BASELINE TESTS OF THE POWER-TRAIN ELECTRIC ...1 Report No 2 Government Accession No 3 Recipient's...
Transcript of BASELINE TESTS OF THE POWER-TRAIN ELECTRIC ...1 Report No 2 Government Accession No 3 Recipient's...
CON1011-10 NASA TM-73765
(NASA-TM-73765) BASELINE TESTS OF THE N78-1736POWER-TRAIN ELECTRIC DELIVER VAN (NASA)60 p HC A04HF A01 CSCL 13F
Unclas G 3 85 04459
BASELINE TESTS OF THE POWER-TRAIN ELECTRIC DELIVERY VAN
Stacy Lumannick Miles 0 Dustin and John M BozekNational Aeronautics and Space Administration Lewis Research Center Cleveland Ohio 44135
November 1977
Prepared for DEPARTMENT OF ENERGY Division of Transportation Energy Conservation Under Interagency Agreement EC-77-A-31-1011
httpsntrsnasagovsearchjspR=19780009993 2020-02-20T214700+0000Z
NOTICE
This report was prepared to document work sponsored by
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nor its agent the United States Energy Research and
Development Administration nor any Federal employees
nPr any of their contractors subcontractors or their
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1 Report No 2 Government Accession No 3 Recipients Catalog No NASA TM-73765
4 Title and Subtitle 5 Report Date
BASELINE TESTS OF THE POWER-TRAIN ELECTRIC November 19776 Performing Organization CodeDELIVERY VAN
7 Author(s) 8 Performing Organization Report No
Stacy Lumannick Miles 0 Dustin and John M Bozek E -9470 10 Work Unit No
9 Performing Organization Name and Address
National Aeronautics and Space Administration 11 Contract or Grant No
Lewis Research Center
Cleveland Ohio 44135 13 Type of Report and Period Covered
12 Sponsoring Agency Name and Address Technical Memorandum Department of Energy 14 Sponsoring Agency 0ede Report No Division of Transportation Energy Conservation CONS101b4N
11-10Washington D C 20545 15 Supplementary Notes
Prepared under Interagency Agreement EC-77-A-31-1011
16 Abstract
The Power-Train Van an electric delivery van manufactured by Power-Train Inc Salt Lake
City Utah was tested at the Transportation Research Center near East Liberty Ohio between June 15 and July 22 1977 The tests are part of an Energy Research and Development Adminishy
stration (ERDA) project to characterize the state-of-the-art of electric- vehicles The Power-
Train vehicle performance test results are presented in this report The Power-Train vehicle
is a modified Otis P-500 utility van It is powered by sixteen 6-volt storage batteries connected in series A General Electric chopper controller actuated by a foot accelerator pedal changes the voltage applied to the 22 -kilowatt (30-hp) series-wound drive motor In addition to tHe conshy
ventional hydraulic braking system the vehicle has hydraulic regenerative braking Cycle tests and acceleration tests were conducted with and without hydraulic regeneration
17 Key Words (Suggested by Author(s)) 18 Distribution Statement
Electric vehicle Unclassified - unlimited
Car STAR Category 85
Test and evaluation DOE Category UC-96Battery
19 Security Classif (of this report) 20 Security Ciassif (of this page) 21 No of Pages 1 22 Price
Unclassified Unclassified
For sale by the National Technical Information Service Springfield Virginia 22161
The Electric and Hybrid Vehicle Pro~rym
wap cgpducted under t4w guidance qf the
then Snmxgy Psearch and peveloppent
Admin~strat-oq (ERDA) rQw part of rhE DepartMent qf Energy
BASELINE TESTS OF THE
POWER-TRAIN ELECTRIC DELIVERY VAN
Stacy Lumannick Miles 0 Dustin
and John M Bozek
Lewis Research Center
SUMMARY
The Power-Train Van an electric delivery vanmanufactured by Power-Train Inc Salt Lake City Utah wastested at the Transportation Research Center near EastLiberty Ohio between June 15 and July 22 1977 The testsare part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Power-Trainvehicle performance test results are presented in thisreport
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electric choppercontroller actuated by a foot accelerator pedal changes thevoltage applied to the 22-kilowatt (30-hp) series-wounddrive motor In addition to the conventional hydraulicbraking system the vehicle has hydraulic regenerativebraking Cycle tests and acceleration tests were conductedwith and without hydraulic regeneration
All tests were conducted at a gross vehicle weight of2286 kilograms (5040 lbm) The maximum speed recommended bythe manufacturer was 59 kilometers per hour (37 mph)- Theresults of the tests are as follows
lost speed or Type of testIrivang sc]hedulo
Range Pnergy consumptionkmh mph
km mile MJkm kWhrle
40 2 25 71 5 44 4 1 24 0 55 59 5 37 61 0 37 9 1 15 51
a 51 0 31 8
Ba 56 C 35 3
C a
44 6 27 7
Cb
57 5 35 7
Without hydraulic regenerative braking
twith hydraulic regenerative braking
The Power-Train van was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 58 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 127 seconds with
the hydraulic regenerative braking disconnected gith thehydraulic system in operation the vehicle accelerated from 0to 32 Kilometers per hour (0 to 20 mph) in 4 seconds andfrom 0 to 48 Kilometers per nour (0 to 30 mph) in 85secondsshy
he Lester battery charger that was supplied byPower-Train Inc failed before any battery chargerefficiency tests were made Failure occurred about nalfwaythrough the test program Another Lester charger wasunavailable so a substitute charger (Powerstat) was usedduring the remainder of the test program Failure of thevehicles differential during the first tractive force testprecluded any gradeability limit or braking tests
INTRODUCTION
The venicle tests and the data presented in tnis reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The la requires the Energy Researcnand Development Administration (ERDA) to develop datacharacterizing tne state-of-the-art of electric and hybridvenicles Tne data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicle technologies (2) to assist in establisning performance standards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The Lational Aeronautics and Space Administration(NASA) under the direction of tne Electric and HyoridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA hasconducted track tests of electric vehicles to measure theirperformance characteristics The tests were conductedaccording to the ERDA Electric and Hybrid Vehicle Test andEvaluation Procedure described in appendix E of referencei This procedure is based on tne Society of AutomotiveEngineers (SAE) J227a procedure (ref 2) Seventeenelectric vehicles have been tested under this phase of theprogram 12 uy NASA 4 by MERADCOM and 1 ny the Canadiangovernment
The assistance and cooperation of Power-Train Incthe vehicle manufacturer is greatly appreciated TheEnergy Research and Development Administration providedfunding support and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parentheses
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The parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
Acceleration
Area
a
--shy
meter per second squared
square meter
ms2
m 2
mile per hour per second square foot square inch
mphs ft 2 an
2
Energy --shy megajoule MJ kilowatt hour kWh
Energy consumption E megajoule per kilometer MJkm kilowatt hour per mile kWhmale
Energy economy --shy mega~oule per kilometer km kilowatt hour per mile kWhmile
Force P newton N pound force lbf
Integrated current --shy ampere hour Ah ampere hour Ah
Length --shy meter m inch foot mile an ft
Mass weight W kilogram kg pound mass Ibm
Power P kilowatt kW horsepower hp
Pressure --shy kilopascal kPa pound per square inch psi
Range --shy kilometer km mile ---
Specific energy --shy megajoule per kilogram MJkg watt hour per pound Whlbm
Specific power --shy kilowatt per kilogram kWkg kilowatt per pound kWibm
Speed
Volume
V
--shy
kilometer per hour
cubic meter
kmh m 3
mile per hour cubic inch cubic foot
mph n3 ft
3
OBJECTIVES
The objectives of the tests were to measure vehiclemaximum speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption braking capability battery charger efficiency and batterycharacteristics for the Power-Train electric delivery van
TEST VEHICLE DESCRIPTION
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electricsilicon-controlled rectifier (SCR) chopper controlleractuated by a foot accelerator pedal changes the voltageapplied to the 22-kilowatt (30-hp) series-wound drivemotor There is no transmission in the vehicle A switchselector is provided for forward and reverse
In addition to a conventional braking system thevehicle has hydraulic regenerative braking as shown in
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figure 1 A variaole-displacement hydraulic motor iscoupled to the vehicles electric propulsion motor whichdrives the wheels During an acceleration the acceleratorpedal increases the displacement of the hydraulic motor andat tne same time through the vehicles controller andcontactor opens the solenoid valve This allOws nydraulicpressure to open the pilot-operated check valvedigh-pressure hydraulic fluld then flows from theaccumulator through the hydraulic motor A valve provides amaximum flow safety feature It closes if the flow from theaccumulator exceeds a fixed setting A pressure switchallows the system to operate only if the accumulatorpressure is greater than a fixed value
During braking the hydraulic motor is converted to apump by reversing its displacement Hydraulic fluid ispumped through the pilot-operated check valve into theaccumulator The Kinetic energy of the moving vehicle isconverted to nigh-pressure hydraulic energy as the vehicle is slowed to a stop and is stored in the accumulator untilthe vehicle is accelerated back up to cruising speed Therelief valve regulates the maximum pressure in the system
A 230-volt charger mounted on a cart is provided forcharging the traction batteries A second charger mountedon the same cart charges the 12-volt accessory batteryAbout 16 hours is required to recharge the tractionbatteries from a fully discharged condition A completedescription of the vehicle is given in appendix A Thevehicle is shown in figure 2 Figure 3 is a view of thetraction batteries taken through the access door under thecargo area The hydraulic reservoir and accessory batteryare at the top of the figure
INSTRUMENTATION
Measurements taken during performance testing of thePower-Train Van included vehicle speed distance travelecbattery current and voltage and ampere-hours from and tothe traction battery The instrumentation package locatedentirely on board the vehicle included the following
(1) A Honeywell 195 Electronik two-channelstrip-chart recorder This recorder is easy to calibrateholds calibration well and has a hign input impedanceVehicle distance and speed were recorded continuously duringeach test The accuracy of the recorder is +05 percent offull scale
(2) A Curtiss Model SHR-3 current integrator Thisinstrument measured integrated current into and out of the
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traction battery during each test by means of a500-ampere-per-100-millivolt current shunt The integratorwas calibrated periodically to within +1 percent of reading
(3) A Tripp Lite 500-watt DCAC inverter Theinverter provided 120-volt alternating current (AC) powerto the strip-chart recorder and current integrator
(4) A Nucleus Corporation Model NC-7 precisionspeedometer (fifth wheel) with a Model ERP-Xl electronicpulser for distance measurements a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The adcuracy of the distance and velocityreadings was within +05 percent of readings
(5) A 12-volt starting lighting and ignition (SLI)battery that supplied power to the inverter and the required12-volt supply to the fifth-wheel components
Battery current during the tests was measured with a500-ampere-per-100-millivolt current shunt All instrumentswere calibrated periodically No significant shifts incalibration occurred between calibrations The integratorsand strip-chart recorders were calibrated with aHewlett-PacKard Model 6920 B meter calibrator which has a02-percent-of-reading accuracy and a usable range of 001to 1000 volts The fifth wheel was calibrated before eachtest byrotating the wheel on a constant-speed fifth-wheelcalibrator drum
Measurements taken during the battery charge included(1) the current and voltage of the battery measured with aCurtiss Model SHR-3 current integrator by means of a500-ampere-per-100-millivolt current shunt and recorded on aHoneywell 195 Electronik two-channel strip-chart recorderand (2) the energy delivered to the charger measured with aGeneral Electric 1-50A single-phase residentialkilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Transportation Research Center of Ohio test track athree-lane 12-kilometer (75-mile) paved track located nearEast Liberty Ohio A complete description of the track isgiven in appendix B When the vehicle was delivered to thetest track the pretest checks described in appendix C werecondqcted The first test was a formal shakedown tofamiliarize the driver with the operating characterfstics ofthe vehicle to check out all instrumentation systems andto verify the vehicles maximum speed as recommended by the
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vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
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Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
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TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
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CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
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Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
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APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
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NOTICE
This report was prepared to document work sponsored by
the United States Government Neither the United States
nor its agent the United States Energy Research and
Development Administration nor any Federal employees
nPr any of their contractors subcontractors or their
employees makes any warranty epress or implied or
assumes any legal liability or responsibility for the
accuracy completeness or usefulness of any informashy
tion apparatus product or process disclosed or
represents that its use would not infringe privately
owned rights
1 Report No 2 Government Accession No 3 Recipients Catalog No NASA TM-73765
4 Title and Subtitle 5 Report Date
BASELINE TESTS OF THE POWER-TRAIN ELECTRIC November 19776 Performing Organization CodeDELIVERY VAN
7 Author(s) 8 Performing Organization Report No
Stacy Lumannick Miles 0 Dustin and John M Bozek E -9470 10 Work Unit No
9 Performing Organization Name and Address
National Aeronautics and Space Administration 11 Contract or Grant No
Lewis Research Center
Cleveland Ohio 44135 13 Type of Report and Period Covered
12 Sponsoring Agency Name and Address Technical Memorandum Department of Energy 14 Sponsoring Agency 0ede Report No Division of Transportation Energy Conservation CONS101b4N
11-10Washington D C 20545 15 Supplementary Notes
Prepared under Interagency Agreement EC-77-A-31-1011
16 Abstract
The Power-Train Van an electric delivery van manufactured by Power-Train Inc Salt Lake
City Utah was tested at the Transportation Research Center near East Liberty Ohio between June 15 and July 22 1977 The tests are part of an Energy Research and Development Adminishy
stration (ERDA) project to characterize the state-of-the-art of electric- vehicles The Power-
Train vehicle performance test results are presented in this report The Power-Train vehicle
is a modified Otis P-500 utility van It is powered by sixteen 6-volt storage batteries connected in series A General Electric chopper controller actuated by a foot accelerator pedal changes the voltage applied to the 22 -kilowatt (30-hp) series-wound drive motor In addition to tHe conshy
ventional hydraulic braking system the vehicle has hydraulic regenerative braking Cycle tests and acceleration tests were conducted with and without hydraulic regeneration
17 Key Words (Suggested by Author(s)) 18 Distribution Statement
Electric vehicle Unclassified - unlimited
Car STAR Category 85
Test and evaluation DOE Category UC-96Battery
19 Security Classif (of this report) 20 Security Ciassif (of this page) 21 No of Pages 1 22 Price
Unclassified Unclassified
For sale by the National Technical Information Service Springfield Virginia 22161
The Electric and Hybrid Vehicle Pro~rym
wap cgpducted under t4w guidance qf the
then Snmxgy Psearch and peveloppent
Admin~strat-oq (ERDA) rQw part of rhE DepartMent qf Energy
BASELINE TESTS OF THE
POWER-TRAIN ELECTRIC DELIVERY VAN
Stacy Lumannick Miles 0 Dustin
and John M Bozek
Lewis Research Center
SUMMARY
The Power-Train Van an electric delivery vanmanufactured by Power-Train Inc Salt Lake City Utah wastested at the Transportation Research Center near EastLiberty Ohio between June 15 and July 22 1977 The testsare part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Power-Trainvehicle performance test results are presented in thisreport
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electric choppercontroller actuated by a foot accelerator pedal changes thevoltage applied to the 22-kilowatt (30-hp) series-wounddrive motor In addition to the conventional hydraulicbraking system the vehicle has hydraulic regenerativebraking Cycle tests and acceleration tests were conductedwith and without hydraulic regeneration
All tests were conducted at a gross vehicle weight of2286 kilograms (5040 lbm) The maximum speed recommended bythe manufacturer was 59 kilometers per hour (37 mph)- Theresults of the tests are as follows
lost speed or Type of testIrivang sc]hedulo
Range Pnergy consumptionkmh mph
km mile MJkm kWhrle
40 2 25 71 5 44 4 1 24 0 55 59 5 37 61 0 37 9 1 15 51
a 51 0 31 8
Ba 56 C 35 3
C a
44 6 27 7
Cb
57 5 35 7
Without hydraulic regenerative braking
twith hydraulic regenerative braking
The Power-Train van was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 58 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 127 seconds with
the hydraulic regenerative braking disconnected gith thehydraulic system in operation the vehicle accelerated from 0to 32 Kilometers per hour (0 to 20 mph) in 4 seconds andfrom 0 to 48 Kilometers per nour (0 to 30 mph) in 85secondsshy
he Lester battery charger that was supplied byPower-Train Inc failed before any battery chargerefficiency tests were made Failure occurred about nalfwaythrough the test program Another Lester charger wasunavailable so a substitute charger (Powerstat) was usedduring the remainder of the test program Failure of thevehicles differential during the first tractive force testprecluded any gradeability limit or braking tests
INTRODUCTION
The venicle tests and the data presented in tnis reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The la requires the Energy Researcnand Development Administration (ERDA) to develop datacharacterizing tne state-of-the-art of electric and hybridvenicles Tne data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicle technologies (2) to assist in establisning performance standards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The Lational Aeronautics and Space Administration(NASA) under the direction of tne Electric and HyoridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA hasconducted track tests of electric vehicles to measure theirperformance characteristics The tests were conductedaccording to the ERDA Electric and Hybrid Vehicle Test andEvaluation Procedure described in appendix E of referencei This procedure is based on tne Society of AutomotiveEngineers (SAE) J227a procedure (ref 2) Seventeenelectric vehicles have been tested under this phase of theprogram 12 uy NASA 4 by MERADCOM and 1 ny the Canadiangovernment
The assistance and cooperation of Power-Train Incthe vehicle manufacturer is greatly appreciated TheEnergy Research and Development Administration providedfunding support and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parentheses
2
The parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
Acceleration
Area
a
--shy
meter per second squared
square meter
ms2
m 2
mile per hour per second square foot square inch
mphs ft 2 an
2
Energy --shy megajoule MJ kilowatt hour kWh
Energy consumption E megajoule per kilometer MJkm kilowatt hour per mile kWhmale
Energy economy --shy mega~oule per kilometer km kilowatt hour per mile kWhmile
Force P newton N pound force lbf
Integrated current --shy ampere hour Ah ampere hour Ah
Length --shy meter m inch foot mile an ft
Mass weight W kilogram kg pound mass Ibm
Power P kilowatt kW horsepower hp
Pressure --shy kilopascal kPa pound per square inch psi
Range --shy kilometer km mile ---
Specific energy --shy megajoule per kilogram MJkg watt hour per pound Whlbm
Specific power --shy kilowatt per kilogram kWkg kilowatt per pound kWibm
Speed
Volume
V
--shy
kilometer per hour
cubic meter
kmh m 3
mile per hour cubic inch cubic foot
mph n3 ft
3
OBJECTIVES
The objectives of the tests were to measure vehiclemaximum speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption braking capability battery charger efficiency and batterycharacteristics for the Power-Train electric delivery van
TEST VEHICLE DESCRIPTION
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electricsilicon-controlled rectifier (SCR) chopper controlleractuated by a foot accelerator pedal changes the voltageapplied to the 22-kilowatt (30-hp) series-wound drivemotor There is no transmission in the vehicle A switchselector is provided for forward and reverse
In addition to a conventional braking system thevehicle has hydraulic regenerative braking as shown in
3
figure 1 A variaole-displacement hydraulic motor iscoupled to the vehicles electric propulsion motor whichdrives the wheels During an acceleration the acceleratorpedal increases the displacement of the hydraulic motor andat tne same time through the vehicles controller andcontactor opens the solenoid valve This allOws nydraulicpressure to open the pilot-operated check valvedigh-pressure hydraulic fluld then flows from theaccumulator through the hydraulic motor A valve provides amaximum flow safety feature It closes if the flow from theaccumulator exceeds a fixed setting A pressure switchallows the system to operate only if the accumulatorpressure is greater than a fixed value
During braking the hydraulic motor is converted to apump by reversing its displacement Hydraulic fluid ispumped through the pilot-operated check valve into theaccumulator The Kinetic energy of the moving vehicle isconverted to nigh-pressure hydraulic energy as the vehicle is slowed to a stop and is stored in the accumulator untilthe vehicle is accelerated back up to cruising speed Therelief valve regulates the maximum pressure in the system
A 230-volt charger mounted on a cart is provided forcharging the traction batteries A second charger mountedon the same cart charges the 12-volt accessory batteryAbout 16 hours is required to recharge the tractionbatteries from a fully discharged condition A completedescription of the vehicle is given in appendix A Thevehicle is shown in figure 2 Figure 3 is a view of thetraction batteries taken through the access door under thecargo area The hydraulic reservoir and accessory batteryare at the top of the figure
INSTRUMENTATION
Measurements taken during performance testing of thePower-Train Van included vehicle speed distance travelecbattery current and voltage and ampere-hours from and tothe traction battery The instrumentation package locatedentirely on board the vehicle included the following
(1) A Honeywell 195 Electronik two-channelstrip-chart recorder This recorder is easy to calibrateholds calibration well and has a hign input impedanceVehicle distance and speed were recorded continuously duringeach test The accuracy of the recorder is +05 percent offull scale
(2) A Curtiss Model SHR-3 current integrator Thisinstrument measured integrated current into and out of the
4
traction battery during each test by means of a500-ampere-per-100-millivolt current shunt The integratorwas calibrated periodically to within +1 percent of reading
(3) A Tripp Lite 500-watt DCAC inverter Theinverter provided 120-volt alternating current (AC) powerto the strip-chart recorder and current integrator
(4) A Nucleus Corporation Model NC-7 precisionspeedometer (fifth wheel) with a Model ERP-Xl electronicpulser for distance measurements a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The adcuracy of the distance and velocityreadings was within +05 percent of readings
(5) A 12-volt starting lighting and ignition (SLI)battery that supplied power to the inverter and the required12-volt supply to the fifth-wheel components
Battery current during the tests was measured with a500-ampere-per-100-millivolt current shunt All instrumentswere calibrated periodically No significant shifts incalibration occurred between calibrations The integratorsand strip-chart recorders were calibrated with aHewlett-PacKard Model 6920 B meter calibrator which has a02-percent-of-reading accuracy and a usable range of 001to 1000 volts The fifth wheel was calibrated before eachtest byrotating the wheel on a constant-speed fifth-wheelcalibrator drum
Measurements taken during the battery charge included(1) the current and voltage of the battery measured with aCurtiss Model SHR-3 current integrator by means of a500-ampere-per-100-millivolt current shunt and recorded on aHoneywell 195 Electronik two-channel strip-chart recorderand (2) the energy delivered to the charger measured with aGeneral Electric 1-50A single-phase residentialkilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Transportation Research Center of Ohio test track athree-lane 12-kilometer (75-mile) paved track located nearEast Liberty Ohio A complete description of the track isgiven in appendix B When the vehicle was delivered to thetest track the pretest checks described in appendix C werecondqcted The first test was a formal shakedown tofamiliarize the driver with the operating characterfstics ofthe vehicle to check out all instrumentation systems andto verify the vehicles maximum speed as recommended by the
5
vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
6
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
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OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
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- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
1 Report No 2 Government Accession No 3 Recipients Catalog No NASA TM-73765
4 Title and Subtitle 5 Report Date
BASELINE TESTS OF THE POWER-TRAIN ELECTRIC November 19776 Performing Organization CodeDELIVERY VAN
7 Author(s) 8 Performing Organization Report No
Stacy Lumannick Miles 0 Dustin and John M Bozek E -9470 10 Work Unit No
9 Performing Organization Name and Address
National Aeronautics and Space Administration 11 Contract or Grant No
Lewis Research Center
Cleveland Ohio 44135 13 Type of Report and Period Covered
12 Sponsoring Agency Name and Address Technical Memorandum Department of Energy 14 Sponsoring Agency 0ede Report No Division of Transportation Energy Conservation CONS101b4N
11-10Washington D C 20545 15 Supplementary Notes
Prepared under Interagency Agreement EC-77-A-31-1011
16 Abstract
The Power-Train Van an electric delivery van manufactured by Power-Train Inc Salt Lake
City Utah was tested at the Transportation Research Center near East Liberty Ohio between June 15 and July 22 1977 The tests are part of an Energy Research and Development Adminishy
stration (ERDA) project to characterize the state-of-the-art of electric- vehicles The Power-
Train vehicle performance test results are presented in this report The Power-Train vehicle
is a modified Otis P-500 utility van It is powered by sixteen 6-volt storage batteries connected in series A General Electric chopper controller actuated by a foot accelerator pedal changes the voltage applied to the 22 -kilowatt (30-hp) series-wound drive motor In addition to tHe conshy
ventional hydraulic braking system the vehicle has hydraulic regenerative braking Cycle tests and acceleration tests were conducted with and without hydraulic regeneration
17 Key Words (Suggested by Author(s)) 18 Distribution Statement
Electric vehicle Unclassified - unlimited
Car STAR Category 85
Test and evaluation DOE Category UC-96Battery
19 Security Classif (of this report) 20 Security Ciassif (of this page) 21 No of Pages 1 22 Price
Unclassified Unclassified
For sale by the National Technical Information Service Springfield Virginia 22161
The Electric and Hybrid Vehicle Pro~rym
wap cgpducted under t4w guidance qf the
then Snmxgy Psearch and peveloppent
Admin~strat-oq (ERDA) rQw part of rhE DepartMent qf Energy
BASELINE TESTS OF THE
POWER-TRAIN ELECTRIC DELIVERY VAN
Stacy Lumannick Miles 0 Dustin
and John M Bozek
Lewis Research Center
SUMMARY
The Power-Train Van an electric delivery vanmanufactured by Power-Train Inc Salt Lake City Utah wastested at the Transportation Research Center near EastLiberty Ohio between June 15 and July 22 1977 The testsare part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Power-Trainvehicle performance test results are presented in thisreport
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electric choppercontroller actuated by a foot accelerator pedal changes thevoltage applied to the 22-kilowatt (30-hp) series-wounddrive motor In addition to the conventional hydraulicbraking system the vehicle has hydraulic regenerativebraking Cycle tests and acceleration tests were conductedwith and without hydraulic regeneration
All tests were conducted at a gross vehicle weight of2286 kilograms (5040 lbm) The maximum speed recommended bythe manufacturer was 59 kilometers per hour (37 mph)- Theresults of the tests are as follows
lost speed or Type of testIrivang sc]hedulo
Range Pnergy consumptionkmh mph
km mile MJkm kWhrle
40 2 25 71 5 44 4 1 24 0 55 59 5 37 61 0 37 9 1 15 51
a 51 0 31 8
Ba 56 C 35 3
C a
44 6 27 7
Cb
57 5 35 7
Without hydraulic regenerative braking
twith hydraulic regenerative braking
The Power-Train van was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 58 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 127 seconds with
the hydraulic regenerative braking disconnected gith thehydraulic system in operation the vehicle accelerated from 0to 32 Kilometers per hour (0 to 20 mph) in 4 seconds andfrom 0 to 48 Kilometers per nour (0 to 30 mph) in 85secondsshy
he Lester battery charger that was supplied byPower-Train Inc failed before any battery chargerefficiency tests were made Failure occurred about nalfwaythrough the test program Another Lester charger wasunavailable so a substitute charger (Powerstat) was usedduring the remainder of the test program Failure of thevehicles differential during the first tractive force testprecluded any gradeability limit or braking tests
INTRODUCTION
The venicle tests and the data presented in tnis reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The la requires the Energy Researcnand Development Administration (ERDA) to develop datacharacterizing tne state-of-the-art of electric and hybridvenicles Tne data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicle technologies (2) to assist in establisning performance standards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The Lational Aeronautics and Space Administration(NASA) under the direction of tne Electric and HyoridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA hasconducted track tests of electric vehicles to measure theirperformance characteristics The tests were conductedaccording to the ERDA Electric and Hybrid Vehicle Test andEvaluation Procedure described in appendix E of referencei This procedure is based on tne Society of AutomotiveEngineers (SAE) J227a procedure (ref 2) Seventeenelectric vehicles have been tested under this phase of theprogram 12 uy NASA 4 by MERADCOM and 1 ny the Canadiangovernment
The assistance and cooperation of Power-Train Incthe vehicle manufacturer is greatly appreciated TheEnergy Research and Development Administration providedfunding support and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parentheses
2
The parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
Acceleration
Area
a
--shy
meter per second squared
square meter
ms2
m 2
mile per hour per second square foot square inch
mphs ft 2 an
2
Energy --shy megajoule MJ kilowatt hour kWh
Energy consumption E megajoule per kilometer MJkm kilowatt hour per mile kWhmale
Energy economy --shy mega~oule per kilometer km kilowatt hour per mile kWhmile
Force P newton N pound force lbf
Integrated current --shy ampere hour Ah ampere hour Ah
Length --shy meter m inch foot mile an ft
Mass weight W kilogram kg pound mass Ibm
Power P kilowatt kW horsepower hp
Pressure --shy kilopascal kPa pound per square inch psi
Range --shy kilometer km mile ---
Specific energy --shy megajoule per kilogram MJkg watt hour per pound Whlbm
Specific power --shy kilowatt per kilogram kWkg kilowatt per pound kWibm
Speed
Volume
V
--shy
kilometer per hour
cubic meter
kmh m 3
mile per hour cubic inch cubic foot
mph n3 ft
3
OBJECTIVES
The objectives of the tests were to measure vehiclemaximum speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption braking capability battery charger efficiency and batterycharacteristics for the Power-Train electric delivery van
TEST VEHICLE DESCRIPTION
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electricsilicon-controlled rectifier (SCR) chopper controlleractuated by a foot accelerator pedal changes the voltageapplied to the 22-kilowatt (30-hp) series-wound drivemotor There is no transmission in the vehicle A switchselector is provided for forward and reverse
In addition to a conventional braking system thevehicle has hydraulic regenerative braking as shown in
3
figure 1 A variaole-displacement hydraulic motor iscoupled to the vehicles electric propulsion motor whichdrives the wheels During an acceleration the acceleratorpedal increases the displacement of the hydraulic motor andat tne same time through the vehicles controller andcontactor opens the solenoid valve This allOws nydraulicpressure to open the pilot-operated check valvedigh-pressure hydraulic fluld then flows from theaccumulator through the hydraulic motor A valve provides amaximum flow safety feature It closes if the flow from theaccumulator exceeds a fixed setting A pressure switchallows the system to operate only if the accumulatorpressure is greater than a fixed value
During braking the hydraulic motor is converted to apump by reversing its displacement Hydraulic fluid ispumped through the pilot-operated check valve into theaccumulator The Kinetic energy of the moving vehicle isconverted to nigh-pressure hydraulic energy as the vehicle is slowed to a stop and is stored in the accumulator untilthe vehicle is accelerated back up to cruising speed Therelief valve regulates the maximum pressure in the system
A 230-volt charger mounted on a cart is provided forcharging the traction batteries A second charger mountedon the same cart charges the 12-volt accessory batteryAbout 16 hours is required to recharge the tractionbatteries from a fully discharged condition A completedescription of the vehicle is given in appendix A Thevehicle is shown in figure 2 Figure 3 is a view of thetraction batteries taken through the access door under thecargo area The hydraulic reservoir and accessory batteryare at the top of the figure
INSTRUMENTATION
Measurements taken during performance testing of thePower-Train Van included vehicle speed distance travelecbattery current and voltage and ampere-hours from and tothe traction battery The instrumentation package locatedentirely on board the vehicle included the following
(1) A Honeywell 195 Electronik two-channelstrip-chart recorder This recorder is easy to calibrateholds calibration well and has a hign input impedanceVehicle distance and speed were recorded continuously duringeach test The accuracy of the recorder is +05 percent offull scale
(2) A Curtiss Model SHR-3 current integrator Thisinstrument measured integrated current into and out of the
4
traction battery during each test by means of a500-ampere-per-100-millivolt current shunt The integratorwas calibrated periodically to within +1 percent of reading
(3) A Tripp Lite 500-watt DCAC inverter Theinverter provided 120-volt alternating current (AC) powerto the strip-chart recorder and current integrator
(4) A Nucleus Corporation Model NC-7 precisionspeedometer (fifth wheel) with a Model ERP-Xl electronicpulser for distance measurements a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The adcuracy of the distance and velocityreadings was within +05 percent of readings
(5) A 12-volt starting lighting and ignition (SLI)battery that supplied power to the inverter and the required12-volt supply to the fifth-wheel components
Battery current during the tests was measured with a500-ampere-per-100-millivolt current shunt All instrumentswere calibrated periodically No significant shifts incalibration occurred between calibrations The integratorsand strip-chart recorders were calibrated with aHewlett-PacKard Model 6920 B meter calibrator which has a02-percent-of-reading accuracy and a usable range of 001to 1000 volts The fifth wheel was calibrated before eachtest byrotating the wheel on a constant-speed fifth-wheelcalibrator drum
Measurements taken during the battery charge included(1) the current and voltage of the battery measured with aCurtiss Model SHR-3 current integrator by means of a500-ampere-per-100-millivolt current shunt and recorded on aHoneywell 195 Electronik two-channel strip-chart recorderand (2) the energy delivered to the charger measured with aGeneral Electric 1-50A single-phase residentialkilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Transportation Research Center of Ohio test track athree-lane 12-kilometer (75-mile) paved track located nearEast Liberty Ohio A complete description of the track isgiven in appendix B When the vehicle was delivered to thetest track the pretest checks described in appendix C werecondqcted The first test was a formal shakedown tofamiliarize the driver with the operating characterfstics ofthe vehicle to check out all instrumentation systems andto verify the vehicles maximum speed as recommended by the
5
vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
6
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
The Electric and Hybrid Vehicle Pro~rym
wap cgpducted under t4w guidance qf the
then Snmxgy Psearch and peveloppent
Admin~strat-oq (ERDA) rQw part of rhE DepartMent qf Energy
BASELINE TESTS OF THE
POWER-TRAIN ELECTRIC DELIVERY VAN
Stacy Lumannick Miles 0 Dustin
and John M Bozek
Lewis Research Center
SUMMARY
The Power-Train Van an electric delivery vanmanufactured by Power-Train Inc Salt Lake City Utah wastested at the Transportation Research Center near EastLiberty Ohio between June 15 and July 22 1977 The testsare part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Power-Trainvehicle performance test results are presented in thisreport
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electric choppercontroller actuated by a foot accelerator pedal changes thevoltage applied to the 22-kilowatt (30-hp) series-wounddrive motor In addition to the conventional hydraulicbraking system the vehicle has hydraulic regenerativebraking Cycle tests and acceleration tests were conductedwith and without hydraulic regeneration
All tests were conducted at a gross vehicle weight of2286 kilograms (5040 lbm) The maximum speed recommended bythe manufacturer was 59 kilometers per hour (37 mph)- Theresults of the tests are as follows
lost speed or Type of testIrivang sc]hedulo
Range Pnergy consumptionkmh mph
km mile MJkm kWhrle
40 2 25 71 5 44 4 1 24 0 55 59 5 37 61 0 37 9 1 15 51
a 51 0 31 8
Ba 56 C 35 3
C a
44 6 27 7
Cb
57 5 35 7
Without hydraulic regenerative braking
twith hydraulic regenerative braking
The Power-Train van was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 58 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 127 seconds with
the hydraulic regenerative braking disconnected gith thehydraulic system in operation the vehicle accelerated from 0to 32 Kilometers per hour (0 to 20 mph) in 4 seconds andfrom 0 to 48 Kilometers per nour (0 to 30 mph) in 85secondsshy
he Lester battery charger that was supplied byPower-Train Inc failed before any battery chargerefficiency tests were made Failure occurred about nalfwaythrough the test program Another Lester charger wasunavailable so a substitute charger (Powerstat) was usedduring the remainder of the test program Failure of thevehicles differential during the first tractive force testprecluded any gradeability limit or braking tests
INTRODUCTION
The venicle tests and the data presented in tnis reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The la requires the Energy Researcnand Development Administration (ERDA) to develop datacharacterizing tne state-of-the-art of electric and hybridvenicles Tne data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicle technologies (2) to assist in establisning performance standards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The Lational Aeronautics and Space Administration(NASA) under the direction of tne Electric and HyoridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA hasconducted track tests of electric vehicles to measure theirperformance characteristics The tests were conductedaccording to the ERDA Electric and Hybrid Vehicle Test andEvaluation Procedure described in appendix E of referencei This procedure is based on tne Society of AutomotiveEngineers (SAE) J227a procedure (ref 2) Seventeenelectric vehicles have been tested under this phase of theprogram 12 uy NASA 4 by MERADCOM and 1 ny the Canadiangovernment
The assistance and cooperation of Power-Train Incthe vehicle manufacturer is greatly appreciated TheEnergy Research and Development Administration providedfunding support and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parentheses
2
The parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
Acceleration
Area
a
--shy
meter per second squared
square meter
ms2
m 2
mile per hour per second square foot square inch
mphs ft 2 an
2
Energy --shy megajoule MJ kilowatt hour kWh
Energy consumption E megajoule per kilometer MJkm kilowatt hour per mile kWhmale
Energy economy --shy mega~oule per kilometer km kilowatt hour per mile kWhmile
Force P newton N pound force lbf
Integrated current --shy ampere hour Ah ampere hour Ah
Length --shy meter m inch foot mile an ft
Mass weight W kilogram kg pound mass Ibm
Power P kilowatt kW horsepower hp
Pressure --shy kilopascal kPa pound per square inch psi
Range --shy kilometer km mile ---
Specific energy --shy megajoule per kilogram MJkg watt hour per pound Whlbm
Specific power --shy kilowatt per kilogram kWkg kilowatt per pound kWibm
Speed
Volume
V
--shy
kilometer per hour
cubic meter
kmh m 3
mile per hour cubic inch cubic foot
mph n3 ft
3
OBJECTIVES
The objectives of the tests were to measure vehiclemaximum speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption braking capability battery charger efficiency and batterycharacteristics for the Power-Train electric delivery van
TEST VEHICLE DESCRIPTION
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electricsilicon-controlled rectifier (SCR) chopper controlleractuated by a foot accelerator pedal changes the voltageapplied to the 22-kilowatt (30-hp) series-wound drivemotor There is no transmission in the vehicle A switchselector is provided for forward and reverse
In addition to a conventional braking system thevehicle has hydraulic regenerative braking as shown in
3
figure 1 A variaole-displacement hydraulic motor iscoupled to the vehicles electric propulsion motor whichdrives the wheels During an acceleration the acceleratorpedal increases the displacement of the hydraulic motor andat tne same time through the vehicles controller andcontactor opens the solenoid valve This allOws nydraulicpressure to open the pilot-operated check valvedigh-pressure hydraulic fluld then flows from theaccumulator through the hydraulic motor A valve provides amaximum flow safety feature It closes if the flow from theaccumulator exceeds a fixed setting A pressure switchallows the system to operate only if the accumulatorpressure is greater than a fixed value
During braking the hydraulic motor is converted to apump by reversing its displacement Hydraulic fluid ispumped through the pilot-operated check valve into theaccumulator The Kinetic energy of the moving vehicle isconverted to nigh-pressure hydraulic energy as the vehicle is slowed to a stop and is stored in the accumulator untilthe vehicle is accelerated back up to cruising speed Therelief valve regulates the maximum pressure in the system
A 230-volt charger mounted on a cart is provided forcharging the traction batteries A second charger mountedon the same cart charges the 12-volt accessory batteryAbout 16 hours is required to recharge the tractionbatteries from a fully discharged condition A completedescription of the vehicle is given in appendix A Thevehicle is shown in figure 2 Figure 3 is a view of thetraction batteries taken through the access door under thecargo area The hydraulic reservoir and accessory batteryare at the top of the figure
INSTRUMENTATION
Measurements taken during performance testing of thePower-Train Van included vehicle speed distance travelecbattery current and voltage and ampere-hours from and tothe traction battery The instrumentation package locatedentirely on board the vehicle included the following
(1) A Honeywell 195 Electronik two-channelstrip-chart recorder This recorder is easy to calibrateholds calibration well and has a hign input impedanceVehicle distance and speed were recorded continuously duringeach test The accuracy of the recorder is +05 percent offull scale
(2) A Curtiss Model SHR-3 current integrator Thisinstrument measured integrated current into and out of the
4
traction battery during each test by means of a500-ampere-per-100-millivolt current shunt The integratorwas calibrated periodically to within +1 percent of reading
(3) A Tripp Lite 500-watt DCAC inverter Theinverter provided 120-volt alternating current (AC) powerto the strip-chart recorder and current integrator
(4) A Nucleus Corporation Model NC-7 precisionspeedometer (fifth wheel) with a Model ERP-Xl electronicpulser for distance measurements a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The adcuracy of the distance and velocityreadings was within +05 percent of readings
(5) A 12-volt starting lighting and ignition (SLI)battery that supplied power to the inverter and the required12-volt supply to the fifth-wheel components
Battery current during the tests was measured with a500-ampere-per-100-millivolt current shunt All instrumentswere calibrated periodically No significant shifts incalibration occurred between calibrations The integratorsand strip-chart recorders were calibrated with aHewlett-PacKard Model 6920 B meter calibrator which has a02-percent-of-reading accuracy and a usable range of 001to 1000 volts The fifth wheel was calibrated before eachtest byrotating the wheel on a constant-speed fifth-wheelcalibrator drum
Measurements taken during the battery charge included(1) the current and voltage of the battery measured with aCurtiss Model SHR-3 current integrator by means of a500-ampere-per-100-millivolt current shunt and recorded on aHoneywell 195 Electronik two-channel strip-chart recorderand (2) the energy delivered to the charger measured with aGeneral Electric 1-50A single-phase residentialkilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Transportation Research Center of Ohio test track athree-lane 12-kilometer (75-mile) paved track located nearEast Liberty Ohio A complete description of the track isgiven in appendix B When the vehicle was delivered to thetest track the pretest checks described in appendix C werecondqcted The first test was a formal shakedown tofamiliarize the driver with the operating characterfstics ofthe vehicle to check out all instrumentation systems andto verify the vehicles maximum speed as recommended by the
5
vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
6
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
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BASELINE TESTS OF THE
POWER-TRAIN ELECTRIC DELIVERY VAN
Stacy Lumannick Miles 0 Dustin
and John M Bozek
Lewis Research Center
SUMMARY
The Power-Train Van an electric delivery vanmanufactured by Power-Train Inc Salt Lake City Utah wastested at the Transportation Research Center near EastLiberty Ohio between June 15 and July 22 1977 The testsare part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Power-Trainvehicle performance test results are presented in thisreport
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electric choppercontroller actuated by a foot accelerator pedal changes thevoltage applied to the 22-kilowatt (30-hp) series-wounddrive motor In addition to the conventional hydraulicbraking system the vehicle has hydraulic regenerativebraking Cycle tests and acceleration tests were conductedwith and without hydraulic regeneration
All tests were conducted at a gross vehicle weight of2286 kilograms (5040 lbm) The maximum speed recommended bythe manufacturer was 59 kilometers per hour (37 mph)- Theresults of the tests are as follows
lost speed or Type of testIrivang sc]hedulo
Range Pnergy consumptionkmh mph
km mile MJkm kWhrle
40 2 25 71 5 44 4 1 24 0 55 59 5 37 61 0 37 9 1 15 51
a 51 0 31 8
Ba 56 C 35 3
C a
44 6 27 7
Cb
57 5 35 7
Without hydraulic regenerative braking
twith hydraulic regenerative braking
The Power-Train van was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 58 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 127 seconds with
the hydraulic regenerative braking disconnected gith thehydraulic system in operation the vehicle accelerated from 0to 32 Kilometers per hour (0 to 20 mph) in 4 seconds andfrom 0 to 48 Kilometers per nour (0 to 30 mph) in 85secondsshy
he Lester battery charger that was supplied byPower-Train Inc failed before any battery chargerefficiency tests were made Failure occurred about nalfwaythrough the test program Another Lester charger wasunavailable so a substitute charger (Powerstat) was usedduring the remainder of the test program Failure of thevehicles differential during the first tractive force testprecluded any gradeability limit or braking tests
INTRODUCTION
The venicle tests and the data presented in tnis reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The la requires the Energy Researcnand Development Administration (ERDA) to develop datacharacterizing tne state-of-the-art of electric and hybridvenicles Tne data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicle technologies (2) to assist in establisning performance standards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The Lational Aeronautics and Space Administration(NASA) under the direction of tne Electric and HyoridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA hasconducted track tests of electric vehicles to measure theirperformance characteristics The tests were conductedaccording to the ERDA Electric and Hybrid Vehicle Test andEvaluation Procedure described in appendix E of referencei This procedure is based on tne Society of AutomotiveEngineers (SAE) J227a procedure (ref 2) Seventeenelectric vehicles have been tested under this phase of theprogram 12 uy NASA 4 by MERADCOM and 1 ny the Canadiangovernment
The assistance and cooperation of Power-Train Incthe vehicle manufacturer is greatly appreciated TheEnergy Research and Development Administration providedfunding support and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parentheses
2
The parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
Acceleration
Area
a
--shy
meter per second squared
square meter
ms2
m 2
mile per hour per second square foot square inch
mphs ft 2 an
2
Energy --shy megajoule MJ kilowatt hour kWh
Energy consumption E megajoule per kilometer MJkm kilowatt hour per mile kWhmale
Energy economy --shy mega~oule per kilometer km kilowatt hour per mile kWhmile
Force P newton N pound force lbf
Integrated current --shy ampere hour Ah ampere hour Ah
Length --shy meter m inch foot mile an ft
Mass weight W kilogram kg pound mass Ibm
Power P kilowatt kW horsepower hp
Pressure --shy kilopascal kPa pound per square inch psi
Range --shy kilometer km mile ---
Specific energy --shy megajoule per kilogram MJkg watt hour per pound Whlbm
Specific power --shy kilowatt per kilogram kWkg kilowatt per pound kWibm
Speed
Volume
V
--shy
kilometer per hour
cubic meter
kmh m 3
mile per hour cubic inch cubic foot
mph n3 ft
3
OBJECTIVES
The objectives of the tests were to measure vehiclemaximum speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption braking capability battery charger efficiency and batterycharacteristics for the Power-Train electric delivery van
TEST VEHICLE DESCRIPTION
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electricsilicon-controlled rectifier (SCR) chopper controlleractuated by a foot accelerator pedal changes the voltageapplied to the 22-kilowatt (30-hp) series-wound drivemotor There is no transmission in the vehicle A switchselector is provided for forward and reverse
In addition to a conventional braking system thevehicle has hydraulic regenerative braking as shown in
3
figure 1 A variaole-displacement hydraulic motor iscoupled to the vehicles electric propulsion motor whichdrives the wheels During an acceleration the acceleratorpedal increases the displacement of the hydraulic motor andat tne same time through the vehicles controller andcontactor opens the solenoid valve This allOws nydraulicpressure to open the pilot-operated check valvedigh-pressure hydraulic fluld then flows from theaccumulator through the hydraulic motor A valve provides amaximum flow safety feature It closes if the flow from theaccumulator exceeds a fixed setting A pressure switchallows the system to operate only if the accumulatorpressure is greater than a fixed value
During braking the hydraulic motor is converted to apump by reversing its displacement Hydraulic fluid ispumped through the pilot-operated check valve into theaccumulator The Kinetic energy of the moving vehicle isconverted to nigh-pressure hydraulic energy as the vehicle is slowed to a stop and is stored in the accumulator untilthe vehicle is accelerated back up to cruising speed Therelief valve regulates the maximum pressure in the system
A 230-volt charger mounted on a cart is provided forcharging the traction batteries A second charger mountedon the same cart charges the 12-volt accessory batteryAbout 16 hours is required to recharge the tractionbatteries from a fully discharged condition A completedescription of the vehicle is given in appendix A Thevehicle is shown in figure 2 Figure 3 is a view of thetraction batteries taken through the access door under thecargo area The hydraulic reservoir and accessory batteryare at the top of the figure
INSTRUMENTATION
Measurements taken during performance testing of thePower-Train Van included vehicle speed distance travelecbattery current and voltage and ampere-hours from and tothe traction battery The instrumentation package locatedentirely on board the vehicle included the following
(1) A Honeywell 195 Electronik two-channelstrip-chart recorder This recorder is easy to calibrateholds calibration well and has a hign input impedanceVehicle distance and speed were recorded continuously duringeach test The accuracy of the recorder is +05 percent offull scale
(2) A Curtiss Model SHR-3 current integrator Thisinstrument measured integrated current into and out of the
4
traction battery during each test by means of a500-ampere-per-100-millivolt current shunt The integratorwas calibrated periodically to within +1 percent of reading
(3) A Tripp Lite 500-watt DCAC inverter Theinverter provided 120-volt alternating current (AC) powerto the strip-chart recorder and current integrator
(4) A Nucleus Corporation Model NC-7 precisionspeedometer (fifth wheel) with a Model ERP-Xl electronicpulser for distance measurements a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The adcuracy of the distance and velocityreadings was within +05 percent of readings
(5) A 12-volt starting lighting and ignition (SLI)battery that supplied power to the inverter and the required12-volt supply to the fifth-wheel components
Battery current during the tests was measured with a500-ampere-per-100-millivolt current shunt All instrumentswere calibrated periodically No significant shifts incalibration occurred between calibrations The integratorsand strip-chart recorders were calibrated with aHewlett-PacKard Model 6920 B meter calibrator which has a02-percent-of-reading accuracy and a usable range of 001to 1000 volts The fifth wheel was calibrated before eachtest byrotating the wheel on a constant-speed fifth-wheelcalibrator drum
Measurements taken during the battery charge included(1) the current and voltage of the battery measured with aCurtiss Model SHR-3 current integrator by means of a500-ampere-per-100-millivolt current shunt and recorded on aHoneywell 195 Electronik two-channel strip-chart recorderand (2) the energy delivered to the charger measured with aGeneral Electric 1-50A single-phase residentialkilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Transportation Research Center of Ohio test track athree-lane 12-kilometer (75-mile) paved track located nearEast Liberty Ohio A complete description of the track isgiven in appendix B When the vehicle was delivered to thetest track the pretest checks described in appendix C werecondqcted The first test was a formal shakedown tofamiliarize the driver with the operating characterfstics ofthe vehicle to check out all instrumentation systems andto verify the vehicles maximum speed as recommended by the
5
vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
6
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
the hydraulic regenerative braking disconnected gith thehydraulic system in operation the vehicle accelerated from 0to 32 Kilometers per hour (0 to 20 mph) in 4 seconds andfrom 0 to 48 Kilometers per nour (0 to 30 mph) in 85secondsshy
he Lester battery charger that was supplied byPower-Train Inc failed before any battery chargerefficiency tests were made Failure occurred about nalfwaythrough the test program Another Lester charger wasunavailable so a substitute charger (Powerstat) was usedduring the remainder of the test program Failure of thevehicles differential during the first tractive force testprecluded any gradeability limit or braking tests
INTRODUCTION
The venicle tests and the data presented in tnis reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The la requires the Energy Researcnand Development Administration (ERDA) to develop datacharacterizing tne state-of-the-art of electric and hybridvenicles Tne data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicle technologies (2) to assist in establisning performance standards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The Lational Aeronautics and Space Administration(NASA) under the direction of tne Electric and HyoridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA hasconducted track tests of electric vehicles to measure theirperformance characteristics The tests were conductedaccording to the ERDA Electric and Hybrid Vehicle Test andEvaluation Procedure described in appendix E of referencei This procedure is based on tne Society of AutomotiveEngineers (SAE) J227a procedure (ref 2) Seventeenelectric vehicles have been tested under this phase of theprogram 12 uy NASA 4 by MERADCOM and 1 ny the Canadiangovernment
The assistance and cooperation of Power-Train Incthe vehicle manufacturer is greatly appreciated TheEnergy Research and Development Administration providedfunding support and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parentheses
2
The parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
Acceleration
Area
a
--shy
meter per second squared
square meter
ms2
m 2
mile per hour per second square foot square inch
mphs ft 2 an
2
Energy --shy megajoule MJ kilowatt hour kWh
Energy consumption E megajoule per kilometer MJkm kilowatt hour per mile kWhmale
Energy economy --shy mega~oule per kilometer km kilowatt hour per mile kWhmile
Force P newton N pound force lbf
Integrated current --shy ampere hour Ah ampere hour Ah
Length --shy meter m inch foot mile an ft
Mass weight W kilogram kg pound mass Ibm
Power P kilowatt kW horsepower hp
Pressure --shy kilopascal kPa pound per square inch psi
Range --shy kilometer km mile ---
Specific energy --shy megajoule per kilogram MJkg watt hour per pound Whlbm
Specific power --shy kilowatt per kilogram kWkg kilowatt per pound kWibm
Speed
Volume
V
--shy
kilometer per hour
cubic meter
kmh m 3
mile per hour cubic inch cubic foot
mph n3 ft
3
OBJECTIVES
The objectives of the tests were to measure vehiclemaximum speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption braking capability battery charger efficiency and batterycharacteristics for the Power-Train electric delivery van
TEST VEHICLE DESCRIPTION
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electricsilicon-controlled rectifier (SCR) chopper controlleractuated by a foot accelerator pedal changes the voltageapplied to the 22-kilowatt (30-hp) series-wound drivemotor There is no transmission in the vehicle A switchselector is provided for forward and reverse
In addition to a conventional braking system thevehicle has hydraulic regenerative braking as shown in
3
figure 1 A variaole-displacement hydraulic motor iscoupled to the vehicles electric propulsion motor whichdrives the wheels During an acceleration the acceleratorpedal increases the displacement of the hydraulic motor andat tne same time through the vehicles controller andcontactor opens the solenoid valve This allOws nydraulicpressure to open the pilot-operated check valvedigh-pressure hydraulic fluld then flows from theaccumulator through the hydraulic motor A valve provides amaximum flow safety feature It closes if the flow from theaccumulator exceeds a fixed setting A pressure switchallows the system to operate only if the accumulatorpressure is greater than a fixed value
During braking the hydraulic motor is converted to apump by reversing its displacement Hydraulic fluid ispumped through the pilot-operated check valve into theaccumulator The Kinetic energy of the moving vehicle isconverted to nigh-pressure hydraulic energy as the vehicle is slowed to a stop and is stored in the accumulator untilthe vehicle is accelerated back up to cruising speed Therelief valve regulates the maximum pressure in the system
A 230-volt charger mounted on a cart is provided forcharging the traction batteries A second charger mountedon the same cart charges the 12-volt accessory batteryAbout 16 hours is required to recharge the tractionbatteries from a fully discharged condition A completedescription of the vehicle is given in appendix A Thevehicle is shown in figure 2 Figure 3 is a view of thetraction batteries taken through the access door under thecargo area The hydraulic reservoir and accessory batteryare at the top of the figure
INSTRUMENTATION
Measurements taken during performance testing of thePower-Train Van included vehicle speed distance travelecbattery current and voltage and ampere-hours from and tothe traction battery The instrumentation package locatedentirely on board the vehicle included the following
(1) A Honeywell 195 Electronik two-channelstrip-chart recorder This recorder is easy to calibrateholds calibration well and has a hign input impedanceVehicle distance and speed were recorded continuously duringeach test The accuracy of the recorder is +05 percent offull scale
(2) A Curtiss Model SHR-3 current integrator Thisinstrument measured integrated current into and out of the
4
traction battery during each test by means of a500-ampere-per-100-millivolt current shunt The integratorwas calibrated periodically to within +1 percent of reading
(3) A Tripp Lite 500-watt DCAC inverter Theinverter provided 120-volt alternating current (AC) powerto the strip-chart recorder and current integrator
(4) A Nucleus Corporation Model NC-7 precisionspeedometer (fifth wheel) with a Model ERP-Xl electronicpulser for distance measurements a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The adcuracy of the distance and velocityreadings was within +05 percent of readings
(5) A 12-volt starting lighting and ignition (SLI)battery that supplied power to the inverter and the required12-volt supply to the fifth-wheel components
Battery current during the tests was measured with a500-ampere-per-100-millivolt current shunt All instrumentswere calibrated periodically No significant shifts incalibration occurred between calibrations The integratorsand strip-chart recorders were calibrated with aHewlett-PacKard Model 6920 B meter calibrator which has a02-percent-of-reading accuracy and a usable range of 001to 1000 volts The fifth wheel was calibrated before eachtest byrotating the wheel on a constant-speed fifth-wheelcalibrator drum
Measurements taken during the battery charge included(1) the current and voltage of the battery measured with aCurtiss Model SHR-3 current integrator by means of a500-ampere-per-100-millivolt current shunt and recorded on aHoneywell 195 Electronik two-channel strip-chart recorderand (2) the energy delivered to the charger measured with aGeneral Electric 1-50A single-phase residentialkilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Transportation Research Center of Ohio test track athree-lane 12-kilometer (75-mile) paved track located nearEast Liberty Ohio A complete description of the track isgiven in appendix B When the vehicle was delivered to thetest track the pretest checks described in appendix C werecondqcted The first test was a formal shakedown tofamiliarize the driver with the operating characterfstics ofthe vehicle to check out all instrumentation systems andto verify the vehicles maximum speed as recommended by the
5
vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
6
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
The parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
Acceleration
Area
a
--shy
meter per second squared
square meter
ms2
m 2
mile per hour per second square foot square inch
mphs ft 2 an
2
Energy --shy megajoule MJ kilowatt hour kWh
Energy consumption E megajoule per kilometer MJkm kilowatt hour per mile kWhmale
Energy economy --shy mega~oule per kilometer km kilowatt hour per mile kWhmile
Force P newton N pound force lbf
Integrated current --shy ampere hour Ah ampere hour Ah
Length --shy meter m inch foot mile an ft
Mass weight W kilogram kg pound mass Ibm
Power P kilowatt kW horsepower hp
Pressure --shy kilopascal kPa pound per square inch psi
Range --shy kilometer km mile ---
Specific energy --shy megajoule per kilogram MJkg watt hour per pound Whlbm
Specific power --shy kilowatt per kilogram kWkg kilowatt per pound kWibm
Speed
Volume
V
--shy
kilometer per hour
cubic meter
kmh m 3
mile per hour cubic inch cubic foot
mph n3 ft
3
OBJECTIVES
The objectives of the tests were to measure vehiclemaximum speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption braking capability battery charger efficiency and batterycharacteristics for the Power-Train electric delivery van
TEST VEHICLE DESCRIPTION
The Power-Train vehicle is a modified Otis P-500utility van It is powered by sixteen 6-volt storagebatteries connected in series A General Electricsilicon-controlled rectifier (SCR) chopper controlleractuated by a foot accelerator pedal changes the voltageapplied to the 22-kilowatt (30-hp) series-wound drivemotor There is no transmission in the vehicle A switchselector is provided for forward and reverse
In addition to a conventional braking system thevehicle has hydraulic regenerative braking as shown in
3
figure 1 A variaole-displacement hydraulic motor iscoupled to the vehicles electric propulsion motor whichdrives the wheels During an acceleration the acceleratorpedal increases the displacement of the hydraulic motor andat tne same time through the vehicles controller andcontactor opens the solenoid valve This allOws nydraulicpressure to open the pilot-operated check valvedigh-pressure hydraulic fluld then flows from theaccumulator through the hydraulic motor A valve provides amaximum flow safety feature It closes if the flow from theaccumulator exceeds a fixed setting A pressure switchallows the system to operate only if the accumulatorpressure is greater than a fixed value
During braking the hydraulic motor is converted to apump by reversing its displacement Hydraulic fluid ispumped through the pilot-operated check valve into theaccumulator The Kinetic energy of the moving vehicle isconverted to nigh-pressure hydraulic energy as the vehicle is slowed to a stop and is stored in the accumulator untilthe vehicle is accelerated back up to cruising speed Therelief valve regulates the maximum pressure in the system
A 230-volt charger mounted on a cart is provided forcharging the traction batteries A second charger mountedon the same cart charges the 12-volt accessory batteryAbout 16 hours is required to recharge the tractionbatteries from a fully discharged condition A completedescription of the vehicle is given in appendix A Thevehicle is shown in figure 2 Figure 3 is a view of thetraction batteries taken through the access door under thecargo area The hydraulic reservoir and accessory batteryare at the top of the figure
INSTRUMENTATION
Measurements taken during performance testing of thePower-Train Van included vehicle speed distance travelecbattery current and voltage and ampere-hours from and tothe traction battery The instrumentation package locatedentirely on board the vehicle included the following
(1) A Honeywell 195 Electronik two-channelstrip-chart recorder This recorder is easy to calibrateholds calibration well and has a hign input impedanceVehicle distance and speed were recorded continuously duringeach test The accuracy of the recorder is +05 percent offull scale
(2) A Curtiss Model SHR-3 current integrator Thisinstrument measured integrated current into and out of the
4
traction battery during each test by means of a500-ampere-per-100-millivolt current shunt The integratorwas calibrated periodically to within +1 percent of reading
(3) A Tripp Lite 500-watt DCAC inverter Theinverter provided 120-volt alternating current (AC) powerto the strip-chart recorder and current integrator
(4) A Nucleus Corporation Model NC-7 precisionspeedometer (fifth wheel) with a Model ERP-Xl electronicpulser for distance measurements a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The adcuracy of the distance and velocityreadings was within +05 percent of readings
(5) A 12-volt starting lighting and ignition (SLI)battery that supplied power to the inverter and the required12-volt supply to the fifth-wheel components
Battery current during the tests was measured with a500-ampere-per-100-millivolt current shunt All instrumentswere calibrated periodically No significant shifts incalibration occurred between calibrations The integratorsand strip-chart recorders were calibrated with aHewlett-PacKard Model 6920 B meter calibrator which has a02-percent-of-reading accuracy and a usable range of 001to 1000 volts The fifth wheel was calibrated before eachtest byrotating the wheel on a constant-speed fifth-wheelcalibrator drum
Measurements taken during the battery charge included(1) the current and voltage of the battery measured with aCurtiss Model SHR-3 current integrator by means of a500-ampere-per-100-millivolt current shunt and recorded on aHoneywell 195 Electronik two-channel strip-chart recorderand (2) the energy delivered to the charger measured with aGeneral Electric 1-50A single-phase residentialkilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Transportation Research Center of Ohio test track athree-lane 12-kilometer (75-mile) paved track located nearEast Liberty Ohio A complete description of the track isgiven in appendix B When the vehicle was delivered to thetest track the pretest checks described in appendix C werecondqcted The first test was a formal shakedown tofamiliarize the driver with the operating characterfstics ofthe vehicle to check out all instrumentation systems andto verify the vehicles maximum speed as recommended by the
5
vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
6
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
figure 1 A variaole-displacement hydraulic motor iscoupled to the vehicles electric propulsion motor whichdrives the wheels During an acceleration the acceleratorpedal increases the displacement of the hydraulic motor andat tne same time through the vehicles controller andcontactor opens the solenoid valve This allOws nydraulicpressure to open the pilot-operated check valvedigh-pressure hydraulic fluld then flows from theaccumulator through the hydraulic motor A valve provides amaximum flow safety feature It closes if the flow from theaccumulator exceeds a fixed setting A pressure switchallows the system to operate only if the accumulatorpressure is greater than a fixed value
During braking the hydraulic motor is converted to apump by reversing its displacement Hydraulic fluid ispumped through the pilot-operated check valve into theaccumulator The Kinetic energy of the moving vehicle isconverted to nigh-pressure hydraulic energy as the vehicle is slowed to a stop and is stored in the accumulator untilthe vehicle is accelerated back up to cruising speed Therelief valve regulates the maximum pressure in the system
A 230-volt charger mounted on a cart is provided forcharging the traction batteries A second charger mountedon the same cart charges the 12-volt accessory batteryAbout 16 hours is required to recharge the tractionbatteries from a fully discharged condition A completedescription of the vehicle is given in appendix A Thevehicle is shown in figure 2 Figure 3 is a view of thetraction batteries taken through the access door under thecargo area The hydraulic reservoir and accessory batteryare at the top of the figure
INSTRUMENTATION
Measurements taken during performance testing of thePower-Train Van included vehicle speed distance travelecbattery current and voltage and ampere-hours from and tothe traction battery The instrumentation package locatedentirely on board the vehicle included the following
(1) A Honeywell 195 Electronik two-channelstrip-chart recorder This recorder is easy to calibrateholds calibration well and has a hign input impedanceVehicle distance and speed were recorded continuously duringeach test The accuracy of the recorder is +05 percent offull scale
(2) A Curtiss Model SHR-3 current integrator Thisinstrument measured integrated current into and out of the
4
traction battery during each test by means of a500-ampere-per-100-millivolt current shunt The integratorwas calibrated periodically to within +1 percent of reading
(3) A Tripp Lite 500-watt DCAC inverter Theinverter provided 120-volt alternating current (AC) powerto the strip-chart recorder and current integrator
(4) A Nucleus Corporation Model NC-7 precisionspeedometer (fifth wheel) with a Model ERP-Xl electronicpulser for distance measurements a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The adcuracy of the distance and velocityreadings was within +05 percent of readings
(5) A 12-volt starting lighting and ignition (SLI)battery that supplied power to the inverter and the required12-volt supply to the fifth-wheel components
Battery current during the tests was measured with a500-ampere-per-100-millivolt current shunt All instrumentswere calibrated periodically No significant shifts incalibration occurred between calibrations The integratorsand strip-chart recorders were calibrated with aHewlett-PacKard Model 6920 B meter calibrator which has a02-percent-of-reading accuracy and a usable range of 001to 1000 volts The fifth wheel was calibrated before eachtest byrotating the wheel on a constant-speed fifth-wheelcalibrator drum
Measurements taken during the battery charge included(1) the current and voltage of the battery measured with aCurtiss Model SHR-3 current integrator by means of a500-ampere-per-100-millivolt current shunt and recorded on aHoneywell 195 Electronik two-channel strip-chart recorderand (2) the energy delivered to the charger measured with aGeneral Electric 1-50A single-phase residentialkilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Transportation Research Center of Ohio test track athree-lane 12-kilometer (75-mile) paved track located nearEast Liberty Ohio A complete description of the track isgiven in appendix B When the vehicle was delivered to thetest track the pretest checks described in appendix C werecondqcted The first test was a formal shakedown tofamiliarize the driver with the operating characterfstics ofthe vehicle to check out all instrumentation systems andto verify the vehicles maximum speed as recommended by the
5
vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
6
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
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- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
traction battery during each test by means of a500-ampere-per-100-millivolt current shunt The integratorwas calibrated periodically to within +1 percent of reading
(3) A Tripp Lite 500-watt DCAC inverter Theinverter provided 120-volt alternating current (AC) powerto the strip-chart recorder and current integrator
(4) A Nucleus Corporation Model NC-7 precisionspeedometer (fifth wheel) with a Model ERP-Xl electronicpulser for distance measurements a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The adcuracy of the distance and velocityreadings was within +05 percent of readings
(5) A 12-volt starting lighting and ignition (SLI)battery that supplied power to the inverter and the required12-volt supply to the fifth-wheel components
Battery current during the tests was measured with a500-ampere-per-100-millivolt current shunt All instrumentswere calibrated periodically No significant shifts incalibration occurred between calibrations The integratorsand strip-chart recorders were calibrated with aHewlett-PacKard Model 6920 B meter calibrator which has a02-percent-of-reading accuracy and a usable range of 001to 1000 volts The fifth wheel was calibrated before eachtest byrotating the wheel on a constant-speed fifth-wheelcalibrator drum
Measurements taken during the battery charge included(1) the current and voltage of the battery measured with aCurtiss Model SHR-3 current integrator by means of a500-ampere-per-100-millivolt current shunt and recorded on aHoneywell 195 Electronik two-channel strip-chart recorderand (2) the energy delivered to the charger measured with aGeneral Electric 1-50A single-phase residentialkilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Transportation Research Center of Ohio test track athree-lane 12-kilometer (75-mile) paved track located nearEast Liberty Ohio A complete description of the track isgiven in appendix B When the vehicle was delivered to thetest track the pretest checks described in appendix C werecondqcted The first test was a formal shakedown tofamiliarize the driver with the operating characterfstics ofthe vehicle to check out all instrumentation systems andto verify the vehicles maximum speed as recommended by the
5
vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
6
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
vehicle manufacturer (appendix C) All tests were run inaccordance with the ERDA Electric and Hybrid Vehicle Testand Evaluation Procedure ERDA-EHV-TEP (appendix E of ref 1)at tne gross weight of the venacle 2286 kilograms(5040 ibm)
Range Tests at Constant Speed
The venicle speed for the highest speed range test wasdetermined during checkout tests of the vehicle It wasspecified as 95 percent of the minimm speed the vehiclecould maintain on a level track when it was traveling atfull power This speed was 59 Kilometers per hour (37 mph)for the Power-1rain Van
Range tests were run at constant speeds of 40 and 59Kilometers per hour (25 and 37 mph) The speed was heldconstant within +16 kilometers per hour (1 moh) The testwas terminated when the vehicle could no longer -aintain 95percent of tne test speed The range tests were run atleast twice at both speeds
Range rests under Driving Schedules
The 32-kilometer-per-hour (20-kmph) schedule B and the4a-kiloqieter-per-hour (30-mph) schedule C stop-and-godriving cycle tests were conducted witn this vehicle Thesecycle tests were conducted with and without hydraulicregeneration For the tests without hydraulic regenerationthe coupling between the traction motor and tne hydraulicpump was disconnected A complete description of cycletests is given in appendix E of reference 1 A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running tnese tests Details of the cycle timer are given in appendix C Thecycle tests were terminated when tne test speed could not be attained in tne Lime required under maximum acceleration
Acceleration and Coast-Down Tests
The naximum acceleration of the vehicle was measured ona level road with the oattery pack fully charged and 40 and80 percent discnarged Depth of discharge was determinedfrom the number of ampere-hours removed from the batteries
Two maximum acceleration runs in opposite directionswere conducted without hydraulic regeneration at each of thethree states of charge For these tests without hydraulicregeneration the coupling between the electric otor andthenydraulic motor was disconnected
6
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Coast-down tests were conducted from a maximum velocityof 59 Kilometers per hour (37 mph) Two runs in oppositedirections were conducted with the hydraulic regenerationcoupling connected and two runs in opposite directions withthe hydraulic regeneration coupling disconnected At thebeginning of each coast-down test the forward-reverseselector switch was put in neutral The maximumacceleration and coast-down tests were conducted on the two straight sections of the test track (see appendix B)
Tractive Force Tests
The maximum grade capability of the vehicle wasdetermined from tractive force tests by towing a secondvehicle In this type of test the driver of the towedvehicle applies the foot brake to maintain a speed of about3 kilometers per hour (2 mph) while the test vehicle isbeing driven with wide-open throttle A 13 000-newton(3000-lbf) load cell was attached to the tow chain betweenthe vehicles
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first method aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential watt-hour meters are caliorated for sinousoidalwaves only rhe error in measuring input power depends onthe wave shape and may be as high as 5 percent The methodof determining power output is correct only when either thevoltage or the current is a constant during each chargingpulse The battery voltage does cnange during each chargingpulse introducing a small error The current shunts usedto measure current are inaccurate for pulsing current Theerror depends on frequency and wave shape and may exceed 10percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scaleThe influence of these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
7
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data areused to determine venicle range battery efficiency andenergy consumption Because air got into the hydraulicsystem all constant-speed range tests were conducted withthe hydraulic motor uncoupled from the drive systet
During most of the test period the winds werevariaDle Even tnough the wind was less than 23 kilometersper four (14 mph) on several occasions it was blowing indifferent directions and at different velocities at twoplaces on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the winds were less than 23cilometers per hour (14 mph)
The maximum speed of the vehicle recommended by themanufacturer was 59 kilometers per hour (37 mpn)
Range tests at constant speed - Range tests were runat constant speeds of 40 and 59 kilometers per hour (25 and37 mph) The speed was held constant within +16 kilometersper hour (1 mph) and the test was terminated when thevehicle could no longer maintain 95 percent of tne testspeed The range tests were run at least twice at bothspeeds The constant-speed range test results are shown infigure 4 and taole I
Range tests under driving schedules - Two schedule Btests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braking increased the rangeof the schedule B tests about 11 percent Two schedule Ctests were run with hydraulic regenerative braking and twowithout Hydraulic regenerative braKing increased the rangeof the schedule C tests about 29 percent The variation inrange for each particular test was less than 3 percent Inthe schedule B tests watn hydraulic regenerative brakingthe highest number of cycles did not result in the longestrange Driver errors in acceleration cruise and brakingtimes plus allowable instrumentation errors were theprobable cause The driving-schedule range test results areshown in table I
8
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the natteries fully charged and 40 and 80 percentdischarged vehicle speed as a function of time withoutregenerative braking is shown in figure 5 and table II Theaverage acceleration _n was calculated for the time periodtn_1 to tn where the vehicle speed increased from Vn_1to Vn from the equation
- Vn - n- 1 n t n tn 1
and the average speed of the vehicle V from the equatiqn
V + V2 n-i
After the vehicle was returned to the manufacturer themanufacturer discovered that the hydraulic regenerativebraking system had not been operating properly during themaximum acceleration tests The maximum accelerations interms of time to attain specific speeds witn the hydraulicregenerative braKing system operating properly were providedby Power-Train Inc
Measured acceleration time from 0 to 32 kilometers perhour (20 mph) was 58 seconds without hydraulicregeneration The acceleration time provided by themanufacturer was 40 seconds with hydraulic regenerationMeasured acceleration time from 0 to 48 kilometers per hour(30 mpn) was 127 seconds without hydraulic regenerationThe acceleration time provided by the manufacturer was 85seconds with hydraulic regeneration
Maximum acceleration as a function of speed at 0- 40- and 80-percent battery discharge without hydraulicregeneration is shown in figure 6 and table III
Gradeability
The maximum grade in percent that a vehicle can climbat an average vehicle speed V was determined from maximumacceleration tests by using the equations
9
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
G 100 tan (sin 01026 an) for V in kmh
rnSI unis
or
100 tan (sn-100455 a ) for V in mph
in US customary units
where a is the average acceleration in meters per secondsquared hiphsec)
The maximum grade that the Power-Prain Van cannegotiate as a function of speed at 0- 40- and 80-percentbattery discharge without hydraulic regeneration is shown infigure 7 and taole IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit is determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It iscalculated from the equations
Gradeabilty limit in percent = 100 tan (sinshy
in SI units
or
Gradeabilty limit in percent = 100 tan (sin- 1
in US- customary units
10
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
where
P tractive force q(lof)
4 gross vehicle weignt kg (ibm)
Vhe gradeability limit tests could not be completedbecause the venicle drive train failed during the firsttractive force test At the time of failure the towedvehicle was in motion and the tractive force on the loadcell was approximately 3800 newtons (900 lof) The currentdrawn was 240 amperes The gross vehicle weight was 2286Kilograms (5040 loin)
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed by the veh-icledrive train Tnis vehicle has no transmission so theelectric motor is connected directly to the drive shaftThe drive train losses therefore include friction andwindage losses of the electric motor The coast-down testswere repeated with the hydraulic motor uncoupled from thedrive system in order to determine the losses due to thehydraulic regenerative braking system During thecoast-down tests the differential was driven by the wheelsand thus may be different than the energy consumed aheR thedifferential is driven by the motor
Road energy consumption En was calculated from thefollowing equations
E = 278xl0-=-t 4W Vn-i - n MJkm nn - tn_ 1
or
E -5W Vn - V n 907x105 W n kWhmile
n tnshy1
where
W vehicle mass kg (lbm)
V vehicle speed kmh (mph)
t time s
ii
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Average road energy consumption at 40 kilometers perhour (25 mph) was 043 megajoule per kilometer (019kWhnile) without hydraulic regeneration This energyconsumption increased to 051 megajoule per kilometer (023kWhmile) with hydraulic regeneration (a 19-percentincrease)
Average road energy consumption at 56 kilometers perhour (35 mpn) was 057 megajoule per Kilometer (025kqhinile) witnout hydraulic regeneration This energyconsumption increased to 069 negajoule per Kilometer (031kWhmile) wntn hydraulic regeneration (a 21-percentincrease)
The hydraulic regenerative braking system is activatedwnen the brake pedal is depressed During coast-down teststhe variable-displacement hydraulic pump is near zero stroceout is still connected to the drive motor The frictionallosses associated with tne hydraulic pump connected to thedrive motor resulted in a higher average road energyconsumption Road energy consumption as a function ofvehicle speed with and without hydraulic regeneration isshown in figure 8 and table V Vehicle speed as a functionof time during coast-down with and without hydraulicregeneration is shown in figure 9 and table VI
Road Power Requirements
The calculation of road power is analogous to the calculation of road energy It is a measure of the powerneeded to overcome vehicle aerodynamic and rollingresistance plus the power losses from the drive train Thisvehicle has no transmission The drive train lossestherefore included friction and windage losses at themotor The road power Pn required to propel a vehicle atvarious speeds was also determined from the coast-downtests The following equations were used
V 2 _ V 2
P = 386xlO 5 W n-l n kW n t n -n 1
or
V 2 shy _V 2
S n-1 hph-pn =608xI0 wtE-n
12
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Average road power at 40 kilometers per hour (25 mph)was 476 Kilowatts without hydraulic regeneration Thisaverage road power increased to 565 kilowatts withhydraulic regeneration (a 19-percent increase) Averageroad power at 56 Kilometers per hour (35 mph) was 882kilowatts witnout hydraulic regeneration This average roadpower increased to 1065 kilowatts with hydraulicregeneration (a 21-percent increase)
The reasons for the increase in the required road powerwith hydraulic regeneration are the same as those discussedunder road energy consumption The average road power as afunction of speed is shown in figure 10 and table VII
Indicated Energy Consumption
Tne vehicle energy consumption is defined as the energyrequired to recharge the battery pack after a test dividedby the vehicle range achieved during the test The energyis the input energy to the battery charger
Energy input to the battery charger was measured with aresidential kilowatt-hour meter after each range test Someovercharge of the batteries was usually required in order toassure that all cells of the battery pack were fully chargedand equalized The reported energy usage may be higherthanwould be experienced with normal vehicle field operationThe average energy consumption at 40 kilometers per hour (25mpn) was 124 negajoules per kilometer (055 kWhmile) Theaverage energy consumption at 59 kilometers per hour (37mph) was 115 megajoules per kilometer (051 kWhmile)Indicated energy consumption as a function of speed ispresented in figure 11 and table VIII for the constant speedtests
VEHICLE RELIABILITY
The Power-Train vehicle was reliable during the firstphases of the test program No significant problemsoccurred during the schedule B schedule C40-kilometer-per-hour (25-mph) range 59-kilometer-per-hour(37-mph) range maximum acceleration and coast-down testsrhe Lester battery charger supplied with the vehicle failedbefore any charger efficiency tests were made Noreplacement was available so a standard Powerstat chargerwas used for the rest of the program Failure of the axialdrive train during the tractive force tests terminated thetest program The failure precluded braking tests
13
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
CO4PONET PERFORMANCE AND EFFICIENCY
Battery Charger
The Lester battery charger furnished w-th the Power-rrain vehicle is an 3CR charger with solid-stateregulation and charge termination circuits The chargerturns off automatically when the batteries are fullycharged A typical oattery charger profile is shown infigure 12 wnere the charger output current and voltage areshown as a function of time Tne power output of thecharger is also snown as a function of time in fiqure 13
Charger efficiency tests were not conducted oecause of
a failure in the charger
Battery Characteristics
Manufacturers data - The battery supplied with thePower-frain vehicle comprised 16 frojan Battery Colead-acid batteries type J-244W The 2444 battery is a6-volt taree-cell module rated at 130 minutes discharge ata current of 75 amperes to a voltage cutoff of 175 voltsper cell at a temperature of 250 C (770 F) Dimensionalspecifications as supplied by battery manufacturers areshown in table IX
Battery acceptance - Prior to the road tests tnebattery supplied oy the vehicle manufacturer was tested forbattery capacity and terminal integrity
Tne capacity check was performed on the battery using aconstant-current load bank Figure 14 shows the batteryvoltage as a function of capacity removed at a 75-ampererate to a voltage cutoff of 84 volts The capacity removedwas 1616 ampere-hours or 99 percent of the rated capacityAs a result the battery was acceptable since it deliveredmore than 80 percent of tne manufacturers rated capacity
The 300-ampere discharge test was run with aconstant-current load bank At the end of the 5-minutedischarge test the terminal temperature was measured by athermocouple probe As the temperature did not exceed 60degrees Celsius above ambient the battery system was withinspecification
Battery performance at constant vehicle speed - Duringthe road tests battery current and voltage were constantly monitored The battery characteristics during the40-kilometer-per-hour (25-mph) range test and the595-kilometer-per-hour (37-mph) range test are presented in
14
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
figures 15 to 17 The average battery current voltage andpower during the first 25 percent and last 25 percent of thevehicles range are shown in these figures Battery powerdecreases toward the end of the test probably due to thereduced power requirements as the temperatures of themechanical drive train tires and associated lubricantsrise during the test
Battery performance under driving schedules - Thevehicle speed battery voltage current and power for thevarious cycle tests with and without regenerative brakingare shown in figure 18 and table X Data are shown for two cycles of each test one near tne beginning and one near theend of the test
Battery performance at maximum acceleration - Thebattery current voltage and power as a function ofgradeability during the maximum acceleration tests withbatteries fully charged and 40 and 80 percent discharged andwithout the regenerative system operative are shown infigure 19 and tanle XI
Charger and battery efficiency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 59-kilometer-per-hour (37-mph)constant-speed test on 2877 The battery chargervoltage current and power as a function of time are shownin figures 12 and 13
Total energy input to the battery during charging was191 kilowatt-hours the energy removed during the59-Kilometer-per-hour (37-mph) range test was 135kilowatt-hours
The battery energy efficiency was 71 percent with anampere-hour overcharge of 19 percent The overcharge wasprovided to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Infield use a more desirable overcharge would be 10 percentwhich would result in a battery energy efficiency of 76percent
Controller
The controller in the Power-Train Van is a GeneralElectric silicon-controlled rectifier (SCR) cnopper rated at150 volts and 300 amperes The controller can go into abypass mode for maximum power that allows the current tobypass the SCRs The bypass is initiated by pushing theaccelerator to the floor After 35 seconds the controllergoes into the bypass mode and will remain in this mode untilthe operator lifts his foot from the floor
15
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Electric Motor
The Otis motor used in the Power-Train vehicle is aconventional DFC series-wound traction motor origin~llydesigned for an industrial truck application The motor wasmanufactured by the Baker Division of the Otis Elevator CoThe motor is rated for 96 volts and 300 amperes The powerrating is 22 kilowatts (30 hp) The insulation is class H
The limited motor performance test data that werefurnished by the motor manufacturer are presented intable XII The tests were performed on a prototype motorusing a DC power supply and other than a chopper controllerFor these reasons the test results are not necessarilyrepresentative of the motor with the controller in thePower-Train vehicle
16
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer Power-Train IncSalt Lake City Utah
2 0 Vehicle Power-Train Van
30 Price and availability on request
40 Vehicle weight and load
4 1 Carb weight kg (Ibm) 1946 (4290)42 Gross vehicle weight kg (ibm) 2286 (5040)
43 Cargo weight kg (Ibm) 204 (450)44 Number of passengers 1
45 Payload kg (ibm) 340 (750)
50 Vehicle size
51 Wheelbase m (in) 246 (97)
5 2 Length m (ft) 351 (115)
53 Width m (ft) 157 (52)54 Height m (in)
5 5 Head room m (in) 109 (43)
56 Leg room in (in) 061 (24)2
57 Frontal area m (ft 2 )
5 8 Road clearance in (in)
59 Number of seats 2
60 Auxiliaries and options
61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking 2 license plate
17
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
62 Windshield wipers 2 on front windshield
63 Windshield washers yes6 4 Defroster electric convection type on drivers side
6--5 Beater- -elect-rc w-th -fanshy
66 Radio no67 Fuel gage voltmeter
68 Amperemeter yes69 Tachometer no610 Speedometer yes in mph
611 Odometer yes in miles
612 Right- or left-hand drive right
613 Transmission none614 Regenerative braking hydraulic
6 15 Mirrors rearview 2 outside
616 Power steering no617 Power brakes no
618 Other
7 0 Battery 71 Propulsion battery
711 Type and manufacturer lead acid Trojan 224Trojan Battery Co
712 Number of modules 16
713 Number of cells 48714 Operating voltage V 96
7 15 Capacity Ah 162 716 Size of each module m (in ) height 026 (1025)
width 018 (700) length 026 (1025)7 17 Weight kg (Ibm) 583 (1280)
718 History (age number of cycles etc) new
7 2 Auxiliary battery
721 Type and manufacturer lead-acid SLI
7 22 Number of cells 6
18
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
7 2 3 Operating voltage V 12
7 24 Capacity Ah 367 2 5 Size m (in)
7 2 6 Weight kg (Ibm)
8 0 Controller
81 Type and manufacturer SCR chopper with bypass
General Electric Model 310
82 Voltage rating V 150
83 Current rating A 300
8 4 Size m (in)
8 5 Weight kg (Ibm)
9 0 Propulsion motor 9 1 Type and manufacturer DC series Baker Dlivision of
Otis Elevator Co 9 2 Insulation class H
93 Voltage rating V 96
94 Current rating A 300
D 5 Horsepower (rated) kW (hp) 22 (hp)
96 Size m(in ) diameter 030 (118) length 05 (20)
9 7 Weight kg (Ibm) 113 (250)
9 8 Speed (rated) rpn 3000 (max unknown)
10 0 Battery charger 10 1 Type and manufacturer 208 V single phase
Lester Equipment Manufacturing Co Inc
10 2 On- or off-board type off board
10 3 Input voltage required V 230 AC
104 Peak current demand A 24
105 Recharge time h 16
19
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
106 Size In (in) height 0301 (12) width 0292 (115)
0368 (145)
10 7 Weight kg (ibm) 227 (50)
10 8 Automatic turnoff feature yes timer
11 0 Body
111 Manufacturer and type Power-Train Inc van
11 2 Materials fiberglass
11 3 Number of doors and type 2 sliding 114 Number of windows and type 8 safety glass windshield
ii 5 Number of seats and type 2 bucket
11 6 Cargo space volume In3 (ft3 ) 183 (61)11 7 Cargo space dimensions in (ft) 095xi24x146 (375x49x575)
12 0 Chassis 121 Frame
121 1 Type and manufacturer welded construction
121 2 Materials steel
1213 Modifications 12 2 Springs and shocks
12 21 Type and manufacturer leaf springs
122 2 Modifications none
12 3 Axles 12 31 Manufacturer
12 32 Front independent 123 3 Rear conventional differential
124 Transmission 12 4 1 Type and manufacturer none
20
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
12 42 Gear ratios
12 43 Drivelme ratio 517
125 Steering
12 51 Type and manufacturer
1252 Turning ratio
1253 Turning diameter m (ft)
126 Brakes 12 61 Front hydraulic drum
12 62 Rear hydraulic drum
12 63 Parkmg mechanical on rear wheels
1264 Regenerative hydraulic
12 7 Tires
12 7 1 Manufacturer and type Uniroyal radial
12 72 Size 175SR13
1273 Pressure kPa (psi)
Front 262 (38)
Rear 262 (38)
12 74 Rolling radius m (in) 127 5 Wheel weight kg (Ibm)
Without drum
With drum
12 76 Wheel track m (in)
Front
Rear
13 0 Performance
13 1 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph) 60 (37)
132 Manufacturer- recommended maximum cruise speed (wide-open throttle)
kmh (mph) 60 (37)
133 Tested at cruise speed kmh (mph) 60 (37) 40 (25)
21
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
APPENDIX B
DESCRIPTION OF VEHICLE TEST TRACK
-AYl-h ests were conffduct-ed-at the Trarfsportat -on
Research Center (TRC) of Ohio (fig B-1) Tnis facility wasbuilt by the State of Ohio and is now operated by a
contractor and supported by the state It is located 72kilometers (45 miles) northwest of Columbus along US route33 near East Liberty Ohio
The test track is a 12-kilometer (75 mile) continuous
loop 16 kilometers (I mile) wide and 56 kilometers (35
miles) long Three concrete lanes 11 meters (36 ft) wide in
the straightaways and 13 meters (42 ft) wide in the curves
make up the high-speed test area The lanes were designed
for speeds of 129 177 and 225 kilometers per hour (80
110 and 140 mph) with zero lateral acceleration in the
curves The 3-kilometer- (188-mile-) long straightaways
are connected to the congtant 731-meter- (2400-ft-) radius
curves by a short variable-radius transition section
Adjacent to tne inside concrete lane is a 366-metershy(12-ft-) wide asphalt berm This berm is only bankedslightly to provide a drainage slope An additional asphalt
lane 366 meters (12 ft) wide is located ad3acent to theoutside lane on the straightaways Theconstant-speed and
cycle tests were conducted on the inside asphalt lane
because all tests were at relatively low speeds The
acceleration and coast-down tests were conducted on the
straight outside asphalt lanes because these were more alike
than the two inside asphalt lanes and because it was the
portion of the track least likely to encounter traffic
interference The track has a constant 0228 percent
north-to-south downslope The TRC complex also has a 20shy
hectare (50-acre) vehicle dynamics area and a 2740-metershy
(9000-ft-) long skid pad for tne conduct of braking and
handling tests
22
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
APPENDIX C
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sneet such as the one shown in figureC-i The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete yisual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery tnrough a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance witn the battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimeter telephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists areshown in figure C-2
23
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Tne first item under driver instructions on the test checklist is to complete tne pretest checklist (fig C-3)
Data taKen before during and after each test wereentered on the vehicle data sheet (fig C-4) These dat-ainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-ours out of the battery
(10) Fiftn-wheel distance count
(11) Odometer readings before and after the tests
fne battery charge data taKen during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checls were made in accordance with the post-test
24
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
checklist (fig C-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere-hourintegrator reading and the fifth-wheel distance readingAt the end of the test weather data were recorded on thevehicle data sheet All instrumentation power was turnedoff the instrumentation battery was disconnected and thefiftn wheel was raised The vehicle was then towed back tothe garage the post-test specific gravities were measuredfor all cells and the vehicle was placed on charge
After tne test tne engineer conducting tne testcompleted a test summary sheet (fig C-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig C-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc tnat occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every nour during the test The windanemometer was located about 3 meters (10 ft) from tneground within the oval
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight The venicle was driven at wide-open throttle forone lap around the track The minimum speed for the lap wasrecorded and the average was calculated This average wascalled the vehicle maximum speed This speed takes intoaccount track variability and maximum vehicle loading Thisquantity was then reduced by 5 percent and called tnerecommended maximum cruise test speed
Cycle timer - The cycle timer (fig C-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profile is continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the drivermatches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driver of a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number of
25
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
test cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
26
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
REFERENCES
1 Sargent Noel B Maslowski Edward A Solts RichardF and Schuh Richard M Baseline Tests of the C UWaterman DAF Electric Passenger Vehicle NASATM-737571977
2 Society of Automotive Engineers Inc Electric VehicleTest Procedure - SAE J227a Feb 1976
27
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE T - SUMMW OF TEST RESEITS FOR POWER-TRAaN VAN
(a) SI units
Test date Test condition (constant speedksinh or driving
sdedule)
Wind velocity
JmVh
Tempershyature
oc
Range in
Cycle life
nutber of cycles
current out of
batteries Ah
Current into
batteries Ah
nnergyinto
charger IT
Rmarks
7677 71177 71877 7877 7127762377 62877 62477 62977 63077
71377 7577
71577
402 402 402 592 592
B B C C B
B C
C6
8 - 13 5
8 - 16 5 shy 6 6 - 13 5 - 11 8 - 18 5 - 13 18 shy 23
13
5 - 10 8
- 11
32 20 - 21 24 - 27
23 26 24
24 - 25 26 - 27
24 24
27 shy 28 30 - 31
29 - 30
737 695 713 602 618 560 576 576 573 512
512 449
441
-shy-
-shy-
-shy158 154 87 87
140
138 69
69
145 137 141 123 128 148 153 140 149 152
149 129
128
191 174 231 146 154 193 195 180 183 199
193 181
186
104 94 126 83 83
104 108 101 101 108
112 101
94
With hydraulic regentave braking
Gusts to 23 knh (14 miph regenerativebraking disaoncted
Regenerative braking disconnected Gusts to 18 kmh (11 nph) regenerative
braking dasacmnected legeneratave braking dxsctncted
Co
(b) US customary units
Test date
7677
Test ocdxt m (costant sped nph or driving
scdule) 25
Wand velocLty
rph
5-8
TenLpershyature
OF
89
lbnge riles
458
Cycle life
nuer of cycles
-
Current out of
batteries Ah
145
Crrent into
batteries Ah 191
Energy into
charger kil 29
Wrenks
C - 71177 25 3 68 - 70 432 - 137 174 26
t C p
7877 787771277 62377 62877 62477 62977 63077
713777577
71577
25 37 37 B B C C B
B C
C
5-20 3- 4 4 - 8 3 - 7 5 - 11 3shy 5 11- 14
8
3 - 6 5
4 - 7
76 -80 74 78 75
75 shy 77 79 shy 81
75 75
80 - 82 86 shy 88
84 shy 86
443 374 384 348 358 358 356 318
318 279
274
---158 154
87 87 140
138 69
69
141 123 128 148 153 140 149 152
149 129
128
231 146 154 193 195 180 183 199
193 181
186
35 23 23 29 30 28 28 30
31 28
26
-With hydraulic regenerative braking
Gusts to 23 kMih (14) regenerativebraking disconnected
Regenerative braking disconnected Gusts to 18 kh (1inph) regenerative
braking disconnected Regenerative braking disconnected
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE II - ACCELERATION TIMES FOR POWER- TABLE III - ACCELERATION CHARACTERISTICS OF POWER-
TRAIN VAN WITHOUT REGENERATIVE BRAKING TRAIN VAN WITHOUT REGENERATIVE BRAKING
Vehicle speed Amount of discharge percent Time Amount of discharge percents
kmh mph 0 40 80 0 40 80
Time to reach designated Vehicle accelerationvehicle speed s222 2ms mphs 2ms mphs 2ms mphs
0 0 0 0 0 20 12 6 5 4 0 0 0 0 0 0 040 25 9 8 8 6 123 276 133 298 144 32360 37 13 12 12 9 147 329 142 318 141 31680 50 17 17 16 13 139 311 129 289 131 292
100 62 22 22 22 17 120 269 118 2 64 119 266120 75 26 25 25 22 128 285 147 328 127 284140 87 28 27 28 26 235 525 210 471 171 383160 99 30 29 31 28 290 648 252 565 193 431180 112 32 32 34 30 250 559 246 551 207 462200 125 35 34 37 32 217 486 226 505 186 418220 137 37 37 41 35 227 507 196 4 39 149 334240 149 40 41 46 37 228 510 163 365 135 301260 162 44 45 50 40 166 372 148 331 121 271280 174 48 49 56 44 145 325 138 311 112 250300 186 53 54 61 48 135 303 126 282 101 225320 199 58 59 68 53 115 257 110 247 88 198340 211 63 66 76 58 103 229 96 2 14 75 168360 224 70 73 85 63 l93 208 84 187 66 148380 236 77 80 94 70 85 189 75 168 63 140400 249 85 90 105 77 75 168 66 146 56 125420 261 94 99 117 85 66 146 58 131 48 107440 274 103 111 131 94 60 135 53 120 43 96460 286 114 123 147 103 55 123 47 105 38 84480 298 127 138 167 114 47 104 41 92 32 71500 310 142 152 187 127 39 88 39 88 28 63520 323 159 173 208 142 35 79 33 74 27 60540 336 179 194 239 159 30 69 26 59 22 49560 348 198 218 274 179 28 63 24 55 17 38
198 24 55 22 50 14 32
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE IV - GRADEABILITY OF POWER-TRAIN
VAN WITHOUT REGENERATIVE BRAKING
Velocity Amount of discharge percent
kmh mph 0 40 80
Gradeability percent
0 0 0 0 0 20 12 127 138 15040 25 152 148 14660 37 144 134 13580 50 124 122 123
100 62 132 152 131 120 75 248 221 178 140 87 311 26 8 201 160 99 265 261 217180 112 228 238 195200 125 239 205 155220 137 240 169 139240 149 173 153 125260 162 150 144 115280 174 140 130 108300 186 118 114 91320 199 106 98 77340 211 96 86 68360 224 87 77 64 380 236 77 67 58400 249 67 60 49420 261 62 55 44440 274 57 48 39460 286 48 42 32480 298 40 40 29500 310 36 34 28520 323 32 27 22540 336 29 25 17560 348 25 23 14
REPRODUCIBTLi OF TUE
ORIGINAL PAGE A pppgE
30
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE V - ROAD ENERGY CONSUMPTION OF POWER-TRAIN VAN
(a) With regenerative braking (b) Without regenerative braking
Vehicle speed Road energy consumed Vehicle speed Road energy consumed
kmh mph MJkm kWhmile kmh mph MJkm kWhmile
580 360 0 0 580 360 0 0 568 348 68 31 560 348 56 25 540 336 66 30 540 336 55 25 520 323 63 28 520 323 53 24 500 310 50 27 500 310 50 22 480 298 56 25 480 298 50 22 460 286 57 25 460 286 49 22 440 274 57 25 440 274 47 21 420 261 53 24 420 261 45 20 400 249 51 23 400 24t9 42 19 380 236 50 22 380 236 42 19 360 224 46 21 360 224 41 19 340 211 44 20 340 211 39 17 320 300
199 186
44 43
20
19 320 300
199 186
37
38 |
280 174 44 20 280 174 37 260 162 42 19 260 162 34 15 240 149 40 18 240 149 34 15 220 137 40 18 220 137 32 15 200 125 35 16 200 125 31 14 180 112 33 15 180 112 31 160 99 34 15 160 99 30 140 87 34 15 140 87 30 120 75 32 14 120 75 29 13 100 62 31 14 100 62 26 12
80 50 29 13 80 50 26 60 37 29 13 60 37 26 40 25 30 13 40 25 27 20 12 31 14 20 12 26
OF TRE -REPRODUCBILITY
8p ORORIGINAL PAGE
31
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE VI - COAST-DOWN
(a) With regenerative braking
Time Vehicle speed s
kmh mph
0 580 360 19 560 348 37 540 336 57 520 323 77 500 310
100 480 298 122 460 286 144 440 274 167 420 261
W 193 400 249 j 217 380 236
243 360 224 272 340 211 301 320 199 330 300 186 360 280 174 388 260 162 421 240 149 451 220 137 485 200 125 523 180 112 561 160 99 598 140 87 636 120 75 676 100 62 716 80 50 762 68 37 804 40 25 846 20 12
DATA FOR POWER-TRAIN VAN
(b) Without regenerative braking
Time Vehicle speed S
kmh mph
0 580 36022 560 348 45 540 336 68 520 323 92 500 310
118 480 298 143 460 286 170 440 274 197 420 261 226 400 249 256 380 236 286 360 224 317 340 211 351 320 199 385 300 186 417 280 174 454 260 162 492 240 149 528 220 137 569 200 125 609 180 112 650 160 99 692 140 87 733 120 75 779 100 62 829 80 50 874 60 37 924 40 25 967 20 12
TABLE VII - ROAD POWER
(a) With regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 106 143 540 336 100 134 520 323 92 123 500 310 83 112 480 298 75 101 460 286 73 93 440 274 69 93 420 261 62 83 400 249 56 76 380 236 53 71 360 224 46 62 340 211 42 56 320 199 39 53 300 186 36 48 280 174 34 45 260 162 30 41 240 149 27 36 220 137 24 32 200 125 20 26 180 112 17 22 160 99 15 20 140 87 13 18 120 75 11 14 100 62 9 12 80 50 7 9 60 37 5 6 40 25 3 5
20 12 2 2
REQUIREMENTS OF POWER-TRAIN VAN
(b) Without regenerative braking
Vehicle speed Road power required
kmh mph kW hp
580 360 0 0 560 348 88 118 540 336 83 122 520 323 78 104 500 310 70 94 480 298 67 89 460 286 63 84 440 274 58 78 420 261 53 71 400 249 47 64 380 23 6 45 60 360 2214 42 56 340 211 37 49 320 199 33 44 300 186 32 43 280 1714 29 39 260 162 25 33 240 149 23 31 220 137 20 27 200 125 17 23 180 112 16 21 160 99 14 18 140 87 12 16 120 75 10 13 100 62 7 10 80 50 6 8 60 37 4 6 40 25 3 4
20 1 j2 1 2
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE VIII - INDICATED ENERGY CONSUMPTION
OF POWER-TRAIN VAN
Vehicle speed Indicated energy consumption
kmh mph MJkm kWhmile
402 250 124 055
595 370 115 51
TABLE IX - BATTERY SPECIFICATIONS FOR POWER-TRAIN VAN
Length m (in) 026 (10 38)
Width m (in) 018 (7 116)
Height m (in) 030 (12)
Weight kg (ibm) 33 (73)
REPRODUomIpLyyOp To ORIGINAL PAGE IS P00R
33
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE X - BATTERY OUTPUT FOR POWER-TRAIN VAN
(a) Schedule B without regenerative braking (b) Schedule B without regenerative braking cycle 3 June 30 1977 cycle 128 June 30 1977
-Time a
-Vehicle speed kmh
Current A
Voltage-V
-Power kW
- Time s
Vehicle speed kmh
-Current- A
VoltageV
Power kW
0 0 0 I01 0 0 0 0 92 0 1 46 211 96 20 4 1 35 171 94 14 4 2 88 222 93 20 7 2 7 4 237 83 19 7 3 128 209 92 19 8 3 107 245 79 19 5 4 15 1 202 92 18 6 4 135 232 79 18 4 5 17 1 223 91 205 5 162 225 17 9 6 196 221 91 20 8 6 181 219 17 5 7 212 150 94 141 7 203 215 17 1 8 228 150 93 14 0 8 221 215 17-1 9 23 0 150 94 141 9 237 215 17 1
10 245 207 91 189 10 250 217 17 2 11 25 8 204 91 18 8 11 26 3 219 17 3 12 274 204 91 18 7 12 275 216 17 1 13 282 146 93 136 13 286 144 83 12 1 14 286 146 137 14 291 143 12 0 15 292 145 136 15 296 143 11 9 16 294 145 136 16 300 142 11 9 17 394 144 135 17 30 4 141 11 0 18 308 144 135 18 309 140 117 19 315 144 135 19 315 140 117 20 31 7 143 134 20 316 86 86 7 5 21 63 97 6 1 21 31 6 88 87 7 6 22 66 6 4 22 31 7 99 8 23 69 6 7 23 90 24 114 111 24 89 25 I 115 95 110 25 90 26 316 115 11 0 26 90 7 9 27 317 115 110 27 91 86 22 31 9 110 106 28 316 87 29 321 109 105 29 31 5 87 30 321 29 98 18 30 87 31 31 6 18 99 18 31 86 32 313 94 99 93 32 33 313 94 96 91 33 34 313 95 | 34 318 35 312 95I 35 317 36 312 36 315 37 313 92 37 312 920 38 313 92 38 315 147 83 12 3 39 31 2 92 39 31 3 0 91 0 40 307 0 99 0 40 30 8 41 301 100 41 305 42 29 6 42 29 43 288 43 284 44 26 2 44 231 92 45 231 45 16 1 1 1 46 17 6 46 8 7 1 1 47 12 5 47 1 i 48 45
34
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE X - continued
(c) Schedule B with regenerative braking (d) Schedule B with regenerative brakingcycle 4 June 23 1977 cycle 125 June 23 1977
Time a
Vehicle speed Junh
Current A
Voltage V
Power kW
Tire S
Vehicle speed kmh
Current A
Voltage V
Power kW
0 0 0 100 0 0 0 0 94 0 1 2
3 7
4 6
33 81
98 95
32 78
1 2
26 46
94 122
88 87
83 107
3 104 84 95 80 3 73 119 87 10 4 4 14-1 79 7 6 4 92 152 85 131 5 6
170 203
79 s0
75 7 6
5 6
110 12 6
173 172
84 84
14 6 14 5
7 8
228 237
81 145 94
7 7 13 6
7 8
14 4 16 5
170 207
84 82
143 17 1
9 10 11
24 261 27 3
194 194 194
90 90 89
17 6 174 175
9 10 11
18 1 195 214
209 210 215
32 82 81
17 2 17 2 17 6
12 13
281 29 2
210 209
I 187 18 7
12 13
230 246
215 216
14 15 16
304 30 7 31 4
209 113 187
93 90
187 105 168
14 15 16
263 278 289
216 231 231
80 80
18 7 186
17 323 114 90 103 17 303 229 80 18 4 18 32 5 115 93 10 7 18 313 209 31 170 19 115 107 19 316 187 82 155 20J 115 107 20 317 102 37 89 21 116 10 8 21 31 a 104 87 9 1 22 23
326 1 22 23
317 93 95
88 8 2 83
24 24 96 84 25 26 327 117 109
25 26
84 8 5
27 22 29
329 329 327
117 105 106
109 98 99
27 28 29
318 317 316 97
8 5 8 4 8 5
30 32 7 52 94 4 9 30 317 36 31 32
32 32
4 0
53 54
95 95
5 1 52
31 32
316I 86 85
33 34
31 31
4 3
54 135
95 92
52 125
33 34
8 6 86
35 12I 92 35 8 36 314 92 36 315 al 37 317 92 37 31 5 85 38 32 0 1 98 1 38 31 4 8 6 39 31 4 0 39 30 8 89 87 40 30 8 40 30 8 93 0 41 30 1 41 296 4243 28926 2 4243 26620 4
44 23 2 99 44 13 4 4546 194
15 4 45 61
47 11 0 48 49
6 2 9
REPRODUCWIrITY OF TIl
0RIGIN-L PAGE IS POOR
35
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE X - Continued
(e) Schedule C without regenerative braking cycle 3 July 5 1977
(f) Schedule C without regenerative braking cycle 64 July 5 1917
Time s
Vehicle speed knh
Current A
Voltage V
power kW
Tine s
Vehicle speed oh
Current A
Voltage V
Power kW
0 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49
0 43 79
11 3 218 274 307 33 8 36 0 381 403 425 444 451 453 458 461 469 47 7 480 483 494 48 3 47 9 47 1 47 8 46 9 468 46 8 47 0 47 3 47 5 47 8 48 3 48 2 475 475 47 4
470 45 8 45 1 443 43 4 42 5 41 6 40 8 401
0 227 231 227 301
296 91
194 197 198 275 271 192 164 146 66 66
103 117 136 179 191 186 180 179 172 133 50
119 166 168 170 172 1 0 1
98 91 89 89 66 75 78 79 81 81 82 83 83 84 89 89 88 84 94 89 90 90 92 94 93 92 92 89
91 95 94 91 90 90 90 96 97
pound
0 209 207 202 20 1 227 235 23 9 24 4 24 6 24 9 25 1 247 76
173 175 176 234 25 6 171 148 132 61 62 96
109 125 160 170 16 6 16 0 160 154 12 1 4 7
11 3 151 15 2 153 155
1 0 1
V49
0 1 2 3 4 5 6 7 8 9
18 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
0 32 83
122 176 228 270 293 313 330 351 368 383 39 8 40 9 42 4 43 5 44 6 454 46 3 47 3 48 0 48 2 48 2 485 48 5 486 48 5 48 4 482 480 478
479 480 480 47 9 470 477 471 468 46 1 456 450 443 437 429 410
0 267 267 264 302
291 277 266 256 248 243 237 232 227 222 219 215 165 165 133 80 82 83 84 71 71 72
153 153 132 109 81 62
120 150 0
0
90 85 75 75 54 59 63 65 66 67 68 69 69 70 70 71
72 76 76 77 81 82 S2 82 83 83 83 78 78 78 80 82 84 84 78 87 8
0 227 203 19 8 164 180 199 19 7 281 204 19 9 192 185 18 0 17 5 17 2 16 9 166 16 3 15 9 15 7 155 127 12 6 10 3 6 5 6 8 68 6 9 5 9 60 6 0
12 0 11 9 30 8 8 6 7 5 2
10 1 11 8 0
50 51 52 53 54 55 5657
393 38 5 373 351 333 303 2328 03
0 1
1 0 1
98 I
0 I
0 11
50 51 52 53 54 55 5657
384 338 284 237 162 99 57i0
1 0 1 1 1 0
59 5960
187117 50
36
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE X - Concluded
(g) Schedule C with regenerative braking cycle 4 June 29 1977
(h) Schedule C with regenerative braking cycle 84 June 29 1977
Tme s
Vehicle speed kmh
Current A
Voltage V
Power kW
Time s
yehicle speed kmh
Current A
voltage V
Power kW
0 0 0 100 0 0 0 0 92 0 1 5 2 180 97 176 1 60 268 75 202 2 12 7 221 94 21 0 2 133 267 73 19 7 3 171 223 93 210 3 187 265 72 19 3 4 6
227S271315
216212210
p 20 219 9196
496
24 029333 0
267303303
726567
1931920 94
7 8
34 1 354
208 302
195 28 1
7 8
37 1 391
264 246
68 181 16 8
9 374 826 26 0 9 401 236 162 10 39 4I 87 26 3 10 410 231 158 11 411 $7 264 1i 417 226 15 4 12 13
42 8 440 291
87 a8
265 25 6
12 13
42 3 429
222 222
151 14 9
14 45 4 282 28 24 9 14 437 214 14 6 15 46 8 274 8 24 3 15 443 210 144 16 479 268 89 239 16 449 207 142 17 48 5 170 95 162 17 45 6 204 140 18 486 192 93 18o 18 462 202 139 19 20
48 8 49 1
193 193
93 98
18IQ180
19 20
464 471
200 197
13 7 135
21 493 170 94 16 0 21 47 6 195 134 22 49 2 113 96 09 22 47 9 193 76 14 3 23 49 1 114 110 23 482 163 73 11 9 24 25
48 8 48 5I I
44 25
48a3 484
152 151
72 73
111 11 0
26 48 3 26 484 139 73 10 3 27 47 9 27 485 137 75 10 3 28 47 7 179 95 17 0 2 485 125 75 9 4 29 474 179 94 16 9 29 48 4 125 79 9 9 30 47 5 180 16 9 30 48 4 71 76 5 4 31 32
475 477
181 182
17 0 171
31 32
485 42 4
123 140
76 74
9 4 10 4
33 34 35 36
482 48 4 48 5 48 6
172 125 119 119
95 96 97
162 119 115 116
33 34 35 36
I I I
141 112 113 114
76 |
10 7 86 86 8 7
37 48 3 0 190 0 37 121 74 8 9 38 471 38 483 141 74 10 4 39 46 1 39 484 140 86 12 1 40 453 40 482 0 88 0 41 444 41 477 89 42 439 42 471 43 44 45
43 3 42 5 41 8
43 44 45
363 456 449
46 395 46 442 90 47 361 47 43 2 48 315 48 427 49 256 49 420 so 174 50 39 1 51 11 6 51 361 52 51 52 326 53 2 53 289
54 256 55 211 91 56 156 57 108 58 40 59 2
37
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE XI - BATTERY OUTPUT FOR POWER-TRAIN VAN DURING ACCELERATION
[Test date July 21 1977 )
(a)At full battery charge (b)At 40-percent battery discharge
Time s
Gradeablity percent
Current A
Voltage V
Power kW
Time S
Gradeabilaty percent
Current A
Voltage V
Power kW
21 0 216 87 190 25 0 215 84 180 20 2 1 219 85 188 24 7 217 84 18 1 19 18
26 27
223 226
191 194
23 22
14 22
220 223
83 183 125
17 16
30 3 0
231 236
19 8 201
21 20
24 23
226 229
188 190
15 14 13 12
3-3 36 39 44
241 248 254 263
84 |
205 210 215 222
19 18 17 16
26 25 22 31
232 236 241 246
195 195 199 203
11 51 273 83 229 15 35 253 82 203 10 58 206 83 237 14 40 259 82 21 2
9 6 4 302 82 24 9 13 41 267 82 21 7 8 7 3 321 81 262 12 44 275 81 224
7 6 5
86 101 130
349 388 445
80 79 76
282 308 342
11 10
9
48 55 60
287 300 315
81 80 80
23 1 240 251
4 3
181 266
512 304
72 69
37 3 212
8 7
68 8 1
340 368
79 78
267 28 5
2 128 215 87 188 6 97 411 76 31 2 1 150 201 90 181 5 127 480 74 354
4 159 597 70 41 8
3 21
255 14 1 142
390 242226
62 26 87
244 20 8196
(c) At 80-percent battery discharge
Time s
Gradeability percent
CurrentA
VoltageV
Power k
32 0 196 79 154 31 3 198 79 155 30 6 199 79 15 6 29 9 200 78 15 7 28 27
1 2 15
202 204
158 15 9
26 13 206 161 25 15 208 16 3 24 17 211 16 4
23 1 9 213 16 6 22 20 216 16 8 21 2 2 219 17 0 20 24 222 77 17 2 19 27 226 | 17 5 18 28 230 17 8 17 28 235 18 0 16 3 0 240 184 15 14 13
32 35 39
246 253 261
76 I 1
18 19 19
8 3 2
12 43 270 20 3 11 4 7 281 75 210 10 53 294 74 21 8
9 6 1 312 73 228 8 6 7 332 72 24 1 7 7 5 361 71 25 7 6 9 4 401 69 278 5 116 466 67 312 4 14 4 572 63 35 8 3 211 248 57 146 2 12 9 253 79 201 1 141 250 80 19 9
OF THE SOUOBMY
38 Ig1 L PAGE -Pool 38
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
TABLE XII - PERFORMANCE CHARACTERISTICS OF PROTOTYPE MOTOR OF SAME
MODEL AS USED IN POWER-TRAIN VAN
Voltage Current Torque Speed Power Efficiency V A rpm percent
N-m lbf-ft kW hp
150 267 197 4710 133 179 091a9 6
175 359 265 4100 154 206 91200 460 339 3720 179 240 93225 570 420 3390 202 271 94250 702 518 3060 225 302 94275 833 614 2820 247 331 93300 957 706 2660 266 357 93
b48 100 127 94 2825 38 51 078
150 283 209 1950 58 78 81200 479 353 1520 77 103 80250 725 535 1240 94 127 79300 1002 739 1040 109 146 76
aTests were conducted on production dynamometer Power was supplied to
motor from three-phase full-wave rectifier bridgebTests were conducted on a different dynamometer than the 96-V tests
Power was supplied to the motor from a motor-generator set that had negligible ripple
Reli Pressure
L - __ j Valve Acumulat
Soleshynoid Pi -oDerated chek valvevalve12vV
jPanelAcce8erator Contactor
To wheels Controller Bat ies
Figure 1 - Schematic diagram of hydraulic regenerative braking system used in Power-Train Van
39
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
REPRODUCIBILITY OF TILEORIGINAL PAGEIS POOR
Figure 2 - Power-Train experimental electric delivery van
Figure 3I - View of Power-Train Van traction batteries hydraulic reservoir and accessory battery taken
through access door under cargo area
40
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Lj~yOri TtbjRypp 0AEI 5 2QR1GINL
=SCnt VEHICLE PERFORMRNCE DHTE RECORDEDx-qex dULY 21 1977POWERTRRIN
Ei711 3
4 5- xS 2-CH
M0XMQ HX
I + H1i3 x 0
Zx
[I i i HHXPR
HH qJSu6 E25 ~ I
9 1 3 3R 07D3 E 1
MPHX-O IS CH44X VEHICLE SPEED
Figure 6 - Acceleration as a function of speed without regenerative braking 97-0dLY-
2B05R
HMDi-csR V DATE RECO]RDED= EH ICLE PERFO]RMAFNCE
mJ24 XxQU-2 2l
PZ1
49ET so 2 0 0 9 10I
MPH VEH ICLE SPEED)
Figure 7 - Gradeabiity as a function Ofspeed without regenerative braking
42
7
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
VEHICLE PERFORMANCE
POWERTRAIN
0440
on
BE 0
0 10 20 30 40 g 0 so 70 go 90 100 KHH
B [0 20 30 0 O a 0 MPH
VEHICLE SPEED (a)With regenerative braking July 20 1977
0 -
OMO
nou
g 1 30 3 40 O 0 90 I20H 06o 70 KHH
0 lo 2 30 90 So 605I MPH
VEHICLE 9PEED(b)Without regenerative braking July 21 1977
Figure 8 - Road energy as a furjction of speed
43
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
E2 I EO
109
90 -
VEHICLE PERF[RMRNCE PIONERTRRIN
I
So
40shy
s
70
-shy
t 1 20 20 23
0
0 IH -01
H 20 LIZ 630 00 100 120 140 1130I0ETIME SECONDS
(a)With regenerative braking July 20 i977
20
900 SO S0
30 40 0
EO LI
20 30
0
InIO
0
I 140 lE ISO
20 40ER62 0 IBM 12 93 10IS TIME SECDNDS
(b)Without regenerative braking July 21 1977 Figure 9 - Vehicle deceleration
0
44
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
REPRODUCBnLTY OF THE ORIGINAL PAGE IS POOR
VEHICLE PERFORMANCE DRTE RECORDED
dULY 2 1977PnWEkRTRI N
IB I
In a 16 1I
4
I 7
I
KMH 0 0 3 0 w
MPH VEIIICE SPEEgt
) With regenerative braking July 20 1977
F I
2 6 lI Z 2
I- - - - -shy shy - -shy- ii+
3
Is
1 00 17 1
9 0
0 0 0 6 T00
S KMH
MPH VEICLE SPEED
P ) Without regenerative braking July 21 1977
Figure 10 - Road power as a function of speed
45
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
VEHICLE PERFORMANCE POWERTRAIN DATE RECORDED
dUNEi 1977
0 2
I
=
-Ij j z EE2IE KMH0 10 20 30 qO 50 GO 7 0 0 0
MPHVEHICLE SPEED
Fmgurell -Indicated energy cosumption as a function of sped
COMPONENT PERFORMRNCEDATE RECORDED
dULY 1977PLWERTRHIN 122 q2 i i
VOLTAGE
30
deg-
le-CURRENT
0 I 2 3 q 5 6 7 8 9 I II 12 13 1H I IE 17 I I TINEi INHOURS
Figure 12 - Battery charger output voltage and current
46
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
COMPONENT PERFRMHNCE PDWERTRRIN DHTE RECfORDEDJULY 2 1977
3
shy 2 3 S b Hl 9 113I l I 1 19I S IS 11 10 1
Figure]13
TlIME IN HDUR5
- Battery charger output power
0shy
8I1a
Fig~reF4 -
2
CAPACITY REMOVED Ah gBatterycapacity oaPower-Train Van at 75-ampere discharge rate
47
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
gt COMPONENT PERFORMANCE
POWERTRAIN
200
12
20
0 1IZ 0 30 40 S0 60 70 80KMH
MPH VEHICLE SPEED
Fgure 15 - Current as a function of speed
Xshy 17E DISCHRRSE
CLIPMFENTi PERFORMRNCE POWERTRIH IN
90
70 o
(950
09 x
gt30
20
Is
o 10
~~KHH
2-9 30 q-HO 0 70 22
O~~ ~ ~JO2 2 HZ S MPH
VEHICLE SPEED
Figure 16 -Voltageas afunction ofspeed
DFTE RECORDED dULY 1977
0 [100
DRTE RECWrfD JULY 1977
90 1100
7fb
48 REPRODUOIBILITY OF THE
QRIGINAL PAGE iSPOOR
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
0- S ) 757
D IltH R 9 OIS f4RG
COMPONENT PERFURMENCEP WFURA IN DATE RECORDED
dULY I77
II 0
3
0 I1 22 30 12 pound0 SO 70 22
1 20 KMIH
MPH VEHICLE SPEED
Figure 17 - Power as afunction of speed
22 I20
49
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
150T gt14
lt20+C II300
10
LU150 i
go --- ----- ---- ---- ---- --shy1- 200
24 T201 -
S10
I I ]II I
4
(a) Schedule Bwithout regenerative braking cycle 3 June 30 00Schedule B without regenerative braking cycle l2S June 30 1977 1977
8
0
10 shy4050shy
gt120
0 I I III 300
201gt 12
U 150100 90- - - - - - shy
600
160
1500
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
150 0
20
300
z gt 32 150
150100-Ishy~20 150
24 0
08
24
250
8
(e)Schedule Cwithout regenerative braking cycle 3July 5 1977
(0)Schedule Cwithout regenerative braking cycle 64 July 5 1977
40 4
0150 sm 10
390
o150 b0
25060
1o00 30
~20L 3)
S12024 0
16
24 8
0 10 20 30 40 50 60 0 10 20 30 40 50 60 TIIE s
(h)
Figure 18 - Concluded (g)ScheduleCwith regenerative braking cycle 4June 29 1977 Schedule Cwith regenerative braking cycle June 29 1977
OFOI)OUCIBILITY0TH51 nxrTmhAT pAGE 18 pOO0
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
COMPONENT PERFURMHN(E KE Y PUWER-TRH-N n=-CURRENT
WITHOUT REENERRTIVE BRRIC INS X=VOLTIE ULY 21t 1977 H=POWERDRTE RECORDED J=)
22I] SBlm I I II-
In IL gtoF- X BX r 3 4 xxxx90mmcx H fr122 M0gt
1- BRTTERY
z w9HM Da H i I DISCHRRGE
It F 22 R-f
Z1
0 05
[] - Ac HILpound5 0 0 - -(in x 3110F ftx x x xx =x x
-400 gt ma a
z1 e BRTTERY13 B biIZ5 CHRG E
W2wo 3 3
f gt32 of III I
so III Soe soM M xEsee -X - Xl3x x x x 13
nqZ -gt H 1-300 Q BATTERY
0 0 NSCHFIRGE
20 [ 0
a12 Is 20
GRADERB IL I TY PERCENT
Figure 19 - Battery output during acceleration
52
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
r0 730 km R (045mile)
(270) N(amp0)
5 6 km 16km (1800) (35 miles) (10 mile)
30km (188 -Weather station and miles)
0 229 Traffic entryand exit 0
control tower
Percent slope
I 0 223 Percent slope
ITraffic irection
Figure B-1 - Characteristics of Transportation Research Center Test Track East Liberty Ohio
I Vehicle
2 Date received
3 Checked for damage - date
4 Wheel alignment - date
5 Battery checked and equalized - date 6 Curb weight determined Ibm Date
7 Gross vehicle weight Ibm B300-Ampere test - date
9 Manufacturers recommendations Maximum speed mph
Tire pressures psi Front Rear
Driving procedures
Figure C-1 - Vehicle preparation check sheet
5 3 REPRODUCIBILITY OF TIE ORIGINAL PAGE IS POOR
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Vehicle - mph range test _ _ gear
Driver Instructions 1 Complete pretest checklist
2 While on track recheck Integrator - light on in operate position zeroed Vehicle cycle test gear
mph centerSpeedometer - set on _
Distance - on reset lighted Driver InstructionsAttenuator- on reset lighted
3 At signal from control center accelerate moderately to _ mph 1 Comlet recheckl4 Maintain plusmn3 mph with minimal accelerator movement 2 While on track recheckIntegrator - light on in operate position zeroed
5 When vehicle is no longer able to maintain _ mph brake moderately to full stop Speedometer - set on _ mph center
6 Complete post-test checklist and other documentation Distance - on reset lightedAttenuator - on reset selector on 100
Recordino Cycle timer - verify scheduled timing with stop watch 1 Set oscillograph zeros at Channel Zero in 3 At signal from control center perform cycle test using cycle timernas basis for detershy
3 303 450 mining length of each phase of performance cycle Use programmed stop watch as4 456 50 backup device Cycle consists of 01 10 75 Accelerate to_ mph in s
12 1 1 Cru ise at __ mph for _ s 13 12 Coast for s 14 20
2 Record all channels on magnetic tape Check inputs at beginning of test to verify Brake to compete stop in _ s
recording Hold in stop position for _ s
3 Run cals on all channels Repeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop4 Remove all channels from oscillograph except 3and 4
4 Complete post-test checklist and other documentation5 Start recording 15 s before start of test at oscllograph speed of 01 ines and tape speed of ins Recordtnq
6 After 15 min into test connect channels 6 10 12 13 and 14 to oscillograph and record 1 Record all channels on magnetic tape at __ ins Check all channels to verify aburst at 100 ins while vehicle Is in chopper mode input at beginning of test
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 ins 2 Record speed and distance on oscillograph at _ inlswith channels 3and 4only 3 Start recordingdata 15 s before beginning test
S Document all ambient conditions atbeginning once every hour and at the end of the 4 Document ambient conditions at beginning once every hour and at the end of the test test Items recorded shall include temperature wind speed and direction significant Items recorded shall include temperature wind speed and direction significant wind wind gusts and corrected barometric pressure gusts and corrected barometric pressure
(a)Constant-speed test Oi)Driving cycle test
Figure C- - Test checklists Figure C-2 - Concluded
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Record specific gravity readings after removing vehicle from charge and disconnectI charger instrumentation Fill incharge data portion of data sheet from previous test Add water to batteries as necessary recordingamountadded Checkand reshycord 5th wheel tire pressure and vehicle tire pressure
2 Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery (b)Integrator input lead (c0 Integrator power to Inverter
Starred ( 5th wheel jumper cable(d)Cycle timer power and speed signal input cables Checktimes(e)
(f)Spin up and calibrate Sin wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
U1 4Turn on (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate Fifth wheel readoutand switching interface units (2) (Selectdistance for exshytb) panded scale range)
5 Tow vehicle onto track with 5th wheel raised Precalibrations
Tape data system Oscillograph
Reset 5th wheel distance Ampere-hour meter Thermocouple readout switches on Record
Turn on thermocouple reference junctions Lower 5th wheel Set hub loadingBe sure data sheet isproperly filled out to this point Check watch time with control
tower twrAverage
7 Proceed with test
Figure C-3 -Pretest checklist
Vehicle Battery system
Test Date
Track data Driver Navigator
Average pretest specific gravity
Open-circuit voltage V Tire pressure before test psi
Rightfront -Leftfront Rightrear -Left rear-Tire pressure after test psi
Right front _ Left front _ Right rear Leftrear Fith-wheel pressure psi _ (cahlbrated _ psi) Weather Initial Duringtest Final
Temperature OFWind speed mph _Wind drecton Pressurect in lAgPressure in Hg __
Battery temperature OF Before After Motor temperature OF Before - After
Time Start Stop _______Ooee ednmlsSat_____So Odometer reading mies Start i Stop Cu trent out Ah _ Current m (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage V Battery temperature OF Before charge _ After charge Power kWh Start End Total Time Start IiEnd Total charge time min Current input Ah after charge
specific gravity after charge _______________
Approval
Figure C-4 - Track and charge data
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
1 Record time immediately at completion oftest Turn off key switch 2Complete track data sheet
(a)odometer stop Ampere-houtFntegratrshylb)
(c)5th wheel distance (d) Read temperature (e)Calibrate data system (f)Record weather data
3 Turnoff inverter thermocouple reference junctions
4 Disonnect 12-volt instrument battery red lead
5 Raise 5th wheel
6 Tow vehicle off track
7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 removefrom vehicle and charge to full capacity
9 Check water level inaccessory batteries Add water as necessary
Figure C-5 - Post-test checklist
Vehicle Test Date
Test conditions Temperature F_ Wind speed mph at Barometer reading in Hg Other
Test results Test time In Range miles Cycles Current out of battery Ah Current into battery An Charge time h Power into battery kWh
Magnetic tape-No Speed nis
Comments
Figure C-6 - Test summary sheet
56 REPRODUCIBILITY OF THE ORIGINA14 PAGE 18 POOR
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
Vehicle Test Date
Engineer Reason for test (checkout component check scheduled test etc)
Limitation on test (malfunction data system problem brake drag etc)
Changes to vehicle prior to test frepair change batteries etc )
Other comments
Evaluation of testRange miles
Current out Ah
Current in Ah
Power in kwh
Energy consumption kWhimile
Was planned driving cycle followed
General comments
Figure C-7 - Engineers data sheet
7-1722 Figure C- - Cycle timer
57 REMODUChILM OFORIGINAL PAGE IS POOR
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID
NATIONAL AERONAUTICS AND
OFFICIAL BUSINESS SPACE ADMINISTRATION PENALTY FOR PRIVATE US $30 SPECIAL FOURTH-CLASS RATE 4u
BOOK (
- If Undeliverable (Section 158POSTMASTER Po~tal Manual) Do Not Return