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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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 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

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- 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

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- 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

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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

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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

NATIONAL AERONAUTICS AND SPACE ADMINISTRATION WASHINGTON DC 20546 POSTAGE AND FEES PAID

NATIONAL AERONAUTICS AND

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