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Electric Drive Study GDLS
Electric Drive Study GDLS
!1L
-
No.
13253
CONTRACT DAAE07-84-C-R016
MARCH 1987
"Distribution Unlimited"
Reproduced From
Best Available Copy
By
General Dynamics
Land Systems Division
P.O. Box 2045
(AJ
NOTICES
originator.
UNCLASSIFIED
SECURITY CLASSIFICATION OF THIS PAGE
None
Unclassified
3. DISTRIBUTION/AVAILABILITY OF REPORT
Distribution
Unlimited
JU-84-04057-004A
Si. NAME OF PERFORMING ORGANIZATION
6.
(itAplcable)
General Dynamics
Land Systems Division
ADDRESS (City, State and ZIP Code)
Command_
DAAE07-84-C-RO16
- TACOM
Warren,
MI
ELEMENT NO.
48397-5000
PROJECT
TASK
NO.
NO.
WORK UNIT
ACCESSION NO.
Final
/84
FROM
TO !
8 7
March
1987
17.
COSATI CODES
FIELD
GROUP
IS. SUBJECT TERMS (Continue on reverse it necessary and identify by block number)
SUB-GROUP
The Electric Drive Study effort, sponsored by the U.S. Army, encompassed a
period of 38 months and included the following three major subtasks:
(1) Technology Survey of Current and Near Term Elebtric Drive Components,
(2) Concept Generation and Evaluation of Electric Drives for 19.5 and 40.0
Ton Track-Laying Combat Vehicles, and
(3) Parametric Study of Electric Drive Component Technologies.
The technology survey results are given in a separate report, issued in
January 1985. This report addresses the results of the concept generation
and evaluation and the parametric study.
UNCLASSIFIED/UNUMITED
Unclassified
D. J. Herrera
DD FORM 1473, 84 MAR
(313) 574-5158
53 APR EDITION MAY BE USED UNTIL EXHAUSTED
AMSTA-RGT
UNCLASSIFIED
10912417
Unclassified
SECURITY CLASSIFICATION OF THIS PAGE
19.
ABSTRACT (continued)
The discussion of the concept generation and evaluation effort
addresses the electric drive concept generation process and the
resulting candidate concepts, the methodology used in screening
the candidate concepts leading to the identification of the best
concepts, and the comparison of the best concepts with conventional
hydro kinetic transmissions. Thirty-eight electric drive concepts
were developed for the two vehicle weight categories. Both AC and
DC drives of various types and four different drive configurations
were investigated.
The results of the parametric study includes trends of significant
component technologies associated with electric drives, the identification of critical technologies, and projections of future electric
drive system improvements relative to combat vehicle applications.
Unclassified
SECURITY CLASSIFICATION OF THIS PAGE
TABLE OF CONTENTS
Section
Title
Page
1.0
INTRODUCTION
1-1
2.0
OBJECTIVE
2-1
3.0
CONCLUSIONS
3-1
4.0
RECOMMENDATIONS
4-1
5.0
DISCUSSION
5-1
5.1
BACKGROUND
5-1
5.2
CONCEPT GENERATION
5-3
5.2.1
5.2.2
5.2.3
5.2.4
Requirements
Configurations
Concept Design Approach and Guidelines
Concept Descriptions
5-3
5-3
5-8
5-31
5.3
5-44
5.3.1
5.3.2
5.3.3
5.3.4
5-44
5-45
5-47
5-58
5.4
5-61
5.4.1
5.4.2
5.4.3
5.4.4
5.4.5
5.4.6
5.4.7
5.4.8
5.4.9
5.4.10
5.4.11
5.4.12
5-62
5-71
5-80
5-90
5-96
5-101
5-101
5-119
5-132
5-162
5-175
5-207
5.5
5-209
Section
Title
Page
5.5.1
5.5.2
5.5.3
5-210
5-212
5-214
5.6
5-218
5.6.1
5.6.2
5.6.3
5-219
5-219
5-220
5.7
5-221
5-7.1
5.7.1.1
5.7.1.2
5.7.1.3
5.7.1.4
5.7.1.5
5'7.1.6
5.7.1.7
5.7.1.8
5.7.2
5.7.2.1
5.7.2.2
5.7.2.3
5.7.2.3.1
Component Technology
Brushes
Insulation
Power Semiconductors
Magnetic Materials
Controls
Commutation
Mechanical Structures
Cooling Techniques
Future System Improvements
Critical Technologies
Electric Machinery Projections
Future Electric Transmission Improvements
DC Homopolar Drum Machine, Design and Performance
5-222
5-222
5-224
5-226
5-237
5-243
5-255
5-256
5-257
5-267
5-268
5-271
5-273
5-278
APPENDIX A
APPENDIX B
ii
LIST OF ILLUSTRATIONS
Figures
Title
Page
1-1
Program Schedule
1-4
5.2-1
Configuration I Schematic
5-5
5.2.-2
Configuration II Schematic
5-7
5.2-3
5-9
5.2-4
Configuration IV Schematic
5-10
5.2-6
5-14
5.2-7
DC Homopolar Machine
5-17
5.2-8
AC Homopolar Machine
5-18
5.2-9
5-19
5.2-10
5-21
5.2-11
5-22
5.2-12
5-24
5.2-13
5-25
5.2-14
5-28
5.2-15
5-29
5.2-16
5-32
5.3-1
5-48
5.3-2
5-48
5.3-3
5-49
5.3-4
5-50
iii
Figures
Title
Page
5.3-5
5-52
5.3-6
5-53
5.3-7
5-54
5.3-8
5-55
5.3-9
5-56
5.4-1
5-63
5.4-2
5-65
5.4-3
5-66
5.4-4
5-68
5.4-5
5-72
5.4-6
5-74
5.4-7
5-76
5.4-8
5-78
5.4-9
5-82
5.4-10
5-84
5.4-11
5-86
5.4-12
5-87
5.4-13
5-89
5.4-14
5-91
5.4-15
5-93
5.4-16
5-95
iv
Figures
Title
Page
5.4-17
5.4-18
5-100
5.4-19
5-102
5.4-20
5-103
5.4-21
5-104
5.4-22
5-105
5.4-23
5-106
5.4-24
5-145
5.4-25
5-147
5.4-26
5-152
5.4-27
5-154
5.4-28
5-157
5.4-29
5-159
5.4-30
5-164
5.4-31
5-165
5.4-32
5-166
5.4-33
5-168
5.4-34
5-170
5.4-35
5-170
5.4-36
5-171
5.4-37
5-173
5-97
Figures
Title
Page
5.4-38
5-174
5.4-39
5-176
5.4-40
5-177
5.4-41
5-178
5.4-42
5-179
5.4-43
5-180
5.4-44
5-181
5.4-45
5-187
5.4-46
5-188
5.4-47
5-189
5.4-48
5-190
5.4-49
5-191
5.4-50
5-192
5.4-51
5-194
5.4-52
5-195
5.4-53
5-198
5.4-54
5-203
5.4-55
5-204
vi
Figures
Title
Page
5.4-56
5-206
5.4-57
5-208
5.5-1
5-213
5.5-2
5-213
5.5-3
5-215
5.5-4
5-216
5.7-1
5-229
5.7-2
5-234
5.7-3
5-235
5.7-4
5-236
5.7-5
5-239
5.7-6
5-241
5.7-7
5-242
5.7.8
5-244
5.7.9
5-245
5.7-10
5-246
5.7-11
5-248
5.7-12
5-248
5.7-13
PCU Functions
5-250
5.7-14
5-251
vii
Figures
Title
Page
5.7-15
5-254
5.7-16
5-261
5.7-17
5-269
5.7-18
5-270
5.7-19
Alternator Trends
5-272
5.7-20
5-274
5.7-21
5-275
5.7-22
5-279
5.7-23
5-284
5.7-24
5-285
57-25
5-286
5.7-26
5-287
viii
LIST OF TABLES
Table
Title
Page
5.2-1
5-12
5.3-1
SCREENING FACTORS
5-45
5.3-2
5-57
5.3-3
5-59
5.4-1
5-64
5.4-2
5-73
5.4-3
5-83
5.4-4
5-92
CHARACTERISTICS
5.4-5
5.4-6
5-110
5.4-7
5-111
5.4-8
5-112
5.4-9
5-113
5.4-10
5-114
5.4-11
5-114(A)
5.4-12
ix
5-99
5-115
Table
Title
Page
5.4-13
5-116
5.4-14
5-117
5.4-15
5-118
5.4-16
5-121
5.4-17
5-122
5.4-18
5-124
5.4-19
5-125
5.4-20
5-126
5.4-21
5-127
5.4-22
5-128
5.4-23
5-129
5.4-24
5-130
5.4-25
5-131
5.4-26
5-133
Table
Title
Page
5.4-27
5-134
5.4-28
5-135
5.4-29
5-136
5.4-30
5-137
5.4-31
5-138
5.4-32
5-139
5.4-33
5-140
5.4-34
5-141
5.4-35
5-142
5.4-36
5-144
5.4-37
5-146
5.4-38
5-148
5.4-39
5-149
5.4-40
5-150
5.4-41
5-153
5.4-42
5-155
5.4-43
5-156
xi
Table
Title
Page
5.4-44
5-156
5.4-45
5-158
5.4-46
5-160
5.4-47
5-161
5.4-48
5-183
5.4-49
5-184
5.4-50
5-185
5.4-51
5-202
5-210
5.5-2
5-211
VEHICLE
5.5-3
5-217
5.5-4
5-217
5.7-1
5-234
5.7-2
5-276
5.7-3
5-277
IMPROVEMENTS
5.7-4
xii
5-289
1.0
This Technical
INTRODUCTION
(GDLS) for U.S. Army Tank Automotive Command (TACOM) under the Electric Drive
Study
Contract DAAE07-84-C-R016.
phases
Phase
Technology
The
contract
Survey,
Phase
in which current
and
effort
II
was
divided
Concept
in three
Generation
and
near
term
electrical
and
mechanical
components were identified and defined that have potential in the development
of optimum electric transmission concepts.
was published in January 1985.
and the Phase
The
III parametric
document
report.
concepts,
the analysis and screening of candidate concepts to determine the three best
concepts,
The electric
II are designed for track laying combat vehicles in the 19.5 and 40.0
weight
categories
requirements
specified
component
technology
developed
under
report.
and
sized
in
the
trends
the
to
satisfy
contract
and
parametric
physical
statement
future
study
the
of
system
effort
and
work.
Electric drive
improvement
are
also
performance
projections
discussed
in
this
The parametric study effort was added to the original contract scope
The U.S. Army has a renewed interest in the application of the electric drive
technology
to
combat
vehicles
because
recent
improvements
in
electrical
further
development,
drive
Furthermore,
there
drive
the
Technology
Survey
(document
number
conventional
electric
study contract,
The
it could
systems
exists
because
of
become
currently
a
the
practical
employed
in
strong
incentive
for
many
advantages
that
1-1
alternative
track-laying
the
the
vehicles.
development
it can
to
provide
of
an
in the
typical environment and duty cycle of a combat vehicle. Unlike the current
mechanical drives, the modular nature of the electric drive system and the
absence
of
connecting
system layout.
mechanical
drive
shafts
offer
flexibility
in drive
and/or
mechanical
added protective
drivetrains.
The
armor
than
electric
operation
multiple uses.
maintainable
mechanical
drive
is
gears.
and
its
ability
drive
its
to
are
achievable
is
believed
capability
share
of
on-board
with
to
true
existing
allow
more
continuously
electric
power
for
its
mechanical
part interfacing.
counterpart
Finally,
power
due
to
the
transmission
reduction
in
the
in
electric
through motors and connecting cables rather than drive shafts and
mechanical
transmission,
helping
to
intrinsically quieter
improve
noise
signature.
than a
This
is
In summary the
systems
with the foregoing advantages, TACOM authorized GDLS to generate and evaluate
electric propulsion concepts for track-laying combat vehicles of the 19.5 and
40.0
ton
concepts
categories
and
generated during
configuration
requirements
to
the
of
contract
are
the contract
based
on
performance
statement of work.
and
Four basic
electric drive configurations for which concepts were developed and analyzed
are
specified
by the contract.
The
screening analysis leading to the selection of the best concepts are described
in the Discussion section of this report.
1-2
In order
vehicle, the contract further required that, upon completion of the screening
analysis,
the
comparison
to
considerations
best
electric
conventional
that
drive
drive
influenced
concepts
systems.
this
be
The
comparison
selected
for
performance
are
also
rigorous
and
physical
reviewed
in
the
Discussion section.
General Dynamics Land Systems has been committed to electric drive development
for combat vehicles since 1981 and has drawn on this valuable experience in
the execution of
study contract.
This past
experience
for wheeled
and
tracked combat vehicles for the MPWS, MPG-FT, FCCVS-I, and FCCVS-II programs.
GDLS
has
committed
a substantial
amount
of
R&D
dollars
for
the
design,
The EVTB is a
6x6 wheeled 15 ton test bed vehicle with electric drive which at this writing
is under going shake down testing.
The contract effort was augmented by the valuable experience and support of
Dr. P. J. McCleer, a contracted consultant, and G. A. Fisher, and D. D. Wright
of Unique Mobility, Inc., a subcontractor for the electric drive study. Also
D. J. Herrera, the TACOM contracting officers' technical representative, has
made
important
contributions
to
the program
effort
by
making
meaningful
Technical
into
five
Report
major
Writing
sections:
Style
Manual
No.
Introduction,
12680.
It has been
Objective,
Conclusion,
1-1 shows
contract study.
followed to
discharge
the
Shown are the major milestones and the three major sub-tasks
1-3
CALENDAR YEAR
TASK
DESCRIPTION
1985
1984
PHASE I
1986
1987
CONTRACT AWARD
TECHNOLOGY
SURVEY
REPORT
PHASE III
PARAMETRIC
STUDY
AREPORT
Figure 1-1.
Program Schedule
1-4
2.0
OBJECTIVES
The first objective of this contract is to obtain and document data on current
and near-term electric drive components that are applicable to track-laying
combat vehicles of the 19.5 and 40.0 ton categories.
to develop electric drive concepts that will lead to the selection of optimum
concepts for the 19.5 ton and 40.0 ton baseline vehicles and to compare the
best electric drive concepts against conventional transmissions.
Additionally
2-1
CONCLUSIONS
3.0
to
the
selection
of
three
best
concepts
(totalling 38
that
would
alternative transmissions
concepts)
offer
the
best
in military vehicles.
In the 19.5 ton vehicle class, the best electric drive concepts were:
Concept
(1-5),
conventional
DC
traction motor
drive
developed by
Concept
(I-10),
an
AC
permanent
magnet
drive
system
developed
by
Garrett.
Concept
(IV-2),
a dual path AC
permanent magnet
drive
system
using
The best drivetrain candidates identified for the 40 ton vehicle were:
Concept
Garrett.
(1-3),
and
AC
permanent
This concept
magnet
drive
is similar to Concept
system
developed
by
ton
Concept
(IV-2),
a dual path AC
permanent magnet
drive
system
using
These
concepts
transmissions
requirements
were
found
in meeting
as
provide
counterpart.
the
determined
to
be
competitive
specified physical
by
the
military
with
and
vehicle
current
mechanical
performance
drivetrain
type
and
tactical
flexibility
in
vehicle
design
than
its
the
space
use
found to
mechanical
under
the
the
study
drivetrain.
produced
the
concepts:
3-1
As a result
following
of
this
conclusions
and
other
about
these
The best electric drive concepts produce significant weight and volume
savings relative to comparable mechanical transmission.
The
best
electric
drive
concepts
can
meet
the
tractive
effort
drivetrain
is
equal
to
or
exceeds
to achieve
safe
Steer efficiency of an
that
of
an
equivalent
mechanical drivetrain.
"
The
typical
heat
rejection
of
the
electric
drive
concepts
at
0.70
However,
modules
of this system suggest that the weight and volume claim of a complete
electric drive cooling system. will be nearly identical
to that of a
mechanical drive.
be
is
possible
satisfactorily
if
near
term
accomplished
technology
using
current
is
for
used.
a
It
off-the-shelf
components.
that
system
maintainability
and
system
availability may be
While
these
advantages
make
the
electric
drivetrain attractive,
developing
this technology in a timely manner to fit the needs of the military vehicle
remains an open question.
study,
thereby
acceptability.
providing
further
means
to
evaluate
the
concepts
for
The risk analysis showed that the ACEC concept would have the
is based
on
mature
relatively
DC
traction
motor
The
design.
Garrett
concept,
Other electric drivetrain concepts developed in this study showed merit for
future
-reluctance
and
drive
the
Westinghouse
DC
weight
drivetrain
continued
examination
scored low
due
of
concept
this
The
variable
system
advantages
cited above
in
work.
future
electronic
The
making
it
DC Homopolar concepts
high weight of
the
to
variable
improved
and
reduction
particularly attractive
drive.
The potential
Jarret
the
Homopolar
volume
and
were
these
among
Significant
consideration.
and generator.
However, if current collection can be improved and brush speed increased, then
it should be possible in principle to reduce the motor weight
so that this
The
parametric
component
study
that
and
technologies
involved
the
the
of
investigation
development
of
component
electric
drive
technology
trends
The
critical
component
that
technologies
will
produce
drive systems
the
most
are in the
and high
The
technology
assessment
indicates
minimal
improvement
in
The
technology
permanent
magnet
assessment
drives
indicates
through
significant
1995.
These
improvement
improvements
in
AC
include
3-3
4.0
RECOMENDATIONS
The following recommendations are made based on the results of the study:
1. The best electric transmission concept should be selected for proof of
concept testing in a tracked vehicle test bed.
part
of
the
engineering
process
to
produce
practical
and
4-1
5.0
DISCUSSION
Dynamics
Land Systems
Division (GDLS) during the contract effort are presented in this section.
The
compared
illustrates
to
the
those
of
advantages
mechanical
and
transmission.
disadvantages
of
This
the
comparison
best
electric
5.1
BACKGROUND
The United States Army Tank Automotive Command (TACOM) has long expressed an
interest
in
vehicles.
applying
During
electric
the
60's
drive
and
technology
early
70's,
to
military
several
study
track-laying
programs
were
drawbacks
in
size, weight,
mechanical counterparts.
in
propulsion concept.
contractor
to
assist
track-laying vehicles.
the Electric
Drive
in
investigation
of
GDLS
electric
as
a prime
drives
for
Study
This
contract was
divided into two separate studies; a Phase I Survey and a Phase II Analysis.
In
the Phase
I Survey,
near-term electrical
GDLS
conducted
a thorough
survey of current
and
potential
hardware by
The objective of this phase was to obtain and generate data that would
5-1
data obtained
These areas
of
interest
to
the
military.
Other areas considered in the survey were component volume, technical risk,
weight, reliability, and safety.
The survey was successfully completed by GDLS in July, 1984 and is summarized
in
Report
No.
JU-84-04057-002.
The
data
presented
therein
allowed
the
Electrical
components
recent years
and
technologies
have
progressed
greatly
in
components
are
currently available to
final phase of the contract study and is the subject of this report.
Sections 5.2 and 5.3 review in detail the methodology used for generating, and
screening the candidate electric drive concepts leading the selection of the
best three
concepts.
conduct and findings of the recently awarded (1986) parametric study. This
study predicts technology trends associated with electric drive components and
accesses
the
impact
of
these
technology developments
on the physical
and
5-2
vehicle.
Section 5.7
discusses
the prospects
for alternative
technologies
5.2
CONCEPT GENERATION
The electric drive components and concepts that were identified during Phase I
Technology Survey were
of
component
alternatives
combinations
were
as practical were
investigated
investigated
in
Variations of concepts
to
the
insure
quest
that
for
the
as
many
optimum
candidate
in
this
electric
section.
drive
The
concepts
requirements
were
that
generated
governed
gear,
and brake
the
and
are
concept
Estimates for
5.2.1
The
Requirements
electric
drive
concepts
generated
for
the
19.5
and
40
ton
baseline
vehicles were developed and sized to satisfy the requirements outlined in the
contract vehicle specification.
are presented in appendix A.
The Cummins VTA-903T engine and the AD-1000 engine are specified as
the prime movers to be included in propulsion system concepts for the 19.5 and
40 ton vehicles.
5.2.2
Four
Configurations
basic
drivetrain
developing the 38
configurations
candidate electric
provided
drive concepts.
useful
These
guideline
for
configurations
were specified by the contract specification and served to assure that certain
5-3
electric
these
drivetrain
four
basic
alternatives
configurations,
GDLS
deemed
it
In addition
necessary
to
to
modify
Configuration I
an
intermediate
gearbox.
Figure
5.2-1
shows
schematic
of
Configuration I, with gearbox located between the drive motor and sprocket.
The alternator output is conditioned by individual power conditioning units
(PCU), thus providing power of the appropriate voltage and frequency to each
traction motor.
The
electronic
control unit
(ECU) coordinates
commands
the entire
and system
feedback information.
Configuration I uses two independent traction motor drives, one at each track,
to provide
effort.
This
vehicle
control
during
bilaterally makes this control possible, in that the PCU allows power flow to
the motor when vehicle forward/reverse propulsion is required or power flow
from the motor operating as
braking or steering.
a generator
power from the inside track to the outside track during steer maneuvers,
requirement
of modern transmissions
However, to
take full advantage of this regenerative feature, the traction motors and PCUs
must have a short time duty rating adequate to handle the increased electrical
load during regeneration which can exceed 3 times the continuous duty rating.
sprocket
configuration
drive
is
with
believed
a
by
rear
GDLS
entry
to
cargo
offer
5-4
compartment.
the
least
Also,
complex
this
vehicle
CLL
to
--
1=
Scemaic
Figue 5.-1.
ConfguraionI
Indviua
Mtos
am5-5
ndDrve
fr
ac
Sroke
5.2.2.2
This
Configuration IA.
configuration is
similar
that the traction motors and gearboxes are mounted inside four drive sprockets
(two rear and two front sprockets).
number of traction motors from two to four thereby lowering individual motor
power rating and space claim.
5.2.2.3
Configuration II.
Configuration
II
uses
one
to provide the
propulsion effort and a separate motor driven cross drive for steering.
power
The
is provided by an engine-driven
conditioned by power
conditioning units.
Figure
Steering is accomplished by
Pivot steer
Space saving is possible with this configuration because the propulsion motor
and
PCU
reduced,
feedback path.
Also the need for a two speed gearbox at each drive sprocket..
is eliminated.
shaft and propulsion cross shaft have a negative impact on design flexibility.
5.2.2.4
Configuration III.
Configuration III
feedback
is
path with
Propulsion
motors
Configuration
II.
similar to Configuration
steer motor is
and
PCU
used to
intermittent
Configuration III,
I except
that
ratings
can
be
shown schematically
5-6
a mechanical
steering.
reduced
in figure
as
in
5.2-3,
caa
C
OC~
Qi
OZI
02
-
zz
uo.
Figure 5.2-2.
Configuration II Schematic:
5-7
final
drives.
Also
shown is
the mechanical
regeneration.-
5.2.2.5
Configuration IV.
drive
where
electrical
is
an electromechanical,
are
summed
dual power
at
combining
An
operational
advantage
of
this
configuration
is
that
it
simplifies
the
Additional advantages
These are:
5.2.3
concept
generation task
is
to
develop
electric
drive
concepts that will lead to the selection of optimum concepts for the 19.5 ton
and 40.0 ton baseline vehicles.
with varied power
configuration
insure
that
optimum concepts.
(see
all
Various concept,
section
practical
5.2.4)
and
for
alternatives
each
were
vehicle
considered
weight
in
the
train
category
quest
to
for
5-8
~.h
44
31
-z
00
I
Figure 5.2-3.
Individual
5-9
40-
0
low
00
00w
-jL"
x0
-d
5-10
To
minimize
initially
vehicle
the
number
of
electric
drive
concepts were
concepts
developed,
the
Later
effort
40
ton
Detailed analysis was reserved for the best three concepts whose selection was
based on the results of the concept screening process discussed in section 5.3.
and performance
electric
machinery
was
sized
to
concept
efficiency.
provide
the
specified
tractive
effort
the
the specified tractive effort at the sprocket over the vehicle speed range due
to lower than required transmission efficiency.
approximately 85 percent
(including final
drive)
A transmission efficiency of
is
needed
to
delivery
the
parasitic and auxiliary losses that were used to determine full load net input
power
for transmission concepts of the 19.5 and 40.0 ton vehicle categories.
The Cummins VTA-903T engine is specified as the prime mover for the 19.5 ton
vehicle
is specified
for the 40
ton
vehicle.
Electric drive concepts were generated using the following design guidelines.
Provide adequate cooling at 0.7 GVW tractive effort and 120OF ambient
air temperature.
5-11
Reduce complexity.
oo
oo
TABLE 5.2-1.
19.5 Ton
40.0 Ton
Gross Engine HP
500
1000
-10
-20
-60
-120
-3
-5
427
855
(318 KW)
(637 KW)
365
730
85.5%
85.4%
5-12
The
following
discussions
address
electric
drivetrains.
innovative
machines
Included
machines
the
The process
leading
in
evolutionary
the
to
the
discussion
(the AC homopolar
on
electric
electric
Transmission
for
generating
consideration
of
complete
of
electric
machines
process
are
two
rotor PM synchronous
subsystems
including
brake
systems,
5.2.3.1
Electric Machines
either
application.
do
not
group
by
packaging
techniques
(i.e.,
conventional
We
rotor
vs.
that
are
systems.
In
Figure
5.2-6
potential
is
"family
candidates
for
tree"
of
inclusion
large
electrical
in vehicle
electric
machines
drive
machine,
is
the
fact that
"wired' through brushes to the rotating element of a DC machine while the full
machine line current connects only to the stationary member of an AC machine.
This attribute alone is a major potential advantage for AC machines.
It must
AC Machines.
AC Synchronous:
subdivided
machines.
pole
into
Wound Rotor.
smooth
(cylindrical)
and
non-smooth
(salient
pole)
rotor
order
traditionally
when
have
compared
the DC
to
salient
rotor- field
5-13
pole
current
machines.
supplied
Both
through
versions
sliprings,
though brushless
versions
are becoming
In this
alternator
with
rectified
synchronism
the
winding currents.
rotating
magnetic
a variable frequency
speed motor,
inside-out AC generators
feeding
outputs
field
a
induced
by
synchronous
multi-phase
machine
as
stator
a variable
FAMILY TREE
OF
LARGE ELECTRICAL MACHINES
AC
IncUCInOI
SYINROUOUS
R4OMOPOA
SEPARATELY
LUCTO
I
MOTO
HOMOPOI.AA
COMMUTATOR
U
s
SAUENT SMOOTH
POLE ROTOR
Figure 5.2-6.
AC Synchronous:
"brushless DC
PM (permanent magnet).
machine,"
is
almost
identical
to
referred to
as
synchronous
machine; the principle difference being in the production of the DC field flux
by a rotating permanent magnet rather than be a slipring supplied field coil.
These
machines
have
only
recently
come
to
the
forefront
of
the
list
of
in high
performance
5-14
AC
AC Synchronous:
Homopolar Inductor.
supplied by a store mounted field coil and a unique two element ferromagnetic
salient pole rotor.
the
field
voltages
flux
in
around
the
the
inner
distributed
surface of
stator
the
stator
windings.
The
structure
field
flux
the
machine
appears
as
standard
inducing
paths
From the
synchronous
are
stator
machine.
The
AC
Synchronous:
Reluctance.
If
the
DC
field
circuited the
winding
machine will
in
salient
continue
pole
to produce
torque in the motoring mode or electrical power in the generating mode, though
at a level somewhat lower than that produced by operation utilizing the field
winding.
the
rotor
magnetic poles
in
synchronism
with
the
rotating
magnetic
The
field
reluctance
The
advantage of
this
machine
is
the
lack
of
steady-state
rotor
losses but the disadvantage is the lower available power from the same frame
size when compared to a machine that supplies DC rotor flux.
AC
Induction.
transformer
Induction
action
machines
between
the
produce
rotor
rotor
and
store
winding
windings.
currents
through
Machines
with
separate multi-phase rotor windings brought out to the frame via sliprings and
brushes are referred to as wound rotor machines, while machines with circumferentially symmetric shorted bar rotor conductors are referred to as squirrel
cage
machines.
Squirrel
cage
induction
motors
are
the
work
horses
of
industry, comprising more than 90% of all integer horsepower electrical machines manufactured.
DC Machines.
DC
commutator
machine
can
be
envisioned
as
an
inside-out
(field on
5-15
the rotor.
the commutator maintains the magnetic field of the rotating power windings or
armature windings stationary in space in magnetic quadrature with the flux of
the
field
windings
and
enables
unidirectional
torque
production.
The
of
field
flux production or
The
shunt
entirely
winding
separate
machine
power
has
supply
its
field
to
The separately
excite
winding
the
field
connected
in
supply
(motor operation).
The
series
winding machine
and
series machines.
has
its
field
capable of passing
those
of
the
no
Innovative Machines.
the
PM
synchronous
machine,
these
motors
and
can be
termed
generators
have
been
in
Recently,
three
potentially
different
elements.
innovative
groups
as
electrical
machines
candidates
for
the DC
homopolar
have
vehicle
been *advanced by
electric
machine,
the
AC
drivetrain
homopolar
The
DC
homopolar machine,
figure
5.2-7,
is
the
simplest
electormechanical
machine possible and was in fact the first electrical machine ever constructed
(Faraday, 1831).
However,
applications
to
collection
due
systems.
it has
advances
DC
field
in
flux
only
recently
liquid
passes
and
been
solid
through
considered
high
current
rotating
in
drive
density,
disk,
figure
5.2-7, or, more usually, a rotating drum and induces a DC electromotive force
(EMF) in a direction normal to both the field flux path and the direction of
5-16
rotation.
disk
or
to
solid or
liquid
metal,
couple
(motor).
No
the
active
commutator
action is needed and the machine is capable of operation at very high speeds.
The
generated
EMFs
are
of
very
low
magnitude,
this
low
so the machine is
voltage
machine
tens
of
volts,
even
limiting field
an
electric
drive
failure.
at
system
device.
would
be
production associated with the high current operating level also suggests that
forced cooling of the power bus system may be required.
CUNRE
5-17
under
axial
AC
flux
The
AC
field
flux
is
supplied by
or solid, at the outer edge of the disks collect load current with the
other conducting path being the shaft of the machine that supports the disks.
AC
Figure 5.2-8.
AC Homopolar Machine
as
opposed
characteristic
to
the
low voltages
of DC homopolar machines.
ability as
and
very
high
currents
The
5-18
are
prime mover.
that
speed of the
rotor
coaxial
structure
providing
a magnetic
flux outer
return
path that rotates around the outer surface of an also hollow stator structure,
hence
the
name
rotor."
"outside
The
hollow
stator
structure
has
its
multi-phase axially directed power windings very close to the air gap surface
for enhanced winding heat loss removal and utilizes radially oriented - grain
In addition tot he
the
outside
rotor,
coaxialy
sandwiches
structure
the radially
that,
along
thin stator.
The
totally hollow structure save for the shaft, has a minimum amount of magnetic
material
(iron) and therefore has the potential for very high power per weight
house a final drive gearbox and thus the machine potentially offers a volume
savings as well.
OtSTR"BUTED
SOUTUCI
UNIQUE
OUTSIDEMOBILITY1
ROTOR
PM SYNCHRONOUS MACHINE
Figure 5.2-9.
5-19
ROTON
5.2.3.2
electric
drive
systems
that
employ
no
is also possible to
power
conditioners,
thus
eliminating the need for very high power semiconductor devices that must pass
the full traction power of the vehicle.
drive
train components
5.2.3.1
is
almost
using
unlimited,
the
electrical
however,
machines
practical
discussed
in
considerations
section
narrow the
"generic" DC (DC traction motor) and AC (AC traction motor) drive concepts.
AC machines have
lower in cost,
efficiency, more
rugged,
and
reliable
and
able
inertia, higher in
to operate in harsher
environments.
to capitalize
the
possible,
power
semiconductors
that
make AC
drives
that have
thus far
Rail
traction, large earth moving machine, and the fledgling electric car industry
all remain in the DC camp.
vehicles have all been hampered by the inability to obtain semiconductor power
devices
that would
drive
vehicle
dramatically
improved
over
the
last
to
match
or
exceed
th
year
and
are
now
capable
of
All the drive concepts shown in figures 5.2-10 and 5.2-11 assume two traction
motors each, but the drive principles would not be changed if this number were
to be changed.
potential
of
steering,
using
5-20
the
electric
bus
to
the
transfer
OC NA
C
Oc DOM I
FINAL
Offivill
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pud C
PRIME
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ME
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ME
Oc an
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DRIVE
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OC DIM 2
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PC
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as
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DC DOM 4
Pud C
0C
FINAL
HOMOPOLAR
MOTOR
DRIVE
PC
PC
c
0
ROMO POLAR
GUL
P"IMS
MOVER
0C
HOMOPOLAA
VERYNOONCURRENT
Oc lus
OWL
PC
as
OC
Copwal
I"
PC
FWWComm
ac
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MS
as
MOMOPO
Is
Fw0C ---
M6
as
ME ---
Emew"
84nds
m- Modwftd Up"
COMM
Figure 5.2-10.
5-21
FINAL
DRIVE
Oc
AC ORW I
AC
MOTOR
INV
Qc
PON a
PC
pf ims
lwvm
Ac
OWL
"WT.
as
as
ac
as
Us
as
M8
INV
Racy.
PC
Palms
AC
GUL
l4v
ac
ROVER
AC
FINAL
AC
MOTOR
FINAL
0011va
MOTOR
naive
ac
AC am
ACORIV12
09111C
FINAL
calve
as
us
ac
as
ECT.
AC
INV
MOTOR
FIN
01111V
Ac
MOTOR
FINAL
ORIVIII
Ec
MOTOR
FINAL
DNIVR
as
Ac an
AC DOM 3
CYCLO.
CONVCKM
PC
PIC
HIGH FRGO
Ac
WIN
POWC
Palms
maven
as
AC OPM 4
Palms
MOVER
PC
F4
AC MONCIPOLAS
(191111
AC HO
am
us
Is
3
AC SUSSU
ms
a
AC
MOTOR
IS
FINAL
Dalva
AC DOM 8
$CIl.
SWITCHIM
PUMc
Palms
MOVIIA
PC
AC BUSSU
Um
A R
as
AC
"#am Palo
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as
Figure 5.2-11.
Sca
SWITCH
Ual
Ac
MOTOR
5-22
FINAL
01111vt
Mill
0PI NA
llft
Not shown
switched
in
figures
5.2-10
and
5.2-11
are brake
resistors
that
could
be
electrically located such that they could be switched in across the electrical
power
buss
that
distributes
the
traction
electrical
power
from
the
main
enables the vehicle kinetic energy to be absorbed either with the prime mover
operated in the braking mode with the main generator operated as a motor, or
with the braking resistors across
DC Drive 1 is
control
motors
of
the generator
and
the
traction
motors.
Series
field
traction
can be used but require large contactors to reverse the field current
conceptual
Development
design
Center
on
study
such
for
a
David
drive
for
Taylor,
use
in
Naval
a
Ship
Marine
Research
Corps
and
amphibious
tracked vehicle.
DC Drive 3 differs
power.
from Drive
2 in the bussing
of
the
traction electrical
DC Drive 4 is a unique drive concept presently under study at the David Taylor
Naval Ship Research and Development Center
The
use
of
homopolar
machines
is
for
spin-off
use
from
in amphibious
the
vehicles.
superconducting
DC
homopolar machine work done at David Taylor for use in ship propulsion.
AC Drive 1 and Drive 2 (figure 5.2-11) differ in the bussing of the electric
traction power from the AC generator to the AC traction motors.
AC Drive
5-23
(FCCVS,
MPWS,
MPT-FT,
and EVTB)
in
these two
The
chopper/inverter
capacitor
filter,
configuration
transistor
frequency
current
chopper,
inverter.
(figure
The
free
consists
wheeling
input capacitor
component
5.2-12)
chopper
present in the DC
link.
of
an
input
rectifier,
inductor
filter serves
as a low
and suppresses
the high
The
chopper
serves to
The
maintains a
thyristor inverter
The chopper/invertor
type PCI
P.
FROM
RECTIFIER
ASSEMBLY
AC
MOTOR
FILTER
CAPACITOR
CHOPPER
TRANSISTOR
Figure 5.2-12.
WHEELNG
RECTIFIER
IlVEUTER
THYATIUR
5-24
is
as
groups
different
three
for
the DC
homopolar
been
have
drivetrain
the AC
machine,
by
advanced
electric
vehicle
candidates
are:
These machines
elements.
machines
electrical
innovative
Recently, potentially
homopolar
of
consists
commutated
and
followed
by
basically
is
phase
the
PCU,
and
filter
inverter.
of
regulation
operation is bi-lateral,
current
the
it to
enabling
It
converter/inverter.
a
forced
sequentially
applied to the
AC motor.
The
rectifier.
It performs
two
delay
primary functions:
output)
type
Drive
AC
converter
section
converter
an
shows
5.2-13
Figure
source
the
to
(main alternator AC
converter
The
inverter.
the
reverse or
regenerative power from the load (motor) to the input AC source (alternator).
30
AC
zA
LINE
INVERTER
CONVERTER
Each
of
serve
the
two
i.e.,
(motor)
PCU candidates
in
AC
motor
the consideration
capable
to the
comparison
well
equally
assessment is
Figure 5.2-13.
of
allowing
source
of physical
control
applications.
Included
in
can
this
regenerative
(alternator).
and other
power
feed-through
miscellaneous
5-25
from
the
load
characteristics.
Weight
and
volume
tradeoffs
between
the
two
systems
must
be
made
for
each
vehicle
configuration studied.
AC
generator
in
Drive
must
be
high
enough
to
enable
of
semiconductor
devices
per
PCU
efficient
in current
and
the
poor
power
factor
frequency
employ
traction power
of
the
level
prime
mover/generator
shaft
speed.
Speed
is not a
control
of
the
traction motors can be obtained without the use of power semiconductor devices
that must
pass
the
full
power
AC homopolar
machines could be used as traction motors as well as generators, but the use
of standard AC traction motors such as squirrel cage machines, eliminates the
need for another
collection
support
systems
of
homopolar
and restricts
machines
to
one
the current
location
in
the
vehicle.
AC Drive 5 is a system that employs the innovative high power density outside
rotor PM synchronous motors of Unique Mobility, Inc.
Two high frequency,
machines
are
of
high phase
order,
drive two
traction motors
typically eight
of Englewood, Colorado.
phase,
and
The
thus the
would provide for multiple speed/torque ranges and may eliminate the need for
5-26
directs
standard AC drives.
the
traction
generators.
motors
is
As in the DC
accomplished
through
field
This network
Power control
control
of
the
AC
passes the regenerative steering power exchange between the two tracks through
all four electrical machines and the prime mover shaft.
5.2.3.3
Electronic Control
The Electronic Control Unit (ECU) is the primary unit for automatic control of
the propulsion system and future electric power weapons systems.
responsible
in
The ECU is
response
to
In
addition, the ECU is responsible for detecting fault modes that may occur and
initiating
proper
protective
sequences.
The
ECU
also
provides
status
is shown in figure
5.2-14.
basic
This
propulsion
system can be
launchers,
laser
weapons,
and
handle
advanced weaponry,
electromagnetic
such
(EM) weapons.
as,
missile
Inherent
in
figure 5.2-14 is the Built in Test Equipment (BITE) capability for the system.
The general propulsion feedback control system of figure 5.2-14 was used as a
basis
for
the
study.
The
number
of motors
and
PCUs
can be
decreased
or
accomplished
circuitry.
displays,
more
readily
microcomputer
than
with
dedicated
the power
system
via
a MIL-STD-1553
5-27
Bus.
The
microcomputer
POWER
NTROL
UNIT
(PCU - R)
MOTORGEAR BOX
RIGHT
(MIG- R)
ALTERNATOR
ENGINE
POWER
CONTROL
UNIT
(PCU- L)
ELECTRONIC
CONTROL
UNIT
(ECU)
OPERATOR
COMMANDS
OPERATOR
DISPLAYS
Figure 5.2-14.
5-28
ALTERNATOR
MICROCOMPUTER
MICROPROCESSOR
MEMORY
(ROMIRAM)
CLOCK.......
1553
ENIN
[ MOTOR/GEARR
CU R
BUS
CONTROLLER
ADPTER UNIT
1553 BUS
ADAPTER UNIT
ADAPTER UNIT
OPERATOR
CONTROLS
OPERATOR
DISPLAYS
MOTOPJGEAR 7L
Figure 5.2-15.
5-29
5.2.3.4
The
Brake Systems
brake
system must
satisfy
requirements
the performance
of
the
vehicle
specification and provide the braking function by two separate mechanisms for
redundancy during emergencies.
19.5 and 40.0
ton electric
combination of mechanical
The mechanical
the
The brake
drive concepts
and electric
provide
the brake
output
shafts
transmission
function by
adjacent
to
the
final
brakes
drive.
located on
The
electric
weight and volume estimates used in the concept generation task are 110 pounds
and 0.40 cubic feet for 19.5 ton concepts and 220 pounds and 0.80 cubic feet
for 40 ton concepts.
for the
5.2.3.5
The
Cooling System
tractive
effort
Typically,
the
equal
engine
to
and
0.7
GVW
transmission
weight,
and
and
volume
120OF
cooling
ambient
systems
air
are
temperature.
integrated
in
estimates
for
transmission
cooling
only
were
transmission
and
mechanical
cooling
drivetrains
requirements
for
the
the
are
oil
cooled,
the
detailed
analysis.
The
totally
the
electric
speed range of
which
for
For
data
of
electric
5.2-16
drive
were
concepts
based
on
estimates made for two reference transmission cooling systems, one for a 19.5
ton vehicle with heat rejection rate of 4200 btu per minute and one for a 40
ton vehicle with heat rejection rate of 8200 btu per minute.
cooling
systems
provide
cooling
for
5-30
the
generator,
power
The
reference
conditioning
equipment,
traction
motors,
and
high
speed gearboxes.
Included
in
figure
5.2-16 are estimates for pumps, motors, valves, plumbing, oil reservoir, heat
exchangers,
air cooling
estimates for
The
determined by modifying
5.2.3.6
Gear Systems
Mechanical
gear
systems
are
required
for
most
candidate
electric
drive
the engine output and the generator input (called a transfer case) and (2) a
single
speed
or
two
speed gearbox
gearboxes
concepts
drive
for
the
Configuration
gearboxes.
candidate
between
Gearbox
electric
drive
IV
is
required between
the
traction
motor
steer
motor
and
the
steer
cross
shaft
weight
and
concepts
volume
are
estimates
based
on
used
in
information
cross
developing
from
and
gearbox
The
final
drives, which in most cases have a 4:1 ratio, are not included as part of the
electric transmission concepts.
This is because
of
the
vehicle
propulsion
system,
it
will
be
included
in
the
5.2.4
Concept Descriptions.
Corporation,
Westinghouse,
ACEC,
Unique
Mobility,
University
vehicles.
Concepts
of
Michigan,
and
Jarret
developed
for
each
category.
of
for
the
the
19.5
four
and
40.0
specified
ton
configurations
in
each
were
weight
5-31
ELECTRIC TRANSMISSION
OIL COOLING SYSTEM
8
H
Weight
Volume
3
0
100
300
200
Weight - Lb.
3
2
Volume
Figure 5.2-16.
400
500
Ft. 3
5-32
These
engine is used in the 19.5 ton vehicle layout drawing and the AD1000 engine is
shown in the 40 ton vehicle layouts.
to
the
19.5
ton vehicle
was
reconfigured
for
some
front
engine
This is particularly
installation
where
the
installations
to
allow
more
forward
and
allow
sufficient
access
space
for maintenance.
However, the power pack layouts are not considered to be optimum at this stage.
5.2.4.1
Concept
I-I consists
link
rectifier/inverter
gearboxes,
and
PCUs
are
PCUs
all
(one
oil
per
motor).
cooled.
The
The
generator,
concept
has
high
motors,
volume
Concept
(4) three phase induction motors mounted around a two speed reduction gearbox
at
each
drive
sprocket.
The
Westinghouse
wound
motor
brushless
generator
cluster).
The concept has high volume and low efficiency attributed to the
sprocket.
The Westinghouse
wound
rotor
brushless
generator
supplies
three phase power, rectified by two DC link PCUs (one per motor cluster).
The
generator, motors
has
5-33
The
concept
Concept 1-4 consists of an ACEC separately excited DC traction motor and two
speed
reduction
gearbox,
at
each
generator
power
the
to
drive
sprocket.
exciter
and
The
power
ACEC
three phase
rectifier
PCUs.
supplies
The generator
AC
DC
and
the
which
generator
and motors,
High
volume and weight are attributed to the generator and traction motors.
Concept 1-5 consists of an ACEC, separately excited DC traction motor, and two
speed reduction gearbox, at each drive sprocket.
is rectified
to DC.
The
generator,
rectifier,
gearboxes are oil cooled and the traction motors are air cooled.
and
The concept
has low volume and high efficiency due to the generator, rectifier combination
used
(a
high torque and a high speed motor) that are combined by a planetary gearbox
at each drive sprocket.
speed gearbox.
power,
conditioned
gearboxes,
and
by
PCUs
six
are
control
all
oil
converters.
cooled.
The
The
generator,
concept has
motors,
Concept
I-7
consists
of
Westinghouse
separately
excited
DC
homopolar
traction motor and single speed reduction gearbox, at each drive sprocket.
Westinghouse
separately
directly
the
to
generator
is
generators,
achieved due
traction
supplied
motors,
to
excited
no
motors.
by
and
homopolar
generator
Excitation
separate
gearboxes
required
DC
are
power
engine
all oil
conditioning
of
driven
cooled.
the
supplies
for
PM
the
DC
power
motors
and
generator.
High
The
efficiency
generated DC power.
is
High
Concept 1-8
consists
of two University of
Michigan
AC
homopolar
generators
The
generator, motors,
and gearboxes
weight
to
attributed
the
generators
and
traction
The
concept
motor
has
high
clusters.
High
technical risk and low reliability are attributed to the homopolar generator,
which utilizes a liquid metal current collection system.
an
inverter
controllers,
cooled.
and
motor
controller.
gearboxes
are
oil
The
by a
rectifier
generator,
cooled.
The
The Garrett PM
in
series
rectifier,
motor
traction
motors
are
air
The concept has low volume and weight attributed to the generator and
traction motors.
Concept 1-10 consists of a Garrett rare earth cobalt PM traction motor and two
speed
reduction
gearbox, at
cobalt PM generator
converters.
each
drive
sprocket.
The
Garrett
rare
earth
The concept
is a revision of concept
heavy PCUs.
The
being
5.2.4.2
Concept IA-I consists of a Garrett rare earth PM traction motor and two speed
reduction gearbox, mounted inside each of four vehicle drive sprockets.
The
Garrett rare earth cobalt PM generator supplies three phase power, conditioned
by
four
motors,
DC
link
reduction
gearbox mounting
rectifier/inverter
gearboxes,
results
and
in a
PCUs
PCUs
(one per
are
all
oil
motor).
The
generator,
cooled.
The
motor
and
The
concept has high weight due to the traction motors and PCUs.
of
four
drive
sprockets.
The
Garrett
rare
earth
cobalt
PM
generator supplies three phase power, conditioned by four controllers (one per
5-35
motor).
is
The traction motors and controllers are air cooled and the generator
oil
cooled.
The
concept
has
high volume
and
weight
attributed to
the
traction motors.
PM
at
generator
controllers
(one per
each of
four drive
supplies
motor).
three
The
sprockets.
phase
The
power,
traction motors,
final drive
conditioned
by
four
The
5.2.4.3
Concept II-1 consists of a Garrett rare earth cobalt PM traction motor and two
speed
reduction
gearbox,
driving
the
propulsion
shaft.
similar
cross
Concept
11-2
consists
synchronous DC
of
a Westinghouse
reduction
steering.
comprised
PM cluster,
The
gearbox
control
Westinghouse
the
wound
of
four
reduction gearbox
rotor
cross
shaft
brushless
PM
to
provide
generator
single
vehicle
supplies
three
are
all
oil
The generator,
cooled.
The
traction motors,
concept
has
low
reduction
gearboxes,
efficiency due
to PCU
and
and
Concept 11-3 consists of an ACEC separately excited DC traction motor and two
speed reduction gearbox driving the propulsion shaft.
is
controlled
gearbox
by
control
the
the
ECU.
steer
Garrett
cross
shaft
5-36
PM
to
steer motor
provide
and
vehicle
single
reduction
steering.
The
The generator,
power
which
is
and PCUs
Concept
11-4
traction
shaft.
the
consists
motor
and
of
single
Westinghouse
speed
steer
cross
shaft
to
separately
reduction
gearbox
and single
provide
excited
driving
DC
the
homopolar
propulsion
vehicle
steering.
Excitation
for
the
which
the
also
supplies
generators,
cooled.
power
traction
to
motors,
steer motor
reduction
through
gearboxes,
a DC
and
PCUs
link PCU.
are
The
all
oil
The concept has very high efficiency but also has high weight due to
propulsion
cross
shaft.
Garrett
PM
steer
motor
and
single
speed
steering.
The generator,
reduction
The
gearboxes,
and
PCU
are
all
oil
cooled.
concept
motors,
has
high
Concept
11-6
consists
single speed reduction gearbox that drives the propulsion cross shaft.
and
A PM
steer motor and single speed* reduction gearbox control the steer cross shaft
to
provide
supplies
vehicle
three
steering.
phase
motor controllers.
power,
The
Garrett
conditioned
by
rare
earth
a rectifier
cobalt
PM
generator
controllers are oil cooled, and the propulsion motor cluster and steer motor
are air cooled.
propulsion motor.
5-37
5.2.4.4
Concept III-1 consists of a Garret rare earth cobalt PM traction motor and two
speed reduction gearbox, at each drive sprocket.
a single
shaft.
The
Garrett
to the propulsion
reduction gearboxes,
and PCUs
are
controlled by
the ECU.
reduction
gearbox
generator
supplies
propulsion motors
drive
Garrett PM
the steer
three
and
phase
for
the
shaft.
steer
power,
DC
are
air cooled.
is
inverter
motor
The Garrett
which
link
single
speed
rectified
for
the
to
DC
steer
for
the
motor.
The
Concept
111-3
consists
of
a Unique
Mobility neodymium PM
self-synchronous
sprocket.
A PM steer motor and a single speed reduction gearbox drive the steer shaft.
The
Garrett
conditioned
rare
by
earth
cobalt
rectifier
in
PM
generator
series
with
supplies
two
motor
three
phase
controllers
power,
(one per
motor) for the propulsion motors and one controller for the steer motor.
generator,
reduction
gearboxes,
rectifier,
and PCUs
weight
and
high
efficiency
attributed
to
The
propulsion
motors
and
generator.
5.2.4.5
Concept IV-l consists of a Garrett rare earth cobalt PM traction motor and two
speed gearbox, at each drive sprocket.
from the engine and traction motors
at the sprocket.
5-38
A Garrett rare
earth
cobalt PM generator
rectifier/inverter
(one
per
motor).
The
generator,
two DC
link
traction motors,
set sums
sprocket.
the power
from
The
concept has
The generator,
Concept IV-3 consists of an ACEC separately excited DC traction motor and two
speed gearbox at each drive sprocket.
by the ECU.
is controlled
A combining planetary gear set sums the power from the engine and
traction motors
at
the drive
sprockets.
Garrett
rare
earth
cobalt
PM
generator supplies three phase power which is rectified to DC for the traction
motors.
the
The generator, reduction gearboxes, and rectifier are oil cooled and
traction motors
are
air
cooled.
The
concept
has
low
volume
and high
Concept
111-3
consists
of
a Unique
Mobility
neodymium PM
self-synchronous
sprocket.
A PM steer motor and a single speed reduction gearbox drive the steer shaft.
The
Garrett
conditioned
rare
by
earth
cobalt
rectifier
in
PM
generator
series
with
supplies
two motor
three
phase
controllers
power,
(one per
motor) for the propulsion motors and one controller for the steer motor.
generator,
reduction
gearboxes,
rectifier,
The
and the
and
the
weight
and
high
efficiency
attributed
to
propulsion
motors
and
generator.
5.2.4.5
Concept IV-I consists of a Garrett rare earth cobalt PM traction motor and two
speed gearbox, at each drive sprocket.
5-39
from
the engine
cobalt
PM generator supplies
rectifier/inverter
PCUs
(one
per
motor).
The
conditioned by two
generator,
DC
link
traction motors,
at the drive
sprocket.
from
are oil
The
generator,
Concept IV-3
two
speed
consists
gearbox
of an ACEC
at
and
each
drive
sprocket.
Excitation
of
the
motors
is
traction motors
cobalt PM generator
at
the drive
sprockets.
Garrett
rare
earth
The generator,
rectifier
are
5.2.4.6
40 Ton Configuration I
Concept I-1 consists of a Garrett rare earth cobalt PM synchronous motor and
two
speed
reduction
The
link
gearboxes,
rectifier/inverter
and
PCUs
are
PCUs
all
(one
oil
per
cooled.
motor).
The
The
concept
generator,
has
motors,
high
weight
Concept 1-2 consists of an ACEC separately excited DC traction motor and two
speed reduction gearbox, at each drive sprocket.
controlled by the ECU.
The Garrett
5-40
PM generator
supplies
rectified to DC.
The
generator,
rectifier,
gearboxes are oil cooled and the traction motors are air cooled.
has
high
efficiency
due
to
the generator,
rectifier
and
The concept
combination
used,
but
Concept 1-3 consists of a Garrett rare earth cobalt PM traction motor and two
speed
reduction
gearbox,
at
each
drive
sprocket.
The
Garrett
rare
earth
The
The
results of the
change are a
Concept
1-4
consists
of
Westinghouse
separately
excited
DC
homopolar
traction motor and single speed reduction gearbox, at each drive sprocket.
Westinghouse
separately
excited
DC
homopolar
generator
gearboxes
are
all
oil
cooled.
High
are
attributed
generator
and
DC
power
and generator is
The generators,
efficiency
supplies
motors,
is achieved because
no
to
the
motors,
which
are
of
at
an
early
developmental stage.
Concept
which
1-5
consists
supply
AC
power
directly
to
a Westinghouse
induction motor
cluster,
comprised of four induction motors mounted around a two speed gearbox at each
drive sprocket.
concept
has
clusters.
high
weight
attributed
to
the
generators
and
traction
The
motor
conditioned
by
The Garrett PM
rectifier
in
series
5-41
The
concept
has
High
efficiency
is
achieved
through
the
traction
and
traction motors.
motors
that
have
an
5.2.4.7
40 Ton Configuration II
Concept
II-1
consists
traction motor
shaft.
and
of
single
Westinghouse
speed
separately
reduction
gearbox
excited
driving
DC
the
homopolar
propulsion
A PM steer motor and single speed reduction gearbox control the steer
cross
shaft
to
provide
vehicle
steering.
Excitation
for
the
homopolar
power
to
the
PM steer
motor
through
DC
link
controller.
The
generator, traction motors, reduction gearboxes, and PCUs are all oil cooled.
The concept has very high
efficiency
but
also
has
high weight
due
to
the
propulsion motor.
induction
motors mounted
around a
two
speed
reduction gearbox.
provide
vehicle
steering.
The
University
of
Michigan
AC
and
PCU
are
all
oil
cooled.
A PM
homopolar
and to a
concept has
a high
Concept
11-3
synchronous AC
consists
of
a Westinghouse
traction motors
PM
cluster,
comprised
of
to provide
generator
vehicle
supplies
rectifier/inverter PCUs,
traction
motors,
steering.
three
to
reduction
PM
four
The
phase
Westinghouse
power,
conditioned
by
and
PCUs
are
all
concept has low efficiency and high volume due to the PCUs.
5-42
steer cross
oil
DC
link
The generator,
cooled.
The
speed
reduction gearbox
vehicle steering.
drives
supplies three
are oil
the propulsion motor cluster and steer motor are air cooled.
cooled, and
high efficiency and low weight due to the propulsion motor cluster.
5.2.4.8
The generator,
5.2.4.9
40 Ton Configuration IV
Concept IV-1 consists of a Garrett rare earth cobalt PM traction motor and two
speed gearbox, at each drive
sprocket.
the power from the engine and traction motors at the sprocket.
earth cobalt PM generator
PCUs
to
the propulsion
gearboxes,
A Garrett rare
motors.
The
generator,
traction
motors,
reduction
(two motors)
A combine
planetary
gear
the power from the engine and traction motors at the drive sprocket.
set
A
Garret rare earth cobalt generator supplies three phase power, conditioned by
a
rectifier
generator,
in
series
with
four
reduction, gearboxes,
motor
controllers
rectifier,
5-43
and
motor
(one per
motor).
controllers
are
The
oil
5.3
In this
The factors
and utility functions which comprise the screening methodology are explained.
The
results
of
the
evaluation,
the
concept
scores,
and
the
best
three
5.3.1
For
screening
the
electric
drivetrain
concepts,
GDLS
developed
scoring
system which numerically rated each concept, with the best concepts receiving
the highest scores.
factors
safety.
of
performance,
volume,
technical
risk,
weight,
reliability,
and
according to
contract priority ranking and the consensus of the GDLS team members.
Utility
functions were developed for each screening factor with utility ranging from a
low merit of 0 to a high merit of 10.
Therefore concept
scoring
is computed as follows.
screening factor category were obtained from the product of the utility score
and the category weight
factor.
The
concept total
electric drive
totaling
candidate
score is
numerical
score
for
each
highest scores.
The
best
three
concepts selected
concepts
screening
apply
methodology
to
concepts
from all
both
stems
the
from
19.5
the
GDLS
5-44
ton
and
team's
40.0
desire
ton
vehicles.
for
The
systematic
degree of consistency.
5.3.2
of
priority,
are
performance,
volume,
technical
risk,
weight,
Performance, which relates directly to vehicle mobility and has a major impact
on survivability was assigned a weight factor of 32.
divided
into power
available
at
the
sprocket,
skid-out capability.
TABLE 5.3-1.
SCREENING FACTORS
RANK
1
SCREENING FACTOR
Performance
WEIGHT FACTOR
32
21
Technical Risk
16
Weight
13
Reliability and
Maintainability
10
Safety
8
100 Total
to be the most
Power
the
at
efficiencies.
sprocket
Vehicle
given
a weight
factor of
17.
It was
varies
in
acceleration,
each
concept
maximum
5-45
depending
on
the
system
vehicle
steer
capability.
Regeneration
is
the
to its
concept's
effects
ability
to
transfer power from the inside track to the outside track while negotiating a
turn.
Regeneration
is
essential
for
the
vehicle
to possess
optimum
steer
capability, which as a goal is the ability to achieve skid. out over its speed
range.
In
addition,
overall
fuel
efficiency
is
regenerated reduces
dependent
the power
on
regeneration
required
from
the
a concept's
ability to achieve
a 0.7g
skid-out
turn
However, skid-out
System
volume
and
space utilization
is
ranked
second
in
priority
and
was
size/lower
flexibility
and
silhouette
modularity
and/or
of
increased
electric
drive
payload.
concepts
The
are
design
evaluated
to
Technical
This was seen as being an important factor since many electric drive concepts
involve new technologies
A concept
with high technical risk may encounter unforeseen problems during development
and never meet predetermined design standards.
Weight was given a weigh factor of 13 since it was ranked fourth in priority
and was
not taken to be as
critical a factor as
Most
of
the
concepts
compared
to
affect
the
Furthermore,
electric
the
drive
overall
performance
weight
vehicle
of
could
the
be
have
volume or
weights
which
weight.
However,
the
vehicle
in
factor
capability is desired.
5-46
in
the
are
risk.
minimal
when
system weight
will
acceleration
19.5
technical
ton
and
vehicle
steering.
if
swim
Reliability
and
assigned
weight
maintainability,
factor
of
which
ten.
was
The
ranked
long
life
fifth
of
in
priority,
electric
over
mechanical
drive,
in
the
area of
reliability.
was
motors
and
of electric
Reliability
and
Safety was
5.3.3
Utility Functions
concept
utility
in
each
of
the
scoring
factor in
categories.
scale was
screening
factor.
generally
The
shape
determined
of
each
from
the
utility
used
in the
assessment
of
function
candidate
effort
Utility
to
scores
data collected
an
was
based
for
on
each
the
concepts
are
presented
and
Performance:
Regeneration Efficiency
Skid-out Capability
Power
Available
at
the
Sprocket:
Constant
horsepower
available
at
the
power at the sprocket to be 365 Hp in the 19.5 ton vehicle and 730 Hp in the
40.0 ton vehicle; therefore, concepts meeting the required power were given a
utility score of 10.
match
the
required
felt
output
to
characteristics.
5-47
that
meet
the
concepts
the
should
desired
closely
performance
6
_a5
4
3
2
0
2W
270
290
310
330
350
370
390
HORSEPOWER
Figure 5.3-1.
As a result,
the utility curve drops sharply to zero at 290 Hp for the 19.5
Hp
for
the
40.0
ton vehicle.
Figure
5.3-1
shows
the
figure 5.3-2 shows the utility of horsepower available for the 40 ton vehicle.
10
9
8
7
&
I-
3
2
2
17)
0
600
625
65
675
700
72
HORSEPOWER
Figure 5.3-2.
5-48
70
Regenerative Efficiency:
the curve which yields a utility score of 10 for 90% efficiency and rapidly
drops to zero
for 50%
efficiency.
regenerative
efficiencies close to 90% which was the basis for the upper end of the curve.
In order to obtain the minimum acceptable steering characteristics,
determined that concepts
it was
above 70%.
For
this reason, the curve drops very rapidly below 70% to the minimum score of
zero for 50%.
9)
10
9
9
7
>I--
:3
2
0
0
10
20
-0
40
50
60
70
80
90
EFFICIENCY (M)
Figure 5.3-3.
5-49
100
the
Skid-out
Capability:
Skid-out
capability
is
measure
of
the
concept's
utility is
then
the
10.
turn
skid-out
utility.
For example,
then
is the
the
turn
ratio
is
1.0
is
0.5
and utility
is
zero.
The
utility
for the
curve
7
6
-
3
2
0
01
02
0.4
4PEA
Figure 5.3-4.
0.5
0.6
07
0.8
01
PATIO
5-50
for
vehicle concepts.
00
and
1.0
were assessed for each concept based on the individual transmission concept
volumes and the power pack
A linear utility
function was developed for each vehicle weight category based on the installed
electric transmission volume with point deductions for various levels of space
utilization.
The
utility-volume
function
for the
ton
electric
19.5
for
the 40
ton
drive
of 12 cubic
concepts
an
The
determined from
all concepts in each vehicle weight category was used to establish the maximum
utility points.
and 5.3-6
The
cross
shafts
(Configuration II)
or
one
cross
Technical Risk:
Figure 5.3-7 show the utility curve of technical risk for the
The ACEC
DC
modifications
machinery was
given
score
of
ten
since
their
designs
are
5-51
VOLUMIE (W.F.
2 1)
10
9
8
7
-5
1-
15
510
20j
CUBI1C FEET
Figure 5.3-5.
5-52
VOLUME (W.F.
221)
10
9
0
1015
25
20
30
3540
CUBIC FEET
Figure 5.3-6.
5-53
Westinghouse machinery are in the initial stage of development and are medium
risk, so their score is lowered to seven points. The highest risk machinery
in our concepts are the Unique Mobility PM Motor, and the AC and DC homopolar
machinery.
Weight:
Concept weight was scored with a linear function yielding the maximum
score for the lightest and minimum score for the heaviest concepts.
More
specifically,
a high score of ten was given for a weight of 1,200 lbs (19.5
ton) and 2,200 lbs (40.0 ton) and the low score of zero for concepts of 3,000
lbs (19.5 ton) and 4,500 lbs (40.0 ton vehicle). Therefore, the weight curve
represents
straight
forward
comparison of
the
concepts.
These
linear
utility function curves are shown in figures 5.3-8 and 5.3-9 for the 19.5 and
40.0 ton vehicles respectively.
AE
16)
S5
F4
3
1
0
LOW
MEDIUM
HIGH
TECH. RISK
5-54
WEIGHT (W.F.
=15)
10.
9
7
I-i
1200
1600
2000
2400
2800
POUNDS
Figure 5.3-8.
5-55
37200
-' 5
2000
2500
3000
3500
4000
4500
POUNDS
Figure 5.3-9.
5-56
base
score
of
characteristics.
components
having
components
could
predicted
ten
with
two
point
special
possess
in their
deduction
designs
that
unforeseen
current
deductions
was
are
appropriate
assessed
unproven
reliability
developmental
for
stage.
at
for
concepts
this
problems
concept
with
time.
which
Such
cannot
be
assessed for brushes since they require periodic maintenance and inspection.
In addition, there is a one point deduction for two speed gearboxes because of
clutch wear and possible failure.
short
circuiting
or
overcurrent
flow.
Table
5.3-2
summarizes
the
reliability deductions for the 19.5 and 40.0 ton transmission concepts.
Safety:
of
10
utilized with
point deductions
for
A base score
safety hazards.
A two point
This
a possible
fire hazard.
In
addition,
one point
deduction was assessed for oil cooling because of possible fire hazard.
5.3-2 summarizes these safety deductions for the 19.5 and 40.0
-1 BRUSHES
-1 EXTENSIVE POWER ELECTRONICS
-1 MULTIPLE SPEED GEARBOX
-2 SPECIAL DESIGN
5-57
Table
ton electric
drive concepts.
TABLE 5.3-2.
is due
5.3.4
The
38
electric
evaluated
with
drive
the
concepts
developed
methodology
screening
the
during
contract
effort
were
section
5.3.1.
The
discussed in
are
tabulated
in
table
subscores
The
5.3-3.
for each
parameter values,
screening
screening
are
factor
also
given
in
The highest scoring electric drive concepts in the 19.5 and 40.0
826
806
787
779
779
782
779
779
The best three electric drive concepts were selected from the highest scoring
candidates and are (1) the ACEC Concept 1-5, 19.5 ton vehicle application, (2)
the Unique Mobility Concept IV-2, 19.5 and 40.0 ton vehicle applications and
(3) the Garrett Concepts 1-10, 19.5 ton vehicle application and 1-3, 40.0 ton
vehicle application.
The Garrett Concepts 1-10 and 1-3 concepts are the same
presented in
section
5.4.
The
reasons
for not
including other high scoring concepts in the best three are now addressed.
5-58
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which uses
the
variable
reluctance
motor,
is
the
highest scoring concept; however it was not included in the best three because
the concept data was received very late in the study and time did not allow a
thorough investigation of this concept.
which
includes:
the
use
of
single
speed
gearbox,
high
motor
torque
relative to other AC
The scores of the Unique Mobility Concepts, 1-9 and 1-6, and Garrett Concepts
1-10 and 1-3,
over the Unique Mobility concepts due to the lower technical risk and greater
intermittent duty capability of the Garrett traction motor, not withstanding
that these factors have been accounted for in the evaluation procedure.
The
Unique Mobility concepts, 1-9 and 1-6 are very good alternative concepts that
should be considered in future studies.
5.4
The best three electric drive concepts were determined in section 5.3 and are:
(40.0 ton)
The ACEC concept is applied to the 19.5 ton vehicle only while the Garrett and
Unique Mobility concepts are applied to be vehicle weight categories.
section describes
the
three best
electric drive
This
physical and performance characteristics when applied to the 19.5 ton and 40.0
baseline vehicles.
5-61
5.4.1
ACEC concept 1-5 has a DC traction motor, two speed gearbox, and a final drive
at
each
drive
sprocket.
Traction motor
power
rectified
is
supplied by
to DC.
permanent
An ECU supervises
the
electric drive system and the power plant in response to operator commands to
provide the desired propulsion, steer, and brake performance within the limits
of the system.
19.5
ton
vehicle.
Table
5.4-1
presents
summary
of
the
vehicle
with
the
cummins
VTA-903T
engine
and
physical
A three view
power
pack
The
The
DC
traction
established
limited
motor
technology
technology
that
production units
of
is
risk of
required
employed
similar
for
and
power
concept
demonstrated
rating.
The
in
is
well
current ACEC,
PM generator
is
hardware.
The
other
element
of
this
transmission
concept
(rectifier, ECU, and two speed gearbox) require custom designs with little or
no technical risk.
No
unusual
materials
or
processes
are
identified
for
this
concept.
The
used in the
PM generator have been used in the manufacture of electric machinery for the
last 10 to 12 years.
the
permanent
magnets
special
handling
on
the
production
list and
line
to
The unit production cost of the ACEC concept I-5 for the 19.5 baseline vehicle
based on total production of 400 units is projected to be 100 K dollars.
cost does not include
costs.
content
in
the
final drive,
cooling system,
manufacture
of
the wound
mechanical commutator.
5-62
rotor,
This
the wound
has
high
stator,
labor
and the
z
0
LLU
Lai
UA
I.JI.LUh
-J
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Figure 5.4-1.
5-63
<
<
L.
'0
41.
41
(D
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5-6>
5.4.1.1
Generator
The generator is
rated at 417 HP.
a Garrett self-excited,
The generator uses
brushless,
oil
cooled,
PM machine
supply the field flux thus eliminating the need for collection brushes.
generator's
The
the
generator.
Generator Characteristics
5.4.1.2
Rating
370 KVA
Speed
18000 RPM
Efficiency
93.5%
Voltage
Cooling
Oil Cooled
Rectifier
The generated three phase AC power must be rectified to DC for the traction
motors.
5.4-3.
This
is
done by a six
thyristor
rectifier
bridge
shown
in
figure
3 PHASE
AC
DC
4E
POWER FLOW
Figure 5.4-3.
5-66
o4
Rectifier Characteristics
5.4.1.3
Rating
370 KVA
Efficiency
98%
Voltage
747 Vdc
Current
367 DC AMPS
Cooling
Oil Cooled
Traction Motors
The two ACEC traction motors are separately excited, air cooled, DC machines,
rated at 192 HP.
of
reversed.
generated
acting
This
is
as
mode
generator
when
is
employed
during
fed back
generator's power.
into
the
system
its
field
steering
and
added
The
The DC motor is
excitation
and
to
braking.
the
voltage
The
permanent
is
power
magnet
efficiency of the ACEC 192 horsepower motor are shown in figure 5.4-4 as a
function of motor speed.
Rectifier Characteristics
Rating
192 HP
Efficiency
Base Speed
1887 RPM
5660 RPM
Voltage
420 Vdc
Current
367 DC AMPS
Cooling
Air Cooled
5-67
-100
-95
600)
-- 0
5000
00
5-65
5.4.1.4
speed
to maximum
rated
speed range of
(from
to provide
the
5 to 45 miles per
A two speed, oil cooled gearbox with a 3:1 ratio step in combination
configuration which
is
a 2.242:1 reduction
beneficial
to
and
also
front drive
results
in
installations
an
offset
(see figure
5.4-1).
provides
a planetary gear
set with
two
clutches
which
and results in a total reduction of 6.73:1 when combined with the first stage
gear set.
In high gear
stage is in coupling mode (sun, ring, and carrier have the same rotation rate)
providing
1:1
ratio
which
results
in
total
reduction
of
2.24:1 when
Although the
3:1
mesh
gearing
and
clutch
modulation
during
shifting
The use of
is
currently
motor speed will minimize transient gearbox loads and provide smooth shifting
while the 3:1 rated-power speed ratio of the motor will enable the delivery of
rated
power
on
implementation).
a
The
continuous
basis
shifting process
is
(except
during
expected
to
have
actual
a
shift
duration
of
Shift
controlling
will
be
accomplished
by
the
automotive
subsystem
brake
application
status
or
throttle
input could
position.
The
be
power
sequence
of
level,
events
5-69
Disengage clutch #1
repeat commands or
overspeed
scheme
could
restricted operations
condition.
unilateral
accommodate
to
prevent
shift control
unilateral
a
damaging
scheme would
shifts
drive
via
motor
independently
same protective
at the
as
function
of vehicle
turning
This
rate
to
accommodate the differential speeds within the rated-power speed range of the
drive motors.
The
inability
rated-power
requirements
of
the
speed
electric
band
mandates
of
the
drive
motors
sufficient
inclusion
width
of
of
this
to
concept
satisfy
two-speed
to
vehicle
gearbox.
provide
mobility
Although
the
addition of these gearboxes adds to the overall system complexity, they do not
present
any
performance
or
control
problems
that
cannot
be
satisfactorily
5.4.1.5
Final Drive
The final drive is a concentric, self contained, heavy duty planetary gear set
with a 4:1 reduction ratio.
5-70
The two speed gear box and final drive provide a total
5.4.2
The
Garrett
concept
I-10
uses
a permanent magnet AC
synchronous
motor, two speed gearbox, and final drive at each drive sprocket.
traction
Traction
by
supervises
operator
the
a rectifier
electric
commands
performance
to
and
drive
provide
within the
individual
system
the
and
motor
the
desired
inverter
power plant
propulsion,
units.
An
ECU
in response to
steer,
and
braking
concept 1-10 for the 19.5 ton vehicle category is presented in figure 5.4-5.
Table
5.4-2
presents
installed in the 19.5 ton baseline vehicle with the cummins VTA-903T engine
and other power pack subsystems is shown in figure 5.4-6.
5.4.2.1
Generator
The generators
rated speed is
RPM, which dictates the use of 6.9:1 ratio speed increaser transfer
Garrett
traction
motor,
developmental
hardware.
concept
the
is considered
PM
generator,
and
the
power
risk.
conditioner
The PM
units
are
The GDLS electric vehicle test bed uses electric drive components
this
technology.
5-71
a customer
FT
<.
.............
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Iit
E
i (nII
Figure 5.4-5.
5-72
06
IA
4)
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z095T~VhceIsalto
No
unusual
materials
or
processes
are
identified
for
this
concept.
The
traction motors and generator use samarium cobalt permanent magnets and nickel
super alloys in their manufacture.
Cobalt
The
unit
production
cost
of
the
Garrett
Concept
1-10
based
costs
of
one
generator,
two
traction motors,
on
total
This
includes the
two power
conditioning
Generator Characteristics
5.4.2.2
Rating
370 KVA
Speed
18000 RPM
Efficiency
93.5%
Voltage
Cooling
Oil Cooling
Rectifier
rectification
of
current
of
to
the
input
inverter.
AC source
The
It performs
two primary
(generator AC output)
converter
operation
is
and
bilateral,
enabling it to receive and channel the reverse or regenerative power from the
load
(motor) to
consideration
the
for
input
the
AC
dynamic
voltage
source
(alternatot).
braking
and
and current
This
skid-steer
sensors which
Rectifier Characteristics
Rating
370 KVA
Efficiency
98%
Voltage
747 Vdc
Current
367 DC AMPS
Cooling
Oil Cooled
5-75
is
an
important
situations.
provide
The
feedback
5.4.2.3
Inverter
The inverter performs the communitation function for the AC drive motors.
inverter
The
too
is
is
At
to
bilateral
provide
similar
forced
to
the
commutation.
rectifier
so
The
that
it
DCCURRENT
3 PHASE
AC
POWER FLOW
Inverter Characteristics
Efficiency
96%
Voltage
310 Vac
Current
367 AMPS
Cooling
Oil Cooled
5-76
unit
can
as
act
then acts
a
as
Figure 5.4-7
inverter
5.4.2.4
The
Traction Motor
permanent magnet
conventional 3-phase
steel with
relatively
wide
teeth
losses.
The
and
stator
case
thick back
iron
is
laminated
to
provide
silicon
low flux
coated wire
and
The
rotor
consists
of
radially
oriented
samarium
cobalt
magnets
and
The
Garrett 192 horsepower motor versus motor speed are given in figure 5.4-8.
Motor Characteristics
5.4.2.4
Rating
192 HP
Efficiency
Base Speed
4,600 RPM
18,500 RPM
Voltage
Cooling
Oil Cooled
is
not
sufficient
to
provide
the
A two speed oil cooled gearbox with a 3:1 ratio step in combination
The
planetary gear set which provides a 5.466:1 reduction (see figure 5.4-5).
second stage is a planetary gear set with two clutches which provides
The
a 3:1
5-77
-100
95
90
U)j
500-
85
400680
CD
300-
~--
00
OA
Figure 5.4-8
5-78
total reduction of 16.4:1 when combined with the first stage gearset.
gear
In high
mode (sun, ring, and carrier has the same rotation rate) providing a 1:1 ratio
which
Although
the
3:1
considerably wider
mesh
gearing
and
clutch
modulation
during
shifting
The use of
is
currently
motor speed will minimize transient gearbox loads and provide smooth shifting
while the 3:1 rated-power speed ratio of the motor will enable the delivery of
rated
tion).
power
on
continuous
basis
shift
implementa-
Shift
controlling
will
be
accomplished
by
the
automotive
subsystem
Other possible parameters which may also provide input could be power
bilateral
repeat
shift
commands
control
or
overspeed condition.
scheme
restricted
could
operations
A unilateral
shift
accommodate
5-79
shifts
via
unilateral
scheme would
independently
Shift controlling when the vehicle is operating at the shift point would be
stabilized
via
the
use
of
hysteresis
band
to prevent shift
"dithering."
The
inability
rated-power
of
the
speed
requirements
electric
band
mandates
of
the
drive
motors
sufficient
inclusion
of
width
of
this
to
concept
satisfy
two-speed
to
provide
vehicle
gearbox.
mobility
Although
the
addition of these gearboxes adds to the overall system complexity, they do not
present
any
performance
or
control
problems
that
cannot
be
satisfactorily
5.4.2.5
Final Drive
The final drive is a concentric, self-contained, heavy duty planetary gear set
with a 4:1 reduction ratio.
The two speed gear box and final drive provide a total
sprockets is 24 inches.
5.4.3
cation
The
is
mechanical and electric power paths that are combined at the two final drives
by
combining
planetary gear
sets.
To
achieve
maximum
tractive
effort
the
mechanical path is decoupled and in lock-up for vehicle speeds from zero to 15
miles
per
hour
and
all
tractive
effort
5-80
system.
From
coupled to
electric
15 to
the prime
mover
and propulsion
effort
is
supplied
by
both the
its regulation of the propulsion system generator and the prime mover.
Figure
whose
frequency
to
traction
output
consists
is
output
an engine
rectified
provide power
motor
of
to
pinion
the
to DC
and
permanent
gear
drives
driven, permanent
magnet AC
magnet
the
traction
ring gear
of
motors.
the
The
combining
The mechanical path is an engine driven mechanical shaft which drives into the
sun gear of the combining planetary at each final drive.
cross drive
line to connect
gear
box
to disconnect
drives.
The
mechanical
path
the
also
shaft
system when vehicle operation is in the zero to 15 mile per hour speed range.
The mechanical cross shaft is used *as a feed back path for transfering power
from the inside sprocket to the outside sprocket during steer maneuvers.
layout drawing of the Unique Mobility Dual Path concept installed in the 19.5
ton baseline vehicle with the cummins VTA-903T engine and
other
power
pack
The Unique Mobility concept has the highest technical risk of the three best
electric
drive
concepts.
The
high
technical
risk
is
due
chiefly
the ACEC
to
the
design.
currently
The power
units, the single speed combining gear boxes and other gear boxes
designs with low risk.
5-81
conditioning
are custom
>
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.... .
.......
5wJ
9-
0
R4
Z a
Figure 5.4-9.
Li
5-82
Ci
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CD
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CD--
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Fiue5410
nqeMoiiyCncp
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c5-8
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The
rotating field.
in
the
magnets using this rare earth is good since the U.S. has adequate deposits of
neodymium
within
its
borders.
The
Neodymium
magnet
is
sensitive
to
The estimated production unit cost of the Unique Mobility concept based on a
production run of 400 units is 145 K dollars.
components which make up the electrical and mechanical paths of this dual path
concept.
5.4.3.1
The cooling system and final drive costs are not included.
Generator
The generators
rated speed is
18,000 RPM, which dictates the use of 6.9:1 ratio speed increase transfer case
to raise the engine speed to the rated generator speed.
Generator Characteristics
5.4.3.2
Rating
370 KVA
Speed
18,000 RPM
Efficiency
93.5 percent
Voltage
Cooling
Oil Cooled
Rectifier
5-85
receive and channel the reverse or regenerative power from the load (motor) to
the input AC source
(alternator).
The rectifier unit contains voltage and current sensors which provide feedback
signals to the ECU.
Rectifier Characteristics
5.4.3.3
The
370 KVA
Efficiency
98%
Voltage
685 Vdc
Current
410 DC AMPS
Cooling
Oil Cooled
Inverter
inverter
consists
inverter bridge.
traction
Rating
The
motors.
The
of
an
inductor
filter
and
six
is
line
pulse
commutated
type,
is
bilateral
and
is
Figure 5.4-11
3 MHASS
OUTPUT
POWER FLOW
Figure 5.4-11.
5-86
whereby
the
inverter schematic.
Occ
transistor
shows the
Inverter Characteristics
5.4.3.4
The
Efficiency
96%
Voltage
284 Vac
Current
410 AMPS
Cooling
Oil Cooled
Traction Motor
Unique
Traction
Mobility
motor
The
rotor
is
is
self-synchronous,
constructed
from
air-cooled,
two
thin wall
a thin wall cylinder, is centered between the two rotor cylinders thus forming
two radial
air gaps - one between the stator and the outside rotor cylinder,
and one between the stator and the inside rotor cylinder.
Radially oriented
neodymium iron boron permanent magnets are mounted on both the inside and the
outside rotor cylinders.
UNIQUE MO11LITY
OUTSIOE ROTOR
PM SyNCHRONOUS MACHINE
Figure 5.4-12.
5-87
The thin wall construction of the rotor and stator and the minimal amount of
magnetic material used, results in an easily cooled high power density motor
design.
in
By
three
different configurations
switching
from
one
winding
phase which
to give three
configuration
to
can be
different speed
another
winding
is
significant
in
that
the
requirement
for
shifting
gearbox
is
eliminated.
Two
relay switches are used to connect the windings in the three different
configurations.
to avoid arcing.
are:
Speed Ranae
Winding Configuration
0-2,500 RPM
All in series
0-5,000 RPM
Two in series
Two in parallel
0-10,000 RPM
The Unique Mobility motor
rated
All in parallel
torque and
5-88
efficiency
characteristics
are
-100,
1000-
900-)
80
8000
700-
400n
911001
5-89
5.4.3.5
set, which is a combining gear set, integrates the mechanical path input at
the sun gear and the electric path input at the ring gear.
of the first planetary stage is connected to the input sun gear of the second
planetary gear set.
the combining planetary is variable ratio reduction when both inputs (sun and
ring) are in use and is a fixed 1.33:1 reduction ratio when the mechanical
path is in lockup.
pinion gear on the ring gear of the combining planetary, the total reduction
between the motor output and the sprocket is 16:1 when the mechanical path is
in
lockup.
The
total
reduction
is
variable
when
both
mechanical
and
drive
gear
box
are
required
in
the
line between the engine output and the final drive input.
These gear boxes use bevel spur gears and their function is solely to change
direction of the mechanical path;
ratios.
5.4.4
The Garrett Concept 1-3 for the 40 ton vehicle application is the same as the
Garrett Concept 1-10 for the 19.5 ton vehicle application (see section 5.4.2),
except that the concept has been scaled up to
satisfy the 40
ton vehicle
in
figure
5.4-14.
Table
5.4-4
presents
summary
of
the
concept installed in the 40 ton baseline vehicle with the ADIOOO engine and
other power pack subsystems is shown in figure 5.4-15.
The Garrett concept for the 40 ton application is considered to have medium
technical risk for the same reasons given for 19.5 ton Garrett concept.
5-90
-,
V-
-7
6W
Wi
Figure 5.4-14.
5-91
0~
(D
m
ad
3..o
0Dxe
00
10
4-
F-
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CD
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10
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40
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04
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wz
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5.-5
GartCnet034
onVhceIsalto
5-93
The production unit cost of the 40 ton Garrett Electric transmission concept
is estimated at 240 K dollars based on a production of 400 units.
The
major
characteristics
of
the
electrical
machinery
and
the
conditioning equipment used in the Garrett Concept 1-3 are now presented.
rated torque
power
The
Generator Characteristics
Rating
740 KVA
Speed
18,000 RPM
Efficiency
94.5%
Voltage
Cooling
Oil Cooled
Rectifier Characteristics
Rating
740 KVA
Efficiency
98%
Voltage
747 Vdc
Current
734 DC AMPS
Cooling
Oil Cooled
Inverter Characteristics
Efficiency
96%
Voltage
310 Vac
Current
734 AMPS
Cooling
Oil Cooled
Rating
384 HP
Efficiency
Base Speed
4,600 RPM
5-94
-100
CL;
Ut
-90
500-
400s0
C&~
300-
200-
100-
1'6
14
12
1
6
Drive Motor Speed (rpm x 1000)
Figure 5.4-16.
168
5-95
20
5.4.5
18,500 RPM
Voltage
Cooling
Oil Cooled
is
the
same as the Unique Mobility concept IV-2 for the 19.5 ton vehicle application
(see section 5.4.3), except that the concept has been up rated to satisfy the
40 ton vehicle performance requirements and the prime mover used is the AD1000
engine.
Also two 192 horsepower traction motors are used at each final drive
schematic
of
the
Unique
Mobility
concept
concept
installed
in the
40
for
the
40
ton
vehicle
IV-2
ton
baseline
The Unique Mobility concept IV-2 for the 40 ton vehicle application has high
technical
Mobility
concept.
The production unit cost of the Unique Mobility electric transmission for 40
ton vehicle application is estimated at 215 K dollars based on 400 production
units.
The
major
conditioning
characteristics
equipment
used
of
the
in
the
electrical
Unique
presented.
5-96
machinery
Mobility
and
concept
the
IV-2
power
is
now
.............
.
...
LJ
... .....
...
...... .........
..........
CC
Figure 5.4-17.
5-97
Generator Characteristics
Rating
740 KVA
Speed
18,000 RPM
Efficiency
94.5%
Voltage
Cooling
Oil Cooled
Rectifier Characteristics
Rating
740 KVA
Efficiency
98%
Voltage
685 Vdc
Current
820 DC AMPS
Cooling
Oil Cooled
Inverter Characteristics
Efficiency
96%
Voltage
284 Vac
Current
410 AMPS
Cooling
Oil Cooled
Rating
192 HP
Efficiency
96%
Base Speed
10,000 RPM
Voltage
Cooling
Air Cooled
5-98
S..
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5.4.6
Efficiency
is presented
in
ton
figures
5.4-19
through
The
efficiency
applications.
5.4-23
is
for
given
the
for
19.5
full
vehicle
through
5.4-23
represents
the
integrated
set of
the
final
drive.
The
and
load
40
conditions
vehicle
over
the
efficiencies
of
all
transmission
of
the best
three
electric transmission concepts over 90 percent of the vehicle speed range are
listed below:
The
83%
78%
87%
79%
88%
for this AC
concept
system.
is
due mainly
to the
5.4.7
elements when the vehicle is operated at full throttle in the propulsion and
steer
modes.
The
speeds
of
system elements
were
determined
for
the best
electric drive concepts over the output speed range of the vehicle in 100 rpm
increments.
rpm
concepts respectively.
Element
ton
vehicle
used as the starting point for determining the element speed values for each
drivetrain concept.
5-101
80
870
0
~60
5 0
~30
10
0
10
Figure 5.4-19.
15
20
25
30
VEHICLE SPEED, mph
--
35
40
5-102
45
50
10090
__
_-
80
C
70
& 60
ts50
zI&I
~40
bU30
20___
10
0
0
10
Figure 5.4-20.
15
20
25
30
VEHICLE SPEED, mph
35
40
5-103
45
50
100
__
___
___
90
80
--
70
-_,_-
_---
'_,
(D60-.
~j
50__
__
__
-40
u- 30TT
,I
20__
10
Li.....
___
10
__
15
20
25
30
35
40
45-
Figure 5.4-21.
5-104
50
100
90
80
~70-
~60-
z'U
__
----
_-
~40
0U
-6
10
Figure 5.4-22.
15
30
25
20
VEHICLE SPEED, mph
35
40
5-105
45
50
La
100
90
80I
~70
~60
10_
_ __ _
0
01
__ _ _ _
--
--
___ __ __
"b
20
Figure 5.4-23.
10
_____
20
25
30
VEHICLE SPEED,
r;
35
40
45
5-106
the
output
sprocket
speed.
Hence,
the
drive gear
sprocket
elements
speed
at
speed by a back
shaft.
This method is
proper because in the electric drivetrain it is the gear meshes that transfer
engine power to the track.
a mesh.
In
non-mathematical
form,
this
principle
is
stated
in
the
Speed of Driver
Diameter of Idler
Speed of Idler
Diameter of Driver
This relationship formed the calculation basis for determining the speed of
simple
drivetrain
elements.
The
speed
of
planetary
gear
elements
were
Where
N1
ioN 2 + (1 + io ) Nc
N1
N2
Nc
io
This is necessary
because in skid steering the outside track must travel a greater distance than
the inside track and accomplish this in the same time period if a controlled
turn is to be realized.
5-107
Vo
V s + A V/2
VI
Vs - aV/2
Av
(T+BL) Vs
12R
Where:
Vo
V,
V5
the
6 V
B
Once
inside
and
outside
track
velocities
are
computed
from
these
equations, the respective drive sprocket speed can be found by dividing track
velocity by drive sprocket radius.
The calculation of the system element
speeds in the maximum steer case is identical to that already described for
the straight ahead, (i.e., no turning).
5.4.7.1
Element
speed
values
concepts
under
straight
were
computed
for
each
of
steer
the
19.5
conditions
ton
drivetrain
by
the method-
Table
steer
this concept
under
maximum
condition.
Table 5.4-8 shows the element speed summary for the Garrett concept (I-10) in
the
straight
ahead
mode.
Operational
5-108
details
of the
Garrett concept
are
5.4.7.2
Element speed values were also computed for each of the two 40 ton drivetrain
concepts
concepts.
vehicle.
using
the
methodology
previously
described
for
the
19.5
ton
5-109
co
Sin
cm
CDIV
cmc
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5.4.8
This section presents the torque and electrical state of all drivetrain elements for propulsion and maximum steer under full power operation.
Torques
were determined for the three best transmission concepts over the same speed
range and steer radius
The following assumptions were used in the determining of the torque values
and electrical state of electrical drivetrain power handling elements:
40 Ton
150 in.
183 in.
92.5 in.
110 in.
Diesel
VTA903-T
AD1000
Torque calculations for steer maneuvers were made by determining the maximum
allowable turn force in a steer operation.
fixed turn radius, the overall system and regenerative efficiencies of each
concept had to be defined.
and
The overall
and regenerative efficiencies were computed from the drivetrain element efficiencies.
5-119
Overall
Regenerative
Efficiency
Efficiency
ACEC (1-5)
82
79
Garrett (1-9)
78
70
86
86
The power available at the generator gearbox was discounted for engine cooling
and system parasitic power requirements.
that 427 HP was available to the transmission of the 19.5 ton concepts with
855 HP available for the 40 ton concepts.
in section 5.4.4.
5.4.8.1
through final
The pinion
torques are the actual output motor shaft torques estimated from the overall
system efficiency and the engine available horsepower.
will
vary because the motor efficiency varies with the speed of the motor.
drive
sprocket.
However,
unlike
speed,
torque
is
not
transferred
through a gear set without loss, i.e., transfer of rotational power will not
be 100 percent efficient in a drivetrain using gears.
ring gear torques in the torque tables do not add to the carrier torque.
Table
5.4-17 shows the element torque summary for motor thru final drive of
5-120
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Torques under maximum steer were found by starting with the theoretical torque
required at the drive sprocket and then calculating torque for each drivetrain
element
up
to
the motor
shaft.
The
theoretical torque
at the sprocket
fixed by the turn radius, speed, steering force, and vehicle weight
sical
characteristics.
This
independence
of
theoretical
and phy-
sprocket
is
torque
This evaluation
The
element
torque
values
shown
in
the
table
are
calculated
as
for
efficiency.
Table 5.4-18 shows the element torque summary for motor through final drive of
the Garrett drivetrain concept in the straight ahead mode.
The
discussion
Table
5.4-19
of
this
shows
table
the
follows
element
exactly
torque
as
summary
for
for
the
the
ACEC
drivetrain.
Garrett drivetrain
The
element
torques
for
the Unique
Mobility
shown in
5.4.8.2
This
section presents
the
torque
calculated
for the
40
ton
electric
difference
between these
two
sets
drive
of calculations
is
The essen-
engine and the developed torques due to the greater vehicle weight.
Tables
5.4-22
and
5.4-23
show the
element
torque
summary
for the
Garrett
Tables
5.4-24
and
5.4-25
give
the
element
torque
values
5-123
for
the
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5.131
The
electric
best three
state
input power
over
5.4-26
40.0
through 5.4-35.
present
concepts
the
vehicle
speed
in terms
5.4-32
of
drive
vehicle
the
for the
through 5.4-31
sprocket
RPM
and for
These tables
similar
to
The tables include the current, voltage, and firing angle values
appropriate
electric
the
drive
components.
Also
the
torque
and
speed
of
for
each
5.4.9
The vehicle cooling system must provide adequate cooling for continuous operation at 0.7 tractive effort and 120OF ambient air temperature as indicated by
the contract requirements.
should
properly
engine.
cool
the
drive
system
in
The vehicle cooling system must therefore be sized to handle the heat
The cooling system designs presented for the 19.5 and 40.0
cepts are based on engine heat rejection rates of 28 BTU/HP-MIN for the VTA903T engine and 27 BTU/HP-MIN for the AdlOOO engine.
The
0.70
(45 mph).
rejection.
tractive
effort
(5 mph),
shift
speed
(15
determined
the
maximum transmission
rejection and the engine heat rejection at full load were used as the
The
cooling
system
concepts
garded as conservative
presented
in the following
subsections
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re-
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The cooling system fan power used for the analysis is 60 HP for the 19.5 ton
vehicle and 120 HP for the 40.0 ton vehicle.
on the air flow rate required for
the cooling system.
inlet
and
5.4.9.1
exhaust grilles,
compartment.
of
the heat
exchanger
core,
and
of
the engine
(I-10 and 1-3) were sized based on the maximum heat rejection which occurs in
low gear at 15 miles per hour.
of 4565 BTU/MIN for the
19.5 ton concept 1-10 and 8737 BTU/MIN for the 40.0
concept 1-3.
drivetrain because
maximum
inlet oil
temperature
is
limited
200 0 F.
to
The electrical
drivetrain
heat exchanger
connected
is
to
cooled
using an
Figure 5.4-24
oil
to water
exchanger,
which
shell
and
is
water
tube
to
air
These
radiator.
systems use
Oil to water cooler to cool the motors, gear boxes, and generator
fluid
is
exchanger,
and
from
pumped
from
the
there
into
a distribution manifold
reservoir into
the
flow
branched off into the motors and the generator and back to the reservoir.
figure
5.4-25
for
cooling
flow
diagram.
Tables
5.4-38
and
5.4-39
weight and volume estimates for the 19.5 and 40.0 ton cooling systems.
5-143
The
is
See
present
TABLE 5.4-36.
0.7 TE
SHIFT
MAX.
15
45
Gear
Low
Low/High
High
Motor rpm
4600
13800/4600
13800
Generator Eff.
93.5
93.5/93.5
93.5
98
98/98
98
PCU Eff.
96
94.5/96
94.5
93
90/93
90
94
91/94
91
96
96/98
98
78.5
74.8/80.2
76.4
79.4
75.6/81.0
77.2
(19.5 Ton)
3894
4565/3592
7275
(40 Ton)
7395
8737/6803
8170
Motor Eff.
(40 Ton)
Heat Rejection Rate (BTU/min)
5-144
P)
After cooler
~Drive
Air
Engine
Power control
Figure 5.4-24.
5-145
TABLE 5.4-37.
PCU's COOLER
TOIL OUT
TOIL IN
TAIR IN
TAIR OUT
(OF)
(OF)
(OF)
(OF)
(FPM)
(GPM)
(BTU/MIN)
(INCHES)
19.5 TON
40 TON
200
222
125
133
200
222
125
133
2000
12
913
24x24xl.5
2000
24
1825
32x20xl.5
250
306
210
214
250
305
200
206
36
120
3650
33x7.50D
72
160
7000
36.25xll.OD
230
210
133
193
230
200
133
182.5
120
2000
17650
36x36x7.5
160
2000
34000
53x53x7.5
(OF)
(OF)
(OF)
(OF)
(GPM)
(GPM)
(BTU/MIN)
(INCHES)
SYSTEM COOLER
TWATER IN
TWATER OUT
TAIR IN
TAIR OUT
(OF)
(OF)
(OF)
(OF)
(GPM)
(FPM)
(BTU/MIN)
(INCHES)
5-146
Motor
Distribution
Motor
Gear
B ox
Box
Gear
Box
IFI
CoolrlBo
System Cooler
and
Fo
Figure5.4-25
Coon
eraow Di
orga
eatemFo
5-14P
5-147
um
fr G
Gar
Caet
TABLE 5.4-38.
DESCRIPTION
QUANTITY
UNIT
SYSTEM
UNIT
SYSTEM
VOLUME
VALUE
WEIGHT
WEIGHT
lb
lb
IN3
IN3
Scavenge Pump
6.5
19.5
5.0
15.0
161.0
483.0
18.0
54.0
Manifold
67.5
67.5
7.1
7.1
Check Valve
22.0
66.0
5.0
15.0
Pressure Valve
22.5
45.0
1.5
3.0
Filters
305.3
610.3
13.0
26.0
inline
Valves
40.0
212.0
Gear Pump
Reservoir
PCU Cooler
864.0
864.0
17.0
17.0
System Cooler
9720.0
9720.0
254.0
254.0
1458.0
1458.0
70.0
70.0
63.0
63.0
1210.0
1210.0
10.0
10.0
160.0
610.0
Cooler
Cool Medium
9 gal
15365.3
TOTAL
5-148
734.1
TABLE 5.4-39.
DESCRIPTION
QUANTITY
UNIT
SYSTEM
UNIT
SYSTEM
VOLUME
VALUE
WEIGHT
WEIGHT
lb
lb
IN3
IN3
Scavenge Pump
10.3
30.9
8.0
24.0
196.0
588.0
22.0
66.0
Manifold
67.5
67.5
7.1
7.1
Check Valve
22.0
66.0
5.0
15.0
Pressure Valve
22.5
45.0
1.5
3.0
Filters
305.3
610.6
13.0
26.0
In Line
In Line
Valves
49.0
264.0
Gear Pump
Reservoir
PCU Cooler
1440.0
1440.0
31.0
31.0
System Cooler
21068.0
21068.0
551.0
551.0
3445.0
3445.0
90.0
90.0
1728.0
1728.0
22.0
22.0
320.0
1220.0
Cooler
Cool Medium
14 gal
30573.0
TOTAL
5-149
98.3
1302.4
TABLE 5.4-40.
BASE
SHIFT
MAX.
15
45
Motor rpm
1886
5660/18860
5660
Gear
Low
Low/High
High
Generator Eff.
93.5
93.5/93.5
93.5
98
98/98
98
Rectifier Eff.
98
98/98
98
92.5
95/92.5
95
96
96/98
98
System Eff.
79.7
81.9/81.4
83.6
3677
3278.5/3369
2971
5.4.9.2
ACEC concept I-5 for the 19.5 ton vehicle utilizes DC motors and a Garrett pm
generator whose output is rectified to DC.
cooled while the generator, transfer case, rectifier, and two speed gear box
are oil cooled.
are
cooled first.
the
most
of
sensitive
units,
therefore,
they
are
The powerpack cooling system uses an oil to air cooler for the
temperature
the
heat
hydraulic fluid is
air cooler
exchanger
for
analysis
the
engine.
(Figure
is
shown
table
in
5.4-26).
5.4-40.
A
The
then into a distribution manifold where the flow is branched off as shown in
figure 5.4-27.
See table 5.4-42 for component size, weight, and volume esti-
mates.
5-150
5.4.9.3
Concept IV-2 for the 19.5 ton vehicle and concept IV-2 for the 40 ton vehicle
both utilize 192 horsepower air cooled Unique Mobility motors.
These dual path concepts combine both mechanical and electrical drives.
The
of
part
is 82.7%.
the mechanical
Over
the range of
and
the
electrical paths
vehicle
change
speed,
the
82.7% to 89.8%
to air cooler for the drivetrain and a water to air cooler for the engine
cooling (figure 5.4-28).
table 5.4-45.
The hydraulic fluid is pumped from the electrical cooler into a distribution
manifold where the flow branches off as shown in figure 5.4-29.
and 5.4-47
for
Tables 5.4-46
19.5 and 40.0 ton vehicles are based on maximum heat rejection rates of 3134
BTU/Min and 6268 BTU/Min, respectively.
5-151
Air
-- ., ,
Rectifier
Figure 5.4-26.
oSystem
Engine
5-152
Drive
TABLE 5.4-41.
19.5 TON
ELECTRICAL COOLER
TOIL OUT
(OF)
200
TOIL IN
(OF)
219
TAIR IN
(OF)
125
TAIR OUT
(OF)
133
AIR VELOCITY
(FPM)
2000
(GPM)
36
HEAT REJECTION
(BTU/MIN)
SIZE
(INCHES)
40x40xl.5
(ft3 7min)
852
2466
MOTOR COOLING
AIR FLOW.
REQUIRED PER MOTOR TAIR
440 F
(OF)
(BTU/MIN)
610
TWATER IN
(OF)
23
TWATER OUT
(OF)
214
TAIR IN
(OF)
133
TAIR OUT
(OF)
193
(GPM)
120
AIR VELOCITY
(FPM)
2000
HEAT REJECTION
(BTU/MIN)
14000
SIZE
(INCHES)
SYSTEM COOLER
5-153
32x32x7.5
Gear
Motor
Gear
"Motor
Reservoir
System Cooler
Drive Trai n
Cooler
0
Generatorne
Scavenge
Pump
Figure 5.4-27.
5-154
Pump
m
.0I
In
n 44i
rI
CV
c4
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5-155
04
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04
H
H0
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r-
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TABLE 5.4-43.
Vehicle Speed
Mechanical Power
Electrical Power
192
10
192
15
192
20
148
44
25
119
73
30
99
93
35
85
107
40
74
118
45
66
126
TABLE 5.4-44.
BASE
MAX.
15
45
1119
3360/759
7480
Elect,
Elect/Mech.
Elec/Mech.
93.5
93.5-92.0
93.5-92.0
98
93.5-92.0
93.5-92.0
Rectifier
98
98-92.0
98-92.0
Motor Controller
98
98-92.0
98-92.0
Motor
96
96-92.0
96-92.0
98
98-92.0
98-92.0
System Efficiency
82.7
82.7/89.8
85.9
3134
3134/1848
2554
Motor rpm
Generator Eff.
5-156
.*-
Air
-m
Engine
Drive
Sse
Figure 5.4-28.
5-157
TABLE 5.4-45.
19.5 TON
40 TON
TOIL OUT
(OF)
200
200
TOIL IN
(OF)
29
29
TAIR IN
(OF)
125
125
TAIR OUT
(OF)
133
138
AIR VELOCITY
(FPM)
2000
2000
(GPM)
24
48
HEAT REJECTION
(BTU/MIN)
2497
4994
SIZE
(INCHES)
40x36xl.5
42x40x3
500
1000
AIR FLOW
(FT 3 /IN)
(OF)
39
39
HEAT REJECTION
(BTU/MIN)
318
636
TWATER IN
(OF)
230
230
TWATER OUT
(OF)
214
207
TAIR IN
(OF)
133
138
TAIR OUT
(OF)
193
185
(GPM)
120
160
AIR VELOCITY
(FPM)
2000
2000
HEAT REJECTION
(BTU/MIN)
14000
27000
SIZE
(INCHES)
32x32x7.5
50x51x7.5
SYSTEM COOLER
5-158
Gear
Motor
Contr.
Contr.
Motor
Gear
System Cooler
Drive Train
CoolerGenerator
Enin
OScavenge
Pump
Pump
Figure 5.4-29
5-159
1n
r-
V-
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r-4
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5.4.10
the electric
generator, the power conditioning unit(s), the traction motor(s), the torque
multiplication/speed reduction gearbox(es), and the final drives.
The propul-
control
signals;
and coordinates
all
system
protection
functions.
The
electronic
conditioning units, and the electric or hydraulic actuators within brake and
gear shifting units.
In this sec-
tion we describe the control logic for the three best electric drive concepts
determined by our concept screening methodology.
best concepts are described in sections 5.4.1 through 5.4.5 of this report.
Of particular note is the choice of a permanent magnet synchronous generator
and a series connection scheme
traction motors in the case of the ACEC concept) for all three "best" conThis choice enables a common control scheme to be specified for all
cepts.
three concepts.
this section.
A driver input command for more tractive effort results in an ECU command tothe traction motors for more output torque.
motor, this ECU command increases the "torque angle" of the machine.
angle
magnetic
field
the synchronously
occurs
positions
at 900 by
5-162
geometry
rotating stator
relative
to
the rotor
rotor magnetic
the commutator/brush
Torque
fields
so
are aligned
increased
torque
in
is
The input
fuel rate control logic senses this increased load and raises the input fuel
rate
to compensate
it.
The
logic is
steady-state
output.
A driver input command for a steer maneuver results in an ECU command to the
traction
motors
for
differential
output
torque.
This
command
can
be
an
Differential
torque is attained via differential torque angles in AC machines or differential field fluxes
in DC machines.
If
sufficient
magnitude the inside track traction motor will become a generator and transfer
the inside track "brake" power through the electric drivetrain to the outside
track motor.
and
a corresponding
increase
load.
in the increased
at its maximum efficiency point for the given level of steady-state load.
To give the detailed control logic of the drivetrain, models must first be
developed
These models
The models needed are for PM AC machines operated with current source
controlled
machines.
converters
at
their
terminals
and
for
separately
excited
DC
Figure 5.4-30
is
propor-
tional to the AC machine internal voltage and to the cosine of the "firing
5-163
Smoothing
Reactor
DC
ZZ-41+
AC Machine
Figure 5.4-30.
of the converter.
between a reference
of the machine.
Presence of
output
inductance
in
the
machine
5.4-30;
whereas
is a single
conduction
degrades
machine.
the
period
DC
output
voltage
is
the
winding
time.
This
element
simul-
Another component
resistance
of
the
5-164
VDC = EgWgCOSo
-(WgRug+Rsg) IDC
to
machine winding
resistance.
This
wR
Rg
'DC
egWg COSC(
Figure 5.4-31.
-.-
5-165
g-RsgIDC 2
Generator/converter efficiency =
Pg
3 = 1800 - o.
The
Em is the machine internal voltage constant, Wm is the motor speed, Rum is the
overlap resistance per unit speed (proportional to winding output inductance)
and Rsm is proportional to machine winding resistance.
emw cos
~DCeWCo,
DC
Figure 5.4-32.
5-166
not
degrade
Pm + Rsm(IDC)
Unlike
the
generator/converter
motor/converter
voltage
source
"firing
The overlap
a finite amount of
into the next firing period and cause what is known as a commutation failure
which results in an effective short circuit as the inverter input.
For this
This insures that the converter will run as an inverter when needed
this separate source must supply only one to two percent of the full machine
output rating to the field winding.
back emf, is proportional to the field flux and to the machine speed, and as
with the AC machine, there is a winding resistive loss voltage drop between
the machine internal voltage and the terminal voltage.
Ka0 fWm
where IDC is the DC current, Rsm is the winding resistance, Ka is the machine
internal proportionality constant, Of is the field flux and Wm is the shaft
speed.
The equivalent
Figure 5.4-33.
5-167
in
Rm
0+
IDC
k8
Figure 5.4-33.
DC Equivalent Circuit of a DC
Motor efficiency =
Generator Efficiency
Ka0 fWm
5.4.10.1
The machine and PCU models developed in the previous section are combined into
complete electric drivetrains in Figures 5.4-34 and 5.4-35.
Figure 5.4-34 is
the generic equivalent circuit for the Garrett 19.5 Ton and 40 Ton Configura-
5-168
tion I concepts and for the Unique Mobility 19.5 Ton and 40 Ton Configuration
IV concepts.
Configuration I concept.
angle control, cosS, and DC machine field flux control, Of should be noted.
In fact, a completely generic electric drivetrain equivalent circuit can now
be defined.
This generic
circuit
is
shown in Figure
control variable
of the
inverter
firing
angle, and the resistor Rsm with the total AC resistance Rsm + WmRum.
If the
Yo
Em is
variable Pe
identified with
the
armature
constant
Ka
and
the
control
Of course in an actual
cosB i
voltage and saturation limits Of, -Of max < Of < Of max.
cos 300,
and over
managed in the actual circuits by placing appropriate hard limits in the ECU
control
scheme.
logic.
The
Assuming
components.
proportional
These are:
= Kt x TE (demand)
and
xAV
= K&V
(demand)
Thus
0o=
and
Y~v
i= yV
- ?AV
5-169
control,
the
variable
has
two
Where Kt is the gain constant for the tractive effort control and K
constant for
gain
differential
speed, AV
or
is the
The demand
steer control.
speed signal, AV
It should be
that
both TE
(demand) and AV
(demand) can be
(demand),
negative,
indicating
IDC
current
speed.
This
is maintained at a level
is accomplished by
to prime
that is proportional
control of
Rm
W9
COS
WnM R cm
COS Bo
9emwrn
w
em Wmi COS1
Inside
Figure 5.4-34.
Rm
Wg9R Cg
Rg9
aONW
+
-
egWg COS 0(
V DC
-outside
ID
Rm
inside
Figure 5.4-35.
5-170
Rm
O
w IR C'
R9
EmW o
outside
egWgCOS d
Rm
E m lm'~I
inside
Figure 5.4-36.
cosc
Wmo+
Wmi)
EgWg
The cosine of the firing angle must be maintained within the following bounds
to satisfy physical and inverter operation limitation:
cos(15 0 )<cosaC
(1
specified.
It
remains
to
translate
the
control
to
their
An example
of the Garrett 19.5 Ton AC system using this method of control is given in
section 5.4.11.6 of this report.
5-171
5.4.10.2
Engine Scheduling
rate
can
be
scheduled
at
any
given
such
level
that
of
it maintains
steady-state
its
power
optimum
demand.
fuel
During
the performance
and
economy
requirements
It is an ECU function to
and
to
coordinate
the
prime
To achieve optimum fuel economy in a steady-state condition the ECU must have
within
its
internal
characteristics
of
"memory"
the
knowledge
vehicle engine.
of
the
This
optimum
information
fuel
can
consumption
be
displayed
the two prime movers used in this study, the 500 HP VT-903 and
its upgraded
1000
5.4-38.
HP
version
contours
of
the
AD 1000,
constant
brake
specific
fuel
5.4-37
consumption
and
(BSFC)
in
The
units
of
From these contours it can be seen that for any given level of engine
power
there is
output
the VT-903 and the AD-1000, as a function of output power, are also given in
figures 5.4-37 and 5.4-38.
To
(FR)
at
a value
alternator power
that
is
based on
the difference
optimum
to
as
the
optimum
"present",
if
alternator power
increased.
the demand
alternator
fuel
rate will
power
demand
(Pgen opt)
greater
than
the
rate will be
5-172
is
is less
is
power
the
fuel
between
alternator
the input
This
control, negative
77
r
4r.
L-t
L
_7
..-L4
4-4
-4
-z:
-H
Fr-+
-
7-+-4
L
.4
t-T
44j
Lt
::
J-4-
4-
tt
LEI
714-
LOCUS OF
OPTIMUM FUE1,
ECONOMY
'i L4
7t
r
r-7
L L
7
4L-
4,
6e L-1
-7
.011
L.r
A 'I
7
-T
Figure 5.4-37.
5-173
***.
ECOOM
OPTIMUMFUE
. 14.
. .
4I
0,
I.............
Ma
Fue
Figur
5.-8
174
oA10
.Egn
feedback, will
maintain optimum
for maximum
allow
dynamic
fuel
performance
driving the
thus
input
fuel
rate
to
its
minimum
value.
at
operation
by continued
still
block diagram
thus
driving
input
fuel
rate
showing this
the
signal
could
also
be
made
proportional
to
the
time
integral
of
the
5.4.11
Vehicle Performance
The
performance
aspects
discussed
are
tractive
effort,
presented is based on 427 and 855 net horsepower supplied to the transmission
concepts
tively.
at full
load conditions
Also, the performance presented for the 19.5 and 40.0 ton vehicles is
1.
24 Inches
2.
4:1
3.
98%
4.
Rolling Resistance
5.
Aerodynamic Resistance
Neglected
6.
5.4.11.1
Tractive Effort
The continuous tractive effort obtained from the three best concept applied to
the 19.5 and 40.0 ton baseline vehicles are compared to the contract tractive
5-175
cepts for the 19.5 and 40.0 ton vehicle applications come close to satisfying
the tractive effort requirements.
5.4-44)
satisfy the requirements above 15 miles per hour, but from zero to 15
This
deficit
to
the
19.5
ton vehicle
transmission
and
15 horsepower
to
the more
by uprating the engine and/or optimizing the cooling system to reduce cooling
Drivr Inputs
+ P
Signals
SAlternatW
Calculate Optimum
' Pow
Constant
Me
in
(Tpm
damping
Figure 5.4-39.
i~
Fuel-Rate Scheduling
I SpeedI
ECU
Electrical
Fuel aopt
F ln
Prime
T
load torque,
5-176
II
engine
transfer
-T
151
101
r0
Fiur
1017
0A0506
20
5.-0
19.
To
.CCocp
-365
-4-
30
TT17
-T
20...
:. ::7F
--
10-25
--
-7-
77 -
... ......
5~~
.. . .. . .
10
20-
VEIL
SPE
MPH
195TnGretCnetI1
_iur
5.-1
Efor
Trctv
15
40506
-0
Vesu
I5K17-
Veil
pe
30__*
I .
I.
.--
..
....
I.m
20~~~
15_
'
4. W.I
5.
........-
..... ...
. .
7T
010
VEHICLE SPEED
Figure 5.4-42.
40
30
20
-MPH
5-179
50
60
--
60
.7-I
50
-0
______
.. .
.... ..
______
o
o
E-.------I_
--
VEIL
20ue5.-3
40.
SPE
-~------18
Ton GartIonet
.racivEfotesuehce
10
50.6
40
30
0E1-2
pe
-730
---
60
50
-------
.... ....
'-44.
E-4
202
.j. .......
-~~
0-
10_
10ctv
.74
203006
VEIL
Fi
SPE
MPH
oiiyCnetI-
00TnUiu
EfotVru
eil-pe
5-18
close to satisfying
with
an
additional
25
horsepower
Again the
supplied
at
the
transmission input.
The Garrett concepts for 19.5 and 40.0 ton vehicle application (figures 5.4-41
and 5.4-43)
All of the best three concepts exceed the maximum intermittent traction effort
requirement of 1.2 times gross vehicle weight.
5.4.11.2
The
Acceleration
acceleration
utilizing
the
time
three
values
best
for
the
19.5
transmission
and
concepts
40.0
ton
were
baseline
determined
vehicles
for
the
following conditions:
A.
B.
The equivalent inertia of the running gear (track, drive sprockets, and roadwheels) used in the determination is 131 lb-ft-sec 2 for the 19.5 ton vehicle
and 285 lb-ft-sec 2
the traction motor and gear system is determined as the product of the motor
inertia and the square of the reduction ratio of the gear system.
concepts with gear
For those
used respectively.
Power
The acceleration times for the 19.5 and 40.0 ton vehicles with electric transmissions starting in low and high gear are presented in table 5.4-48.
5-182
The
Unique
Mobility
requirements.
hour
concepts
The Garrett
requirement
and
the ACEC
concepts do not
(7 seconds or less)
satisfy the
zero to
20 mile
per
The best acceleration times for the zero to 20 mile per hour case are 4.50
seconds for the 19.5 ACEC Concept 1-5 in high gear and 4.39 seconds
for the
TABLE 5.4-48.
0 to 10 MPH
Forward
Reverse
Low
Low
6.98
4.50
1.91
1.17
8.66
5.12
2.60
1.36
4.85
1.11
8.17
4.99
2.33
1.29
4.39
1.10
5.4.11.3
Speed on Grade
The maximum speed on various grades for the 19.5 and 40.0 ton vehicle concepts
are presented in table 5.4-49.
5-183
TABLE 5.4-49.
10% Grade
20% Grade
60% Grade
22.0
13.5
5.5
21.0
12.5
5.4
24.0
15.0
5.6
21.5
12.5
5.5
24.5
15.0
5.7
All vehicle concepts have good maximum speed on grade values with the unique
mobility concepts possessing the highest values.
5.4.11.4
The
Grade startability
intermittent
capability
of
the
electric
transmission
concepts
provides
excellent grade startability for the 19.5 and 40.0 ton vehicle applications.
The Garrett and ACEC concepts use traction motors which. can produce up to 3
times
rated
torque
for
a maximum
duration
of
30
seconds while
the Unique
Mobility traction motor can produce 2 times rated torque for short time duty.
The
maximum
intermittent
torque
(or
tractive
effort)
is
available
the
primary
grade
startability
characteristics
of
5-184
the
at
low
Table 4.4-50
three
best
TABLE 5.4-50.
Initial
Acceleration on
Maximum Tractive
Effort
Pounds
60% Grade
Required
Actual
Ft/Sec-_
46,700
76,500
17.8*
46,700
73,500
13o11*
46,700
49,000
17.6
96,000
149,000
14.3*
96,000
101,000
17.6
Vehicle Category
The maximum tractive effort provided by the three best concepts in all cases
exceed the requirements.
Table
5.4-50
presents
initial
acceleration
for the three best concepts starting from rest on a 60 percent grade.
initial acceleration values include the effects of rolling
and
resistance,
inertia).
inertia
resistance
values.
These
resistance, grade
(including translational
and
rotational
The ACEC and Unique Mobility concepts provide the highest accelera-
tion values.
5-185
ratio
5.4.11.5
This section describes the power flow path of the best three concepts
propulsion and
steer modes.
Also
discussion
on
these
the mechanical
and
their
However,
to
help
components
enhance
in the
are
of
this
section.
understanding
of
elsewhere
these
in
power
this
flows,
Figures 5.4-45 and 5.4-46 show the power flow schematics for the 19.5 ton ACEC
concept in low and high gear respectively.
motors are supplied power (via flexible cables) from the generator so that the
conventional mechanical drive
final drive
is
elimi-
Figures 5.4-47 and 5.4-48 show. the power flow schematics for the 19.5 ton and
40 ton Garrett concepts in the low and high gear respectively.
This concept
uses two separate planetary gear sets located in the two speed gearbox.
and
high
gear
power
paths
are
distinguished
by application
of
the
Low
clutch
Figures
5.4-49 and
5.4-50
flow
schematics
for
the
19.5
ton.
mph), the mechanical drive shaft is disengaged and tractive power to the drive
sprockets is
supplied exclusively
parallel
carrying
by
the
motor
proportionally
and
the
greater
mechanical
share
5-186
of
drive
the
load
shaft with
under
the
motor
conditions
of
-F
. - 0
1
cc a
R R
-~~
5-18
~.
UI
(n-..-
Figure 5.4-46.
5-188
UuJ
LiU
5-189
EI
,,
0
-j
U.
Figure 5.4-48.
5-190
10
..
I I
I_.
F4
-..
--
(LowSped),.5 Tn.Uiqe
Figure 5.4-49.
5-191
3t-
--
Figure 5.4-50.
5-192
Figures 5.4-51 and 5.4-52 show the power flow schematics for the 40 ton Unique
This drive train
However,
it was desirable to use two motors at each final drive sprocket to avoid high
gear tooth loads.
5.4.11.6
We
demonstrate
the
control
and
scheduling
algorithms
discussed in sections
These equations
of
Sdwg
(A)
=Fmout + Fmin - Ft
(B)
=Fmout + Fmin - Fs
(C)
dt
and M
d
dt
d
dt
where
J
equivalent moment of rotary inertia of the prime mover/alternator combination measured at the alternator shaft,
Wg
t=
time
Tpm
Tgen
Taux
5-193
at the alternator
d--
Uz
UL
(nI
tJU
U
Figure 5.4-51.
5-194
-Ht.
75
Figure 5.4-52.
Electro-IMechanical
5-195
total
equivalent
including
vehicle mass,
inertia
rotational
track velocities),
Fmout
Fmin
Ft
traction
force
retarding
rolling
to
due
resistance,
grade
central vertical axis (assumed equal to 33000 slug ft2 for the
19.5 ton vehicle),
Fs
The
coupling
the
between
prime
representation of
chosen
in this
the electric
study
are
given
system
mover/alternator
drive
in
trains
figures
Simple
of
and
traction
the
5.4-32
and
5.4-33
in
section
inverse
of the track
A and B, the equations of the electric drive equivalent circuit and the control equations for the prime mover input fuel rate, the alternator controlled
converter
firing angle
5-196
controlled
converter
firing
For
the
case
of
motion
with both
translational
and
rotational
We repeat the
schematic for this concept in figure 5.4-53, but in this case we supply the
actual values
for
the
circuit
elements.
However,
these values
unit
system.
normalized element
constant
or
variables,
base
To
value
value.
problems wherein
all
obtain
the
actual
circuit
are in a
choose
the
base
element
respective
values
of
value
each
normalizing
the
circuit
rated
values
values
then
near
rated
operation
all
For example,
a base
3
Rbase =
Where
Rbase,
base /Ibase =
Ibase,
and
base /Ibase
Pbase
are
the
the network
Pbase
Wgbase
Wmbase
Vbase
5-197
Rm
Wg R~g
Wmo Rcm
RPg
-A-
eg~ COc (
usd
VDC
ICwm
c
emwmi COSi
-
Figure 5.4-53.
5-198
inside
This
the true beauty of the per unit system is that once you are "in" there is no
longer any need for conversion constants.
unit
in per
speed in PU.
One does not need to worry about the correct constants needed to
Also in a per
unit system, speeds that are related by a fixed ratio are equal in per unit if
the base speeds are chosen to be in the same fixed ratio.
An example of this
Vbase = km,
If we choose
x Rspkt
GR
Where Vbase
reduction
is the
ratio
is an actual numeric
fixed
shaft speed (usually chosen to be first gear) and Rspkt is the actual drive
radius of the sprocket, then as long as the system remains in first gear
Wmout(PU)
Wmin(Pu)
Vout(pu)
Vin(Pu)
If the gear ratio is changed by a fixed step then the per unit speeds are no
longer equal but are in direct proportion to this fixed step.
The
Ior=
192HP
r (.5Vor) (500HP)Pu
5-199
Note that we have neglected both alternator and motor PCU lost in the circuit
of figure 5.4-53.
of section 5.4.8 do, however, account for PCU loss and in fact employ a more
sophisticated (i.e., more accurate) PM machine model as well.
Since Vor = 1.0 pu, we find Ior = 0.826 pu.
Recall that the overlap resistance Rug and Rum do not contribute to loss, and
the required internal alternator voltage at any operating is
EgWg CosO(=
(Rsg
WgRug + 2 Rsm
straight
ahead motion
speed Wg =
Wgbase, Io = Ior and Wmout = Wmin = 1.0 pu, we obtain for Cos B out =
Cos 8 in = Cos 8 min = 0.866,
Ploss = 0.107 pu
and
eg CosO<= 1.143 pu
Thus
the "electrical"
percent and the required firing angle for the alternator controlled converter
is arc Cos (.953)-= 17.70.
drive
is an example
train.
We
assume
of steady-state
that
in
analysis
relation to
of
the complete
transients are so much faster than the vehicle mechanical transients that we
need only solve the mechanical differential equations, equations A, B, and C.
5-200
effect in the "steady-state" at all times in the time frame of the mechanical
transients.
and constants needed for simulation of the Garrett 19.5 ton concept are given
in table 5.4-51.
As examples of simulation results we present two case studies.
The first is
These
5.4-55.
and the prime mover fuel rate in lb/hr are plotted together versus time.
vehicle two speed gear boxes are locked in high gear for this run.
lation control
prevents
functions
include
an
engine
sufficient to completely
overspeed
governor
The
The simumodel
that
be seen in figure 5.4-55 for vehicle speeds below 15 mph, that is the vehicle
speed at the base speed of the traction motors when the gear boxes are in high
gear.
Of
particular
note
in
figure
5.4-55
is
the
transition
from
hard
acceleration, during which time the prime mover fuel rate is at or near its
maximum
(or
governed
maximum)
value,
for
steady-state
operation.
This
within 2.5 mph of the desired speed and the hard acceleration bias on the fuel
rate control
motor
Cos
loop is
control
removed.
lop
comes
At approximately 13.4
out
of
saturation
the
region of operation.
alternator
and
speed,
the
DC
link
current,
the engine
fuel
optimum
fuel
The engine/
rate quickly
approach their respective optimum values and the vehicle speed is maintained
at near the desired value.
5-201
Table 5.4-51.
Tpm
To (FR-FRO)mo (pu)
Where
To = 0.972 - 0.647 x Wg
Prime Mover/Alternator
J = 1.17 (seconds)*
Taux = 0.16 x Wg (pu) (an assumed pure damping load)
transfer case efficiently - 0.98
Traction Motors/Vehicle
M = 0.274 (seconds)*
Ft = 0.0523 (pu) (hard, level surface)
Fs =
0.3
(seconds)*
see
ATAC
Technical
Report
No.
10969,
put
in
per
unit
by
*In our per unit system all variables are dimensionless except time, therefore
all inertia values will have units of time.
seconds.
5-202
.0
C,
IP
E--4
zZ
00
M'-4
(fid)
Figure 5.4-54.
dS -OL
MNaI
Maaqno NNIq OU
/aNIO
5-203
(us/aq) ai1W
o
In
In
a
C
in
in
amThRZ
mn
a
In
___-4
6w
N> <>4
,M!.j !,4
1, .
CO
4
--
e-1-
-6
-d
-0
FC4
mNHWHIDIaA
5-204
Figure 5.4-55.
5-204
Cos B = K 8 (Vdemand
where KB is
the
loop
v)
gain
constant,
there
will
be
steady-state
error
proportional to i/KB.
The second simulation example we present is the computed results for a near
skid-out turn at an initial vehicle speed of 27.5 mph.
At a
given position a step command is given for a desired turning radius of 75 ft.
After a period of transition a state of nearly steady-state turn operation is
achieved.
The turn command is then removed and the vehicle resumed straight
ahead operation.
The results for this sequency of events for the Garrett 19.5
ton
shown
vehicle
are
in figure
5.4-56.
Plotted
in figure
5.4-56,
as
Note that
the DC link current rises to peak of near 1.5 pu during the turn initiation
(recall that the rated link current for this vehicle is 0.826 pu).
signal
is
The turn
the
turn command
removal there
is
a temporary
5-205
0
o
0
D
-,
-C
C-
0o
M4
C44
oc)
-41
-T
1w
If
C14
C4-
-4
-4
-4
-4
(rid) OM3ds
-.4
OL3/Ibl
5-206
t0
itself
is
still
in
the
development
of the control
and
stage
and
not
suitable
for
concepts provides
the
5.4.12
The
brake
braking
function
by
combination
of
mechanical
friction
and
electric
hydraulically actuated wet disc brakes located in the gearbox at each drive
sprocket
immediately
before
the
final
drive.
The
electric
braking
is
brake systems are separate systems that in combination are designed to provide
the vehicle with an average deceleration rate of 16.4 FT/SEC 2 on a level hard
surface road for:
*
Either of these brake systems acting separately can provide reduce braking
capability
in case of an emergency.
and in
The friction
brakes are designed to hold the vehicle on a 60 percent grade with the engine
off.
The friction brakes are multiple plate assemblies consisting of bronze friction plates splined to the driven shaft and steel reaction plates splined to
the stationary gearbox housing and a hydraulic piston that forces the plates
in the pack together to produce braking.
19.5 ton vehicle uses 13 plates (7 reaction and 6 friction plates) at each
drive sprocket and the 40.0 ton vehicle requires 19 plates (10 reaction and 9
friction plates) at each sprocket.
5-207
11.1.......
..............
1 1770 -......
... ......
Capability
Of 16.4 Ft/SeC )
...
....
.
....
...
.... .. .. .I~
.......
II
..
~~~~~~~.
...
I...T......
..
........
.
. .....
5.4-5..
.......
.8 ...... ..5
Brake Syste
-2.
.....
........
..
e..a i ca..
............ .....
..... .. ....
..
t
. . .
1:-,..
......
6...
.. .....
.8..
Figure
.....
.....
...... . .
..
t.......
e l
....
....
....
I..E
...
.....
50....4
.1
..
.....
.................................
...
50
..........
d..
(Average Deceleration
2
....
.....
t...fl.....
Required Brakin
Performance
.......
...
.......
.......
..........
7....
..
mately 45 square inches for the 19.5 ton vehicle and 50 square inches for the
40.0 ton vehicle.
bronze on steel.
dynamic
friction
coefficient
of
0.12
was
assumed
for
stop from 45 mph in 4.0 seconds is 1,650,000 FT-LB at an average rate of 750
HP for the 19.5 ton vehicle and 3,120,000 Ft-LB at an average rate of 1420
horsepower for the 40.0 ton vehicle.
of the plates are 1535 FT-LB/IN 2 and 0.67 HP/IN 2 for the 19.5 ton vehicle and
1750 Ft-LB/IN 2 and 0.78 HP/IN 2 for the 40.0 ton vehicle.
The electric brake system is activated by reversing the traction motor stator
field and operating the motors in generator mode.
the
resistance
provided by
the
engine
and a
The
resistance grid.
The braking
If the
cooling fan power and the inefficiency of the electric drive system in regeneration mode are considered then the total engine braking power
ton vehicle
is 230 horsepower.
for the
19.5
ton vehicle is 290 horsepower when the fan power and efficiency are included.
The AD1000 engine along is assumed to provide 125 horsepower in braking.
The additional braking load required by the electric brake system is provided
by
electric
resistance
grids
that
are
located
in
cooling
system
air
the
70 pounds
and occupies
1.5
The resistance grid required for the 40.0 ton vehicle weighs 150
system
can provide dynamic braking that will allow continuous descent on a 15 percent
grade at nearly any vehicle speed without using the friction brake system.
5.5
COMPARISON
OF
BEST
ELECTRIC
TRANSMISSION
CONCEPTS
WITH
MECHANICAL
TRANSMISSIONS
comparison
of
the
best
three
electric
applications.
The
Government
transmissions
for
drive
5-209
with
selected
the
concepts
the
Detroit
comparison.
The
selected
Diesel
Allison
Government
also
The
weight,
volume,
efficiency,
and performance of
following subsections.
5.5.1
This
the
Physical Characteristics
best electric
drive
train
concepts
with
the
of
selected mechanical
transmission for the 19.5 ton and 40 ton vehicle weight classes.
The weight
and volume data presented for the comparison of electric and mechanical transmissions are for bare units installation
hardware
characteristics
of
are
the
not
included.
electric
Table
transmission
5.5-1
shows
concepts
and
the
the
physical
X300-4A
TABLE 5.5-1.
WEIGHT
(LBS)
VOLUME
__/_ i__
Electric Transmissions
Unique Mobility
Garrett
ACEC
1240
1440
1960
9.5
9.3
10.0
2000
20.0
Mechanical Transmission
DDA X300-4A
Comparison of these
physical
data
to X-300
mechanical
transmission
clearly
shows the volume and weight reduction possibilities each electric drivetrain
has
to
offer.
Table
5.5-2
shows
the
5-210
physical
characteristics
of
the
TABLE 5.5-2.
WEIGHT
VOLUME
(LBS)
__
Electric Transmissions
Unique Mobility
2000
14.7
Garrett
2300
12.5
2600
17.0
Mechanical Transmission
Significant volume reductions are shown for the electric transmission concepts
for both
the
improvement
vehicle
19.5
and
40.0
ton
vehicle
application
because
applications.
transmission
the ATT1064
is
less
transmission is
for
the 40
ton
a volume efficient,
six speed advanced design while the X300 transmission is a current production
unit.
concepts
afford
improved
allowed by mechanical
space
utilization
transmissions.
of
and
For example,
the
electric
design
alter-
in a vehicle
transmission volume
nesting gearboxes
and
can be
located
traction motors
in
the
outside
drive
the
sprockets
5-211
hull
interior
and
by
locating
5.5.2
Transmission Efficiency
Efficiency over the vehicle speed range was determined for the best electric
transmission concepts and the selected mechanical transmissions for the 19.5
ton and 40.0 ton vehicle applications.
propulsion
mode
and
do
not
include
drive
losses.
The
efficiency
is
presented
in
figure
5.5-1
for
the
19.5
ton
vehicle
application and figure 5.5-2 for the 40.0 ton vehicle application.
The average efficiency over the vehicle speed range of 5 to 45 miles per hour
of the best electric transmission concepts and of the mechanical transmission
for the 19.5 and 40.0 ton vehicle applications are given as follows:
83%
78%
87%
83%
79%
88%
86%
Generally the average efficiency of the ACEC and Unique Mobility concepts are
similar
to
the
Garrett
concept
transmissions.
the 0.70
average
has
efficiencies
lower
Generally
average
of the mechanical
efficiency
relative
transmissions.
to
the
The
mechanical
than
the mechanical
transmis-
sions.
This
results in lower heat rejection at this 0.70 tractive effort condition for the
electric transmission concepts.
5-212
80
c70
0
40
350
au
20
10
20
15
25
35
40~
VErIICLE SPED
smcr"
Figure 5.5-1.
ATT-1064
--.
Unique mobility Concept IV-2
-- 4-- Garrett Concept 1-3
100
80
0
4L-
CL50
0
404
250
11
Figure 5.5-2.
iI
'
-to
_5
35
25
30
20
VEHICLE SPEED, mon
Comparison of Efficiency for Electric and Mechanical
10
15
5-213
5.5.3
Vehicle Performance
The performance of the 19.5 and 40.0 ton vehicles with the best electric drive
concepts was presented in section 5.4.11.
40.0
ton baseline
vehicles with
the
selected
mechanical
transmissions
are
presented in this section and compared with the performance of the baseline
vehicles with electric transmissions.
The tractive
effort requirements
and the tractive effort produced by the application of the X300-4A and ATT1064
transmissions
to
these
to
the
19.5
ton
vehicle
provides
The
tractive
effort that is generally 12 percent below the required tractive effort in the
5 to 30 mile per hour vehicle speed range.
for the
four
X300-4A
gears.
The
transmission
ATT1064
transmission
application
provides
operation in all
tractive
effort
that averages 13 percent below the requirements for the 40 ton vehicle in the
5 to 10 mile per hour speed range.
transmission
application
is
based
on
torque
The tractive effort data of figures 5.5-3 and 5.5-4 are based on a final drive
ratio of
3.80:1,
a torque
converter
stall
torque
ratio
of
3.02:1
and 427
maximum net input horsepower for the X300-4A transmission and on a final drive
ratio of
4.09:1,
torque
converter
stall torque
ratio of 1.92:1,
and 855
The
tractive
effort
data
of
figures
5.5-3
and
5.5-4
was
used
to
develop
acceleration and speed on grade values for the 19.5 and 40.0 ton vehicles with
mechanical transmissions.
attainable on grades of 10, 20, and 60 percent for the best electric transmission concepts
and the
A comparison of
the 'acceleration times (from zero to 20 miles per hour) for the electric and
hydrokinetic
sions
transmissions
is given in table
5.5-4.
hydrokinetic transmissions.
5-214
grade
achievable
with
the
Costn
200
20:
777:H
1-2-1
36
30
Spoce
0z
Hospoe
60-
-.
W-E
"A~~L Z-. -
io-.~~..
........
102
__
__
__
05
MP"
Figure 5.5-4.
5-216
TABLE 5.5-3
10% Grade
20% Grade
60% Grade
22.0
13.5
5.5
21.0
12.5
5.4
24.0
15.0
5.6
X300-4A
21.0
12.5
4.8
21.5
12.5
5.5
24.5
15.0
5.7
ATT1064
22.0
13.0
5.0
TABLE 5.5-4.
Vehicle Category/Transmission
4.5
5.1
4.8
DDA X300-4A
7.5
5.0
4.4
DDA ATT1064
6.1
5-217
competitor.
The
time
values
of
table
5.5-4,
for
acceleration from zero to 20 miles per hour, show significant improvement for
the electric transmissions
relative to
the hydrokinetic
transmissions.
The
hour
relative
application
percent
to
and
the
the
reduction
transmission
in
X300
unique
in
the
DDA
transmission
mobility
acceleration
40.0
ton
concept
time
vehicle
in
the
19.5
transmission
relative
to
application.
ton
achieves
the
The
vehicle
DDA
28
ATT1064
acceleration time
values of table 5.5-4 are generally given for vehicle start in second gear for
hydrokinetic
transmissions
transmissions
that
gives
and
the
vehicle
lowest
start
in
acceleration
high gear
time
for electric
values.
Also
the
acceleration time values of table 5.5-4 were computed base on the assumption
that engine power is instantaneously available to the transmission on demand.
5.6
The
information generated
drivetrain
has
for
the
in
this
military
study
showed
vehicle.
The
the
best
potential
three
an
electric
electric
drive
However, the
the specified engines and other powerpack subsystems does not necessarily produce optimum powerpack concepts.
be
investigated
weight
and
volume.
to
The
define
cooling
powerpack
systems
concepts
developed
and power
sources
this
study
are
defining
power.
optimum
cooling
installed
volume
and
fan
component
arrangements
to achieve minimum
installed volume
nance features.
Other
engines
and primary
power
sources
that
should
be
considered
in
search for optimum powerpacks which include transmission are now discussed.
5-218
the
5.6.1
L10
The Cummins
an in line six cylinder four cycle diesel engine while the MTU 880
is
The Deere
Series comprise both in line and 90 degree Vee Type Diesel Engines.
Rotary engine is
candidates have
good growth potential, excellent fuel consumption rates over the engine speed
range, and relatively low future development and unit production costs.
the
Also,
propulsion
hybrid electric
source for
design
alternator
speed
high
of
Use
systems.
a power
investigated as
should be
engine
turbine
gas
driven by the power turbine shaft of the gas turbine engine with little or no
The gas
turbine engine has excellent growth potential and projected life cycle cost.
vehicles
fuel
high
are
production cost.
current
of
disadvantages
Major
engine
turbine
consumption
at
idle
for
designs
and
military
high development
ground
and
unit
(advanced versions)
Free-Piston Engines
5.6.2
The
is
Corporation
Mothelec
currently
developing
unique
free-piston,
combustion engine that offers a prospect for exceptionally good fuel economy,
simplified power transmission, and improved power to weight ratio greater than
currently achievable with conventional diesel or turbine engines.
This
travel
engine
of
consists
symmetrically
during
thermal
cylinder
operation,
two
in which
rectilinear
two
opposing
alternators
pistons
designed
burning action
of
the
fuel,
and
the
compression
5-219
stroke
that
returns
the.
the
engine
cycle,
magnetic
This
energy can be easily regulated and transported to track drive motors for tractive effort.
Theoretical
calculations
and
experimental
evidence
have
shown
this engine
prototype
engine
alternator
can
be
available,
showed that fuel cells could provide operational advantages over conventional
engines when they are used to provide the vehicle tractive effort.
cell
has
the
ability
to
convert
a heat creation
chemical
energy
electrical
of
energy.
The fuel
this
is
done
to be
greater than either the diesel or gas turbine engines that are governed by
Carnot
efficiency
limitations.
An
improved
efficiency means
fuel
can be
Lowering the
waste heat implies that the sizing of vehicle cooling system components could
be downsized without penalty to heat
transfer
affectiveness of
the system.
Preliminary estimates of heat loss show the fuel cell yields a lower thermal
signature
compared
to
an
equivalent
diesel
engine.
This
feature
makes
5-220
A further advantage of a fuel cell is that it will eliminate the need for the
transfer
case
required
by
supefluous
generator
and generator.
the
diesel
in
These
all
electric
concepts
drive
transfer
case will
which
result
in
scenario.
Elimination
of
the
significant
improvement
of
the
of
these
maintainability,
quieter
and
components
operation
will
of
availability,
the
not
but
overall
only
improve
fewer
system.
were
components,
system
mechanical
Coupling
reliability,
parts
this
Also the
suggest
feature
with
with
a
an
lower
audio signature.
as the power
fuel
cell
was
and space claim, and high operating efficiency of this fuel cell.
low weight
Based on
these and the system engineering advantages cited above, it is suggested that
the
Lithium-Air
fuel
an
cell
could
provide
a more
compatible
match of
power
advanced
technology
to
the future
5.7
by the
U.S.
Army TACOM
in September
1986
to the
electric drive
study
contract.
The
parametric
study
encompasses
the
investigation of component technologies that are the foundation of compact,
efficient, and lightweight electric drive systems for combat vehicles.
component
are
technologies
established
improvements
projected
that
accruing
future
These
the
advancements
past,
present,
electric
drive
in
component
section 5.7.2.
5-221
and
future
system and
technologies
capability.
its
The
subsystems from
are
discussed
in
5.7.1
Component Technology
that are
the
foundation
of
electric
drive
Brushes
Insulation
Semiconductors
Magnetic Materials
Controls
Commutation
Cooling Techniques
Component technology trends are developed, where possible, based on past and
present
capability
and
projections
of
future
capability.
The
growth
or
in
that
electric
drive machinery
typically
electric
and
systems.
machinery
It
is
incorporates
important
more
than
to
one
technology and that there is not a one to one correlation between a specific
technology improvement and the resulting improvement in electric machinery.
For example, consider two permanent magnet traction motors of the same rating
and similar design except that one motor uses an
improved permanent
magnet
material with an energy product that is 5 times greater than the other motor
design.
weight based
electric
drive
on
actual
systems
strongly dependent on
hardware.
accruing
specific
from
design.
It
is
clear
component
Development
that
improvements
technology
of
advances
specific
designs
in
are
is
beyond the scope of this study, however predictions of system improvements are
made based on technology trends.
5.7.1.1
Brushes
Brushes are used in the very popular DC squirrel cage machine for commutation
of
current
from
one
phase
to
the
next.
5-222
An
These motors have been in use since the 30's and are still popular
machinery.
homopolar
drive
current
densities,
motors,
transmissions,
flexibility.
Studies
during
which
are
would
the
late
1970's
equipped with
compete
indicated
brushes
favorably
capable
with
that
DC
of high
hydro-mechanical
drive systems showed that a higher horsepower could be delivered to the tracks
at
steady-state
than
with
a hydro-mechanical
drive
for
approximately
80
Brush
materials
for
electric
motor
applications
been
at
a relative
have
copper, and/or alloyed metals which range from copper, to varying portions of
copper,
silver,
carbon,
and
graphite.
These
materials
provide
enhanced
During the seventies and early eighties, much experimentation was being done
with
liquid metal
brushes.
The
programs
conventional
brush
are
now
in
materials.
progress
to
improve
Improved
methods
of
current
densities
cooling
brushes
5-223
in
have
One disadvantage of the homopolar machine is the fact that it's brushes must
be periodically replaced.
brush life
factor
in
rotor
speed.
If
brush
life
can
be
significantly improved, then rotor speed can also be increased, thus reducing
the size and weight of the total machine.
currently experimental.
It
is
expected
that
if
improvements
in
rotor
speed
can
be
realized
by
improving brushes it will significantly affect total size and weight of the DC
homopolar
machine.
The
improvements
are
expected
to
impact
efficiency
favorably.
solid, brush
lifting
techniques
to
improve
5.7.1.2
Insulation
is
"What maximum
output
may
be
obtained?"
The
answer
of
course
A universal requirement
is that the life of the machine shall not be unduly shortened by overheating.
expectancy
function
of
because
both
time
deterioration
and
of
temperature,
the
electrical
ultimately
insulation
leading
to
is
loss
of
systems
of
techniques
in
The
evaluation
insulation
of
(which
combination) is
electrical
includes
insulating
widely
materials
different
and
materials
complete
and
tests.
5-224
They usually
Exposure to moisture
Electrical insulations for rotating machinery are rated in the three following
categories:
o
Service Factor
Enclosure Type
Electrical
insulation
materials
encompass
a wide variety
and composites.
of
high quality
These materials
are
used
to
dielectric
barrier
as
well
as
corona
resistant
material.
In
Mica
provide
high dielectric,
composites
are
also
voltage
easily
endurance,
adaptable
and
to
thermal
mechanical
composites
of
note
are
mica
pressed
composites
and
built-up
Two
mica
composites.
Mica pressed
composites
consist
of
mica paper
impregnated
with. synthetic
resins and reinforced with varnish treated glass cloth or polyester film.
5-225
all available
R&D electrical
insulation
materials
under
development
in
electric
machinery will
the
area
of
electrical
depend largely
insulation
on the advancements
materials
for
in the area of
Ceramic has
using ceramic insulation consisting of running the motor at 500 0 C (DC squirrel
cage
type).
One
disadvantage
of
using
ceramic
insulation is
that
it is
insulation
systems will be
important to rotating
Also, high
However
on
indicate
any
significant
effect
the
Power Semiconductors
product
of
the
device
on-state
current
capability
and
the
off-state
Devices are also classified by the speed in which they can switch
5-226
tions for traction motor drives the switching speed requirements are seldom
above
1-5 kHz.
operation at these speeds and below, the choice among the various devices is
solely one of switching volt-ampere capability versus device/system cost.
We can classify power semiconductor switching devices into two broad categories:
continuous
drive
devices
and
latching
devices.
Continuous
drive
Power
sistor (BJT), the power Darlington BJT, the power MOS (metal-oxide semiconductor), field effect transistor or MOS-FET, and the insulated gate transistor or
IGT*.
states.
or
Latching
power
devices
thyristor ,
the
need
only
a gating pulse
signal
to switch
gate-turn-off
thyristor
(GTO) and
the MOS
controlled
thyristor (MCT).
All the devices mentioned above, both continual control
normally off devices.
and latching,
are
the power
junction
field effect transistor (JFET) or static induction transistor and the field
controlled thyristor (FCT).
bipolar-mode MOSFET.
Device Descriptions
The physical cross-section, the device thermal voltage-current characteristic
and the device circuit symbol for the power switching devices considered here
are
given
in
Figure
5.7-1
[PSl].
The
5-227
principles
of operation
for these
in
the
central
base
region,
to
due
flow
of
base
terminal
regions
device.
the
the
in a PNP
carriers from
current.
"on."
Removal
of the base
current
collector
device
current
reverts
(base
to
its
region
blocking
minority
state
carrier
wherein
flow)
the
ceases
and
"blocked" voltage
the
is
Darlington
Note that
the emitter current of the input device is the base drive current of the
output device.
devices.
amplification factors of
the
of device output current for a given level of base drive but at a slight
sacrifice
in
output device
device
cannot
speed
be
(since base
effectively
region
removed
majority carriers
during
the
in
the
"switching-off"
operation.
MOSFET
carrier current flow from the source terminal to the drain terminal.
sufficient
level
of
gate-to-source
voltage
5-228
will
"invert"
(i.e.,
change
BASE
EMITTER
BASE
N.
Collector
ic
wa
/RD
I RS,,
PBA
~~
NORIFT LAYER
Bse
JleEmitter
N.- SUBSTRATE
RA
(Circuit Symbol)
-VIE
COL LECTOR
Collector
(Circuit Symbol)
Emitter
Power Darlington
Cascade Connection of Two BJT's
(b)
Gate
14 SUTRt
DRAINV
Suc
Power Mosfet
(c)
(Circuit Symbol)
Figure 5.7-1.
5-22 9
GATE
Collector
EMITTER
FmirTER
P-BASE
P-BASS
Gate
aN.
N.AS
EPmRitter
N.DjeiPT LAYER
J2
(Circuit Symbol)
U,
COLLECTOR
Power MOS-IGT
(d)
Anode
GATE
CATMODE
GATE
ony
P.(GTO N
P.
PBASEr
Gate
BASE'i
Cathode
N-AEV
J2
(Circuit Symbol)
P - ANODEREGION
M===='MI,
ANODE
Unit Cell
2
No accepted
developed as
3JI
of yet
VF6
$8.4011
1PIIT
2 Ica I.P.4W
eia X
0
4 fuck"
V88ARW
1111
MCT
Figure 5.7-1.
5-230
This channel
region
under
the
gate
lateral across the surface channel and then vertical to the drain on the
device bottom surface.
channel
voltage
device "off."
across the
junction.
pn
The
device,
shown
in
figure
5.7-1(d) is fabricated almost exactly the same as the power MOSFET structure of figure 5.7-1(c),
an
IGT
the
collected
carrier
by
an
flow
opposite
type
layer
of
semiconductor
In
terminal) is
material.
This
as
the voltage gate control of the MOSFET and the low on-resistance of the
BJT.
5-231
the other's
input.
In
both devices a sufficiently large gate current will trigger the lower npn
BJT into forward conduction just long enough for it to trigger the upper
pnp BJT into forward conduction.
the
lower
npn
BJT
base,
condition of
regenerative
self drive
can be
reached in which anode to cathode current will be self sustaining and the
original gate drive can be removed.
to be "latched on."
interruption
of
the anode-cathode
current, by
that
In the
GTO
the
removal of the
"off."
is
In
is
low during
low.
turn-off
it is indeed
the
latching
It is
capability
of
the
device.
It com-
into
"on" or
regenerative
gate current.
of standard forward
is
its
ability to
An inver-
the
device cathode,
region 1 in Figure
shunts
action
of
5.7-1(f)
and the
around the cathode side npn BJT and weakens the regenerathe
two
BJT
structures.
5-232
If
enough
current
is
shunted
channel,
totally
this
interrupted.
2000 A/cm
the
cathode-anode
through
can be
with gate-cathode
current
densities
of
over
major
contributor
to
the
heat
generated
in
power
semiconductor
Thus a fundamental
600
volt
blocking
devices
is
shown
A theoretical comparison
in
figure
5.7-2.
The
[PS1]
level
of
on-state current density for a given level of forward drop clearly favors
the
of 1.0
volt or more.
GTO
forward current densities would be even higher than those of the MCT,
both cases for equal values for forward drop.
in
advantage
on
an
equal
current
capability
comparison
to continuous
control devices.
Comparisons
of
Motorola existing,
are
given
commercial devices
in
table
5.7-1
and
[PS
5]
figure
of approxi5.7-3.
Here
the SCR, eventually, can support higher levels of current at given levels
of
forward drop.
(i5kHz),
a switching device
latching
devices
have
for
a
low
clear
has the potential to be the clear winner in the future, again, due to its
voltage/gate control ability.
recent GE projection
for
power
MOSFET's,
[PS
IGT's,
6]
of device
and
MCT's
5-233
is
in
figure
5.7-4.
This
TABLE 5.7-1
GTO
MGTO1400
Device
GEMFET
MGP20NSO
Clarttflgton
MJ10041*
MJ10051*
TO-220AB
Package
Case 221A-02
Case 353-01
Case 346-01
Die Size
2102
2 x2642
4 x2642
1.4
1.4
(Mils)
SCR
2N6045
TO-220AB
TO-220AB
Case 221A-02
126 x182
Case 221A-02
1502
3.5 To 7
11.4
_______
I Density
(A/mm-2 )
________
@JC(CAN)
0.5
0.25
1.25
1.5
OCHS (OCN)
<0.1
<0.1
200
125
250
50 TO 100
160
50
25
so
30
95
18
1400
37.5
900
75
900
20
500
800
4S
140
280
56
30
125
150
150
150
125
ISurge (A)
loeaig(A)
'Continuous (A)
Voltage (V)
DC Watts @
so *C
Tj max
16
IMJ10041 includes 125 xc150 and 70 x 150 d"98e. M.J10051 includes 2502 and two 70 xc 150 diodes.
MJCR6 DARUNOTONO
2N6
10
0 %
k-16
MJ10051 DARUNGTON
c
mmGPov5 DAGT
0.5 V/I.S0
- 2
/i.T
VOLAG
MGOLTS)
PwGE00MFsET60H
Figure
5.7-2.FForwardCVoltageiDrophVersusrCurren
No C.CT
~~~60
tGY
AlLNG
TWRAM&STOA
30V
FE
600v FE
10
zA
10
10
15
FOR*AR
2.5
DROP
Comparisen of high gla turn-off device forward drop. The IGT and MCT are calculated
based on the same Ideatical depla and Histime arodles.
Figure 5.7-3.
5-235
106
POWER MOS-CONTROLLED
TH-YRISTOR
10
-*
POWER MOS-IGT
Z0 1
0
~POWER MIOSFET
10
'1980
1984
1988
1992
Figure 5.7-4.
5-236
figure clearly shows the advantage of IGT's over power MOSFET's and MCT 's
over IGT's.
are
expected to
continue
in
the
future.
advantage
over
their
continual
control
counterparts.
controlled
thyristor
And
has
the
greatest potential.
5.7.1.4
Magnetic Materials
It produces the
same
permanent
magnet
electromagnet.
is
effect
as
an electromagnet
the
permanent
said
to
have
higher
coercive
force
than
the
Remanance and coercive force are the two properties which are
but
respectively.
measured in oersteds.
B is
and H
is typically
is
Magnetic materials as applied to motors and generators can be divided into two
elassifications:
permanent.
An
those
electromagnet,
in most
cases,
must
have
the
capability
of
reversing the polarity of its field at high frequencies, whereas the permanent
magnet
never
changes
the
electromagnet
requires
that
special
characteristics
magnetization,
polarity
are
the
its
field.
typical
of
in
soft
The
in
characteristics.
magnets;
switching
they
have
an
These
high
enables the magnetic field to be realigned with very little energy loss.
The
two principal material requirements are a high working flux density and a low
energy loss when the magnetic flux is changed.
5-237
core loss.
Core
loss
is
the loss
encountered
in
changing
the
field;
this
opposes
the desired
flow of
current
and
subtracts
from
Core
occur in average silicon steel at about 2.5 watts per pound of steel.
Research is
continuing in an effort
to
reduce core
losses;
newly developed
it.
level
Each improvement
of
magnetic
flux
density thereby allowing a reduction in the amount of steel used and reducing the size and
weight of electrical machinery (see Ffgure 5.7-5).
in
the
disadvantage to
can
steel must
state by
reduce
only
so called
losses
steel
and
is
be
of
the amorphous
manufacture
metals
cooled
extremely
This
The
thus
One
increase
efficiency.
the
of millions of
1 t 2 mils thick.
laminating many
layers.
Another
disadvantage
is
that
the
"glass"
used;
ferrosic oxide
ago, were
the use
of quenched
improve properties
layers
of
carbon
steel
laid
in
With homogeneous
mediums such as carbon steel there is no such effect so most permanent magnets
today are made in solid form.
5-238
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C
4
Fiur5.7-5
aeil
Figure
5.7-6
shows
magnet materials.
for purpose of
several
popular
compounds
which
are
used
for permanent
than Alnico
and Alnico achieve about a 5MGOe energy level but the FeCrCo has
much
less
widely
in
permanent magnets
today.
Compounds
utilizing
it is
samarium
and
cobalt have been developed over the last 15 years which have some of the best
magnetic properties.
there are often trade-offs; for example, the typical cost of a samarium cobalt
magnet is $50-100 per pound.
SmCo5, high coercivities can be obtained after suitable heat treatment and can
be
manufactured
by
casting.
magnetization
level,
but
by
magnetization
levels
can
be
coercivity.
The
cooper,
adding
however,
small
improved
at
lowers
amounts
the
of
expense
the
saturation
iron,
saturation
of
sacrificing
materials have been made within the basic samarium cobalt family of compounds.
Early
in
the
1980's,
research began
on
compounds
without
neodynium is
in limited commercial
compounds
can
and with
applications.
cobalt
Consequently, the
Various
versions of this compound have produced net energy products as high as 50 MGOe
(see
future
figure
5.7-7).
Use
of
the
a similar
reduction
is
is
that they
The curie temperature is the temperature at which the thermal activity in the
5-240
0 z 'Z
5-4
15000
10000
5000
SAMARIUM
COBALT
REC 20
SAMARIUM
COBALT
RC3
FERRITE
0-
10000
5000
Figure 5.7-7.
(OERSTED)
occur.
Once a magnet
NdFeB permanent
Permanent
magnets,
combined
with
higher
power
semiconductors
(brushless
electrically
materials
DC
excited
such as
motor)
is
machines.
rapidly
evolving
Permanent
magnet
use
of
applications
these
The AC permanent
will
motors
replace
using
most
magnetic
and generator
and
and
high
for future
energy
as
for
today
and
electric
compounds
technologies
propulsion
frictionless
systems.
Further
bearings,
motor
5.7.1.5
Controls
Control in the context of an electric drive can be subdivided into two major
power-level defined categories:
(i.e.,
and control
as related to the transfer and conversion of traction power (i.e., high power
control).
Unit
and PCU's for three types of configuration drives are shown in figures 5.7-8,
5.7-9, and 5.7-10.
the
description
parenthetical
actuality
process.
low power
Each
functional
with
(1-3%
in
of
the
control
a continual
reliability,
time.
(PCU)
The
to
indicate
machine
unit
state
that
power)
package,
field
transfer
control
-
is
in
conversion
ECU
and
PCU
of evolution.
The
size,
contains
weight,
impetus
for
this
improvement
5-243
is
the
X
w
>>
~cc
<zJ
Z-
LL
zz
OmI-
z
(L
a:
LU*
Fiur
.78.Boc Dara
FrDCTrcio
5-4
Mtr
yse
Lw
LU
0-
LUOw
0- c
~0
~2 z
W-
z
U-J
Cr
z
IF
z
00
LIL
AZ
Figure
5.7-9.
5-245
,<
>>
2r
Fr
Z
(5
zz
z
Er
F-
L)
F-I-
ww
I
W-I.
00
LU.
0
Figur 5.-00lc
iga
o
5-246=
CP
rcinMtrSse
Serial or
parallel input/output (I/O) lines connect the ECU with the vehicle driver
and the major drive train components.
status
inputs
from
the drive
train
components
dictate
various
"sorted
program" responses that are then transferred over the I/O lines, back
the
drive
train
components.
commands
economy, etc.
to
Real
time
feedback
both monitor
to maintain
form
of
the
signals
operation
optimal
and
control,
to
from
the
alter
its
maximum
fuel
In first generation electric drive systems, such as the GDLS EVTB wheeled
vehicle,
the
ECU
memory, signal
(LSI)
consisted
conditioning,
of
ten
printed
and discrete
circuit
logic
containing
large-scale
integration
chips and medium scale integration (MSI) chips and a first genera-
boards
ECU would
scale integration
control
on-chip
(VLSI) chips
and
a third
offshoot,
the 68200.
A dedicated
generation
16-bit
dedicated
control
single-chip
microcomputer
has
counters, memory, and both volatile (RAM) and stored program (ROM).
auxiliary
functions
would
have
to
be
provided
by
additional
These
special
the 8086
and
capability we
in-
To indicate the
trends
in microprocessor/microcomputer
Figure 5.7-11
(MOS) transistor
that have
been uti lized to form a single VLSI chip as a function of the year of the
chip's entry
into
the
commercial
and
thus
their
marketplace.
the
8096
complexity
The
control
single
chip
slightly
greater
than
their
5-247
10M
0
e
w
76
74
7n
70
78
861
88
84
82
go
YEAR
Figure 5.7-11.
10
10
a.
10-
70
Figure 5.7-12.
72
74
76
78
80
YEAR
82
84
86
88
90
5-248
but
also
in money
saved per
unit
of computation.
Figure
5.7-12
chip based
With greater
forecast for
and
greater
levels
of
integration
At
this
time,
fundamental
limits in silicon MOS transistor operation will be reached and new device
structures will be required to continue the trend in ever increasing chip
densities.
5.7-13,
three
signal
level
interconnected
control
sub-functions:
communication
level to
function,
a
level
transfer
(i.e.,
(i.e.,
low power)
signal
voltage
the power
switch
network,
the
traction
networks.
ECU.
such as
These
advances
"smart"
motor
are sent to
signals
are
Command
received
local
semicon-
take
advantage
of
the
same
dedicated microcomputer.
The voltage level shifting and power device drive functional box shown in
figure 5.7-13 has in the past been constructed with discrete semiconductor
devices.
required
silicon
In the GDLS EVTB PCU just the power device gate driver
an
entire
integration
printed
will
circuit
enable
board.
a massive
But,
just
as
in
reduction in parts
the
alone
ECU,
count and
0r
00
ZE
0 0
->
00
z
a
C0
t <
U
0.
C
0
wU
>zo
0
oa
0z
Cr
0/0
a.
>
~0 l0 Cc
00
0
t
0
0
0
00
I-
0cr
52 0
>
+0
mT
I
IO
01O
IL
I
0~
>U>1
-"I
IF
IJz0a
tz
C,,
00
0.
LAJ LLC:w
Figure
5.714.
High VLtaeItgaeLici
5-5
HI)Ci
iga
integrated
(HVIC's)
level
that
can
-microcomputers
devices.
Figure
been
driven
directly
by
logic
signals
from
General Electric
have
be
circuits
[c2].
integrated
into
single
IC developed by
silicon chip.
This particular
chip
will work up to DC bus voltage levels, Vdc in figure 5.7-14, of 500 volts.
devices.
For very
high power devices the power IGT devices shown in the figure could, as an
intermediate
measure, be
reconnected
Use
of HVIC's
justify more
circuit
will clearly:
interface
reliability,
reduce
circuit
and
lower
diagnostic
the
functions,
increase
interface
interface circuit
function.
The
last
contains
block
the
switching
de-
fundamental
in
the
power
breakdown
components
vices
and
arrangements
of
of
of
the
the
PCU
PCU:
energy
storage
power
switching
function
the
is
figure 5.7-13
power
semiconductor
elements.
devices
There
in
are
AC/DC
two
power
conversion circuit.
These
two
arrangements depend on the type of
"smoothing" energy storage element that is used on the DC side of the
power switching devices.
input
power
converter
is
is
this
again
case
converter
the
DC
appears
network,
as
slowly
DC
input
(output) line
viewed
varying
5-252
DC
from
voltage
the
If a
of
the
converter.
In
AC
source,
side
of
the
due
to
the
source converter
networks
converter
source
That
unit.
ccmmutated"
"line
an AC
5.7-15(a) is
figure
current
The
5.7-15.
figure
in
shown
the
is
in
current
reversal and the needed reverse bias voltage for the thyristor devices are
both
in
converter
is
current
AC
the
provided by
to
forced
zero
is
5.7-15(b)
figure
"forced
in each
commutated"
power
the
of
The
source.
or
load
network
That
is
devices
by
unit.
transistor
The transistors
source
voltage
in the voltage source converter in figure 5.7-15(b) can only block voltage
due to the reactive current return anti-parallel diodes
in one direction
in
leg
each
of
converter.
the
Thus
from
flow
can only
power
the
DC
converter of figure
source
to
AC
(rectification)
DC
in
this
(inversion) or
from DC to AC
unit.
The
"power
name
generic
and voltage
improvement
section
5.7.1.3
greatest
of
source
in commercial
of the
power
semiconductor
characteristics
improvement will
come in voltage
source units.
The
This
the AC
mutate
the
switching
of needed
side of the
switching
losses
converter has
devices,
in the
auxiliary force
and
in
insufficient energy
reductions
switching devices
the
line com-
size
of
the
5-253
in
to
improvement
Current
Smoothing
Inductor
3 PHASE
AC
Oc
3 MHAN
0C
OUT
Figure 5.7-15.
5-254
Conclusion
that will
make extensive use of VLSI devices and single chip control microcomputer.
The reduction in volume and cost will be extensive enough to allow identical backup (redundant) ECU's to be place side by side with primary units.
They
(HVIC)
Current
source PCU's could be as small as 1/2 to 1/3 of the volume of their present day counterparts and voltage source PCU's could be
their present
size.
Net
cooling
requirements
will
as
small as
also be
1/4
reduced
in
future PCU's, but not to the extent that the total volume can be reduced,
since
the
primary
source
of
heat
generation
will
remain
the
loss
5.7.1.6
Commutation
In DC machines commutation
is the name
given to
the
commutation
armature
consists
terminals
of
carbon
sliding
over
reversal
of
the
forced
brushes
rotating
in
revolution.
series
copper
with
commutator
The mechanics
the
bars
stationary
that
are
magnetic neutral plane of the pole fielding windings where the induced voltage
in the associated-armature winding is a minimum.
themselves.
completely reversed
a non-trival
When the
= Ls
di
dt
Ls
The
reason
current
in a
particular
winding
is
Vs
function.
2 Io,
Tc
5-255
where
Io
(directly
proportional
to
the
commutator
bar
circumferential
lengthy
2 is due to the fact that the coil current is reversed from + Io to vice-versa.
If
other
nearby coils
and
10 or
at this same
terms will in general not match the resistive voltage drop in the circuit due
to
coil
and
brush
conduction
losses.
Thus
there
at
will
brush
departure
develop excessive
from
the
sparking,
All
modern
day
DC
machines
compensate
for
the
armature
coil
self/mutual
induced voltage by means of dedicated interpole windings that produce back emf
within the coils to cancel (on the average) the coil flux generated voltages.
These interpole windings
Also,
which the interpole windings are wound have sufficient air gaps that they are
assured of not saturating.
machine
rotational
Centrifugal
speed.
Future
in
the
mechanical
construction of the rotors of DC machines may push machine speeds to the point
of commutation limitations, but more effort, industry wide, is being put into
electronically
commutated
machines,
i.e.,
AC
machinery,
than
there
is
in
it is
5.7.1.7
Mechanical Structures
Mechanical
Structures
encompass non-electrical
components
such
as
the
case,
end bells, shaft, bearings and seals required in motor and generator designs.
5-256
The
investigation
of
technologies
associated
with
mechanical
structures
the area
of bearings.
Bearing
systems
machinery
are
design
important
because
to
lightweight
bearing
design
can
high
performance
limit
the
rotating
life,
operating
as
insulation
systems
improve
to
allow
greater
operating
improvements
machinery
operate
weight
at
these
allow
and
greater
volume,
increased
rotational
bearing
speeds
speed,
systems
under
Also, as electrical
resulting
must
be
if
the
load
in
available
weight
reduced
that
and
can
volume
slow.
However
improvements
in
materials, material processes, and lubrication have been accomplished and are
continuing.
Advanced
bearings
capability
of
current
developments
a temperatures
bearing
systems,
that
hold
promise
and/or rotational
include
for
future
speeds beyond
nonmetallic,
composite
In conclusion bearing system requirements are design specific and some future
applications
will
require
improved
bearing
designs
to
realize
the
full
5.7.1.8
Cooling Techniques
Improved/advanced cooling techniques have potential for reducing the size and
weight of individual electric machines, of the transmission cooling system and
ultimately of the transmission system.
Cooling systems
are
designed to meet
varying goals and requirements and a number of trades must be considered for
optimizing cooling systems.
electric drive components can reduce the size and weight of these components,
however, generally this will produce a greater cooling load
system.
on
the
cooling
5-257
design.
and
Also
weight
standpoint
or
minimum
power
demand.
Also
it
is
advantageous,
from
the
engine cooling systems into one main power pack cooling system.
In
the
interest
of
evaluating
emerging
modern
electrical
equipment.
technologies,
intensify,
These
have
identified
alternative
cooling of
we
electrical
cooling
methods
components
with
have
varying
success and include nucleate boiling, immersion cooling, heat pipes, and other
augmentation techniques.
successfully
to
significant
lining.
the
prospect
generated
for
electric
further
drive
cooling
concepts,
system
there
applied
may
component/design
be
stream-
What these alternative methods are and how they influence the cooling
The
reference
material
that was
used
and
Technology
Index
in
the
section
and
the
preparation
5.7.
In
Engineering
of
the
addition,
Index
were
following
the
Applied
searched
for
articles from 1983 through 1986 to ensure the currentness of the effort.
Nucleate Boiling
to a heat transfer
heat
electronics
surface
take
Reportedly,
cooling
rate on
cooling, several
advantage
of
nucleate
common
boiling
this
the
heat
flux
order
of
fluorocarbon
to
achieve
100
is
capable
2
W/CM .
fluids
sup-
In modern
may be
temperature
of
used
control.
to
In
This is
using the
designed into
an electrical component by
5-258
boiling
heat
sink.
achieved by
and/or conduction.
thermally
self-contained
further
unstable
and
no
or
less
moving
effective
parts
operation.
feature,
Because
nucleate
of
boiling
its
merits
for an electric
drive
system.
Immersion Cooling
system
a
temperature
condensing
control.
operation
where
The
it
vaporized
gives
up
refrigerant
its
latent
passes
heat
of
Such a system has been developed and in use since the early 1970's
application
equipment,
cooling
in
intercity
and general
offers
passenger
industrial
several
equipment,
equipment.
advantages
when
In
many
wayside
substation
particular,
electrical
load is
immersion
elements
cyclic.
for
are
For example,
these different elements may not necessarily carry their respective peak
currents and hence heat load at the same time.
such a collection of elements will be
tive peak heat loads.
The peak
than
the
sum
of
the
based
individual
on
peak
the
resulting
loads.
peak
Unlike
The
load
immersion
Hence, larger
cooling surface
equivalent heat
removal.
of an immersion
systems for
5-259
kind
of
thermal
flywheel
with
thermal inertia.
air-cooling system.
By using
the
fluorocarbon,
the
immersion
system can be sized in terms of the average cyclic heat load, compared to
the air-cooling system, which must be sized in terms of 1 minute average
loads.
For transportation
volume
savings
because
application, this
the
cooling system
no
longer
based
on
peak
Heat Pipes
It
is
self-contained
transporting heat at a
high
heat
rate with
pump
no
that
has
external
heat transport
the capability of
pumping
power.
The
capillary
wick
permit
the
heat
pipe
to
silver, or aluminum,
heat away
from a surface by
components
and
principle
radiation,
of
operation
is
latent
heat
transfer
transfer
capability of
convection,
or
conduction.
The
are
Use
often dictates
range
employing
fluid.
216*F
the heat
These
which
water,
fluids
are
pipe
will
ammonia,
operate
in
the
Freon-21,
or
methanol
suited
to
cool electronic
moderate
as
that range
components
temperature
the working
from
-10
operating in
to
the
cooling
modules,
of
electronic
semiconductor
5-260
devices,
and
induction
Liquida~o
CnanrWick
Evapr~oator
Section
_Adiabatic______Condenser
Section
Section
Figure 5.7-16.
5-261
motors.
may handle heat dissipation rates 2.5 times higher than conventional water
cooling
air
and result
cooled
in 25
machines.
conventional
water/oil
An
cooling
is
advantage
the
of
elimination
heat
of
pipes
over
sealing problems
of
fluid
heat transfer
mechanics.
The
relative
magnitudes
of
each
of
these
limitations will
characteristics.
geometry, working
be used to advantage.
The demonstrated
relatively
silent
low
cost,
be
and
wick
operation,
an
fluid,
and
innovative
long
lifetime
cooling
reliability
solution
in
future
Heat
exchangers
are
fundamental
part
of
the
conventional
drive system.
They were
approach to
used as the
used
in
future
electric
drive
programs.
In
recognition
of
this,
an
extended
range
of
operating. conditions,
variety
of
additional
Shell and tube heat exchanger technology has advanced considerably in the
past decade.
point
that exchangers
densities up
to 40 fins/inch
with fin heights from 0.03 to 0.06 inches, and tube outside diameters from
0.375 to
1 inch.
5-262
conven-
tional
tubes.
Wolverine
Division
of
UOP
has
recently
developed
the
Turbo-Chil finned tube which is an integral low finned tubing with internal enhancement.
nent
in the refrigeration
an exchanger
boiling or
could
be
used
immersion cooling.
to
In
addition,
advantage
in
support
of
nucleate
condensation or
Mitsubishi
Electric
Corporation
of
Japan
has
developed
Used in ventila-
tion air duty, the paper serves as a primary surface in combination with
triangular
fins
made
of
special kraft
papers.
Although
limited
to
reducing
measure,
should
be
explored
for
limited application
in
Plate
fin
recent
exchanger
years.
technology
Advances
has
experienced
in manufacturing
also
technology
dramatic growth in
have
produced
high
a highly compact multilouver copper fin with a fin density of about 50.5
fins/inch and corresponding heat transfer area density of 1341 ft. 2 /ft. 3 .
AiResearch
has
developed
an
aluminum
offset
strip
fin
that has
fin
In
addition
to
design
developed materials
tions.
and
and manufacturing
technology
advancements,
in heat
newly
transfer applica-
improved
corrosion
resistance.
In
particular,
Phillips
Petroleum
Company has developed a new material, Ryton PPS, which is being considered
for
plate
inert
heat
exchangers
properties.
development
because
Ceramic
in heat exchanger
is
of
its
another
high
strength
material
that
application.
5-263
Foam ceramic
and
has
relatively
seen
rapid
structure, with
its intrinsic small passages, provides a high surface area to volume ratio
turbined recuperator.
Stirling
Any
technique
that
increases
the
heat
transfer
coefficient,
h,
or
or
accomplish
both
of
beneficial
effects
the
heat
system
hardware
lower
these
are
the
simultaneously.
achievable
sizing
temperature
permissible
may be
with
reduced
It
is
thought
augmentation,
and
the
difference
then
overall
if
that
or
these
the
cooling
system
thermal
Active
passive techniques
refers
to
those
techniques
do not
that
require
power while
from both
Passive Techniques
Following
is
brief
description
of
some
of
the
Treated Surfaces
Rough Surfaces
Extended Surfaces
5-264
more
common passive
for
that a treated
augmentation
of
boiling heat
transfer
tech-
to fluorocarbons.
One
It
is
believed
chip
that
or
substrates
carrying
transistor
Surface
roughness
transfer
in
the
has
long
been
considered
forced-convection
a means
mode.
However,
of
augmenting
this
heat
technique
is
Vortex generators,
such as
weighed
against
supply
Wicking
thermal control
of
there is
(which
includes
heat
pipes)
have
been
an
applica-
considered
for
As they need an
liquid
working
additives
additive
fluid
have
while
is
still
to
preserve
improving
been investigated
and
the
the
some
desirable
heat
have
properties
transfer.
been
The purpose
found
of
great
to
the
many
produce
Liquid additives
5-265
immersion cooling
are
considered
in
Active Techniques
Following
is
brief
description
of
some
of
the
more
common
active
Mechanical Aids
Surface Vibration
Fluid Vibration
Mechanical aids for the transfer involve stirring the fluid by mechanical
means
The literature
transfer
must occur.
In one experi-
is
transfer.
usually
not
compatible
with
most
available
heat
exchangers.
Surface vibration and fluid vibration have also been used to increase the
heat
transfer
coefficient
in the
cooling
of
electronic
equipment.
In
comparing these techniques, it was found that fluid vibration was the more
practical augmentation technique due to the mass of most heat exchangers.
The vibrations used typically range from about iHz
to ultrasound.
Some
workers hive questioned the efficiency of this approach when system reliability is also taken into account.
the
literature
that vibration is
not effective
as an augmentation technique
to warrant
Electrostatic fields
ments
as
technique
been tested
transfer.
successful,
this
5-266
cent.
a power transformer.
equipment
Injection involves the forced supply of gas into a flowing liquid through
a
porous
heat
transfer
surface.
It
is
believed
that
the
resultant
Some
the overall
A further consideration is
reliability of the equipment
being cooled.
5.7.2
future
section,
based on
the current
and near term electric drive systems from phase II of the electric drive study
contract,
those
and
that
past
electric
are projected
to
machinery
have
experience.
the most
Critical
technologies,
The best electric drive concepts determined in phase II of the electric drive
study were
analyzed to determine
subsystems
that make
generally
potential
subsystems
for
technologies
improvements.
producing
associated
large
weight
significant
with
these
Conversely, subsystems
contribution
This analysis
and volume
system
subsystems
is useful
contributions
improvement
indicate
of
in that
have
if
major
the
high
component
future
5-267
volume
contribution
of
six
major
subsystems/subdivisions
to
total installed transmission weight and volume are presented in figures 5.7-17
and
5.7-18
for
the
best
electric
transmission
concepts
from
the
phase
effort and for two hydrokinetic transmissions (DDA X300 and DDA ATT1064).
six
subsystems/subdivisions
electronics,
gears,
weights
volumes
and
transmission
subsystems.
only
Power
considered
include
generator,
and
cooling,
presented
and
do
not
in
motors,
miscellaneous.
figures
include
traction
5.7-17
final
and
drives,
The
5.7-18
engine,
II
The
power
installed
are
and
for
engine
in
The weight information of figure 5.7-17 shows for the 19.5 ton DC system
ACEC)
that
the
traction motor
along
account
for
65 percent
of
(by
the system
Regarding AC transmission
systems for both 19.5 and 40.0 ton vehicle applications, the traction motors,
power electronics, gears, and cooling have significant impact on system weight.
Concerning the volume information of figure 5.7-18 the DC motors again have a
major impact on
the total
ton vehicle
with AC electric transmissions the power electronics, cooling, and gears have
the most dominant
5.7.2.1
Critical Technologies
Two critical technology areas were identified from the technology trends and
the
weight
These
and
volume
analysis
critical technologies
are power
semiconductors
and
materials.
the weight
and volume
permanent magnetic
significantly impact
projected
improvements
in
third
machinery
critical
technology
applications.
is
Future
current
collection
improvements
in
5-268
brushes
brush
speed
for
and
homopolar
in current
CL
Wr-UJ
ILiiL
-J-JLU:
z
zLU
>
CL
w
= z
j 0Z=)
Q0 CL
) CI
e.C
<>
0
b9C
E-
U=
aCJ
CV
c~o
t
CC)
0L >Q OC
E--q
EjcD
~D
:o;
o
goor
0o
0-
O 04~ LO
c'JC'
S81-IHn
for Bes
Figre .717.WeghtCoparso
Elcti
5-269)
Trnmiso
Cocpt
LL
a.w
-0
.>0Qa:
-.
L(0
CL
IL
*3c'
E-j
IJ
Z'
0 .CC)CL
0--2
>0 >
()'1(
< 0~
c'cJ
LtU
U)
U'
c'J\
1LO
0 > C) CI
eLj
Vlue omprionFo
Figre5.-18
F-
Bet
letri
5-270
Tanmisio
Cncpt
due
to
their
Homopolar drives
relative
simplicity.
One aspect of this simplicity is that no power electrics are required in the
main
power
circuit
resulting
in
significant
reduction
of
the
rating
and
Although
not
techniques
considered
critical
optimization
and
of
technology
integrated
area,
cooling
improved
systems
cooling
offers
some
in cooling
for
improvement
development activities
DC
drive
in technologies
systems.
However,
no
in
significant
5.7.2.2
This
section
used
in electric
power
addresses
transmissions
conditioner units.
including
major electric
alternators,
machinery
traction motors,
and
following sources:
Near
term
electric
machinery
data
from
the
electric
drive
study
Trends
of
power/weight
and
power/volume
5.7-21.
The
trends
for
alternators,
AC
5.7-19,
traction
5.7-20,
designs from 1975 to 1987 and on production design projection out to 1995.
The alternator
trends of
of over 15 percent
improvements
in
from 1990
permanent
to 1995 production.
magnet
materials
5-271
and
This
growth
cooling
is
based
techniques.
on
The
LO
a)
a)
C) cmI
00<
oL
CLU
00
a.
rr~
cc
0
0
a: M
CDC
CL
0
CD
C')
C\1
qM) - IH!9]MU9MOd
Figure 5.7-19.
Alternator Trends
5-27 2
projection from 1990 to 1995 assumes that maximum rated speed remains at 18000
rpm.
If
max
speed
can be
increased
through
improved
design
then
greater
AC
permanent magnet
traction
motor
trends
are given
in
figure
5.7-20
and
The trends
of figure
5.7-20
are predicated on
motor
designs with a rated power speed range near 4 to 1 and short time duty rating
of 3 times continuous.
Trends for power conditioner units are presented in figure 5.7-21 and indicate
over 20 percent improvement
from
1990
to
1995.
This
The power
indicated
in section
to 400 kilowatts and short duty ratings of three times the continuous rating.
The
power
link.
conditioner
The
units
1990 power
conditioner unit
or GTO
technology and the 1995 PCU is based on MOS controlled thyristor technology.
5.7.2.3
Projections
of
characteristics
electric
future
electric
were developed
machinery projections
1990.
The
transmission
from the
of
concepts
the previous
II are
electric
best
installed
of phase
section.
considered as
machinery
weight
and
II
volume
and
the
improvements
section were applied to the 1990 production system to produce systems that are
considered probable
for
1995 production.
Table
power to weight values for the 1990 and 1995 production versions of the best
electric transmissions
for
The improvement of
the 1995
systems
Garrett
AC permanent
magnet drive
shows
5-273
the greatest
improvement
with
The
15
C)
0
C)-
9VflOU>
CO
LO
a)
\L
0)
4
< z
<
-~-00
c>- U
0
DO
CD
Ci)
00
C0
'zLujC
LI
0-
L
a
L
a
Uj0
00
qI/MM
Figure 5.7-20.
6r
l HOI9MUM~d
6~C
CD'
00
C0
00
C)
co
LU
0<
oX
00
0LUj
LL LUj
~LU
FH
cI
I
qM-
Figure 5.7-21.
0D
7-
Iq
lI
(0
C)J
IHOENVU9/HMOd
5-27 5
CD
for the
with 6 percent.
the least
improvement
300 and ATT1064 hydrokinetic transmissions are also included in the tables for
comparison.
Transmission
weight
incorporate
and
volume characteristics
given in tables
the
final drives.
Table 5.7-2.
1990 Production
1995 Production
Power/Weight1
Power/Weight I
Improvement
(HP/LB)
(HP/LB)
(Percent)
ACEC DC Trans.
0.17
0.18
Garrett AC PM Trans.
0.20
0.23
15
Unique AC PM Trans
0.24
0.26
Vehicle Weight/
Transmission Description
(Dual Path)
0.15
0.26
0.30
15
Unique AC PM Trans.
0.32
0.35
(Dual Path)
0.23
5-276
Table 5.7-3.
1990 Production
1995 Production
Power/Volume1
Power/Volume1
Improvement
(HP/LB)
(HP/LB)
(Percent)
ACEC DC Trans.
33
35
Garrett AC PM Trans.
30
35
16
Unique AC PM Trans
30
34
13
Vehicle Weight/
Transmission Description
(Dual Path)
16
44
51
16
Unique AC PM Trans.
39
44
13
(Dual Path)
35
The
transmission
system
for
presented
update
DC
collection
to
systems
section addresses
40.0
homopolar
that will
ton
combat
drives
due
the design
vehicle.
to
of a DC homopolar
This
discussion
recent advances
is
in current
in current
density
and surface speed and potentially produce significant system weight and volume
reduction.
5-277
5.7.2.3.1
We
outer
thickness DRsi.
We are given,
an
outer
sleeve
of
radial
sleeve conductor.
thicknessARSO
To prevent
conducts
the
armature
armature
The active
2La.
length the field flux is in space guadrature with the inner sleeve
At the two
end regions of the drum, brush structures of axial length Lb collect the inner
sleeve current and transfer it to the outer
sleeve conductor.
These brushes
cover a fraction Fb of the available brush area (2 ? RoLb) and have a brush
current density of Jb.
The entire
of
the
shell is Rshell
Bshell.
The
field
coils,
assumed
field flux
square,
have
density
a
side
specified
length
of
Lc,
as
a
packaging factor of Fc and a current density within the field copper of Jc.
The
total
field
flux
0f
for
one
0f = 27 -Ro La Bo
(HI)
This flux passes a given point on the outer surface of the drum at a rate of
Vb/(2
by
Vs = 2 x
Vb
x 27
Ro La Bo
(H2)
2 7 R.
5-278
ARMATURE CURRENT
_________________TERMINALS
La
ELD
COIL
L
FIELD
COIL
C
A_
__a-r
ARb
r Y
is-
R
_i
ARgap
Figure 5.7-22.
5-279
R shell
La=
Vs
2
(H3)
VbBo
Since we require the field flux to flow through equal cross-sectional areas of
drum iron, not including the shaft, we must have
2 "rRo La =
Rsi) 2 - R
[ (Ro -
Shaft
I (4)
[ Ro 2
As =
(Ro - Rsi) 2
we have
(Ro
Rsi) 2 = Ro 2
As/e
(H5)
If we substitute this into (H4) we obtain an equation for the drum radius
Ro 2 = 2 La Ro - (As/t + R 2 shaft) = 0
Ro = La +
4]L2
+ As/ff
+ R 2 shaft,
As - Io = Po
Jc
JcVs
5-280
(H6)
Po/Vs)
4Ro2
ZaRsi = Ro -
As/
"
(H7)
ARso =
N/Rgap + As/ 1
- Rgap,
(H8)
where Rgap = Ro + & Rgap and A Rgap is the air gap radial thickness.
Po = Vs Io
= Vs 2?r Ro Lb Fb Jb
we have
Lb =
10
(H9)
2lTRo Fb Lb
has
radial
length
of & Rb
and
bulk
resistivity
Rb=
Pb
LARb
2i-rRo Fb Lb
If each brush has a contact drop of Vct, the equivalent contact resistance Rct
at rated current Io is then given by
Rct = Vct
10
Rs =
5-281
c is given by
(HI0)
If we assume that the total field mmf is dropped across the air-copper gaps we
have for the total field flux gap, Lf
Lf =
Rsi +
Rso + 27rRgap
(H1)
where we have assumed that the drum end air gap is the same length as the drum
radial air gap.
Rf=
Lf
io
(H12)
2 TRoLa
If Nf = Bq 21Ro La
(H13)
Rf
Lc
=
If
(H14)
Rc =
fc 2 '
(H15)
Fc Lc
field
12 R = (If Nf) 2 Rc
(H16)
5-282
Lc/2)
(H17)
Rshell =
_L_
+ R 2 coil
(HI8)
Bs
Lm = 2 (2 La + Lc _ARso)
(H19)
Vol =
R 2 shell Lm
If we assume
this
entire
(H20)
volume
is
filled with
iron
we
will
then
have
The only remaining loss mechanism needed to calculate the machine efficiency,
is
If
the coefficient
of sliding friction of
the
brush material is-b and the mean brush pressure is Pb we have for each brush
friction loss
Mb x pb x 27r
Ro Fb Lb x vb
(H21)
A computer program has been written to evaluate the above design performance
equations.
through 5.7-26.
In these figures
for component
weights
and
vehicle
study
voltage.
considered
in this
as
function
of
specified
motor
speed
400 hp and the air gap (input) power rating of the generator is assumed to be
900 hp.
Values
needed to
two motor systems of figures 5.7-23 through 4.7-26 are assumed to be 4 meter
5-283
000
OOOTx) iq0TOM
(sPunod
--- -
..
. .. -
--
- - -
-.
---
- 7.
--
-4..
10O.O/IO:tJu~f)
---
---
-- --- --
1-
- --- -
--
- - -- -
-- - 7 -- - --
- -
-- - -
04 X
'7--
------
----
rNil
--------
--
- -
--
--
--
--
->
>q~.-0
Oi
(a
--------------
>~U
-0
>
--- - -
---
--
- -
--
- - ---- - - -
- - --
0----
----
14)
I1
-W
0)
--
---
---
---
----
--
-:
--
--
A-------
-7x
-WA
--
Ln
(sPuflod OOOTx)
Figure 5.7-23.
uwiMm8sAS
5-2 84
In
......-.7
----------
..--------
--.....
---------------
-----
94j'
0)0
020
101
-- - --
w~A: "1
7.................
4j
........
41
w-O.
-~4
-----
.....
IF-4
-P-4
------
------
5~
.. J
Q) 0w
024)
-4-
4.1
00
>
a0
x
S-----.......
lo ----------Fiue5724Hmplr3ytmCarceitc
41
285
......
4bTM 2o4OW/.Io4ea9u89
(spurnod OOOTx)
:T
- T- -- - - - -- - 7 - -- - -- -- ------ -- --
-- -
-:-
- -
- ---
-: .
--
--
:4
---
--
--
---
----
--
--
-: -
--
-7
--
-- --
--
----
---
---
..
: ...
-----
-:--
--
----
-W
-J
- --
--
- -
--
-~~
---
- 0--
--
- -
--
--
--
--
'
--
> >
I
I0
ci
0~0
-o
-- - ---w- - -
- - - - --
... - ..
------- -
OGw
3:
--
---
- --
- .....
....
....
..... ...
...
...
.
: ---
(SI~
Fiur
qfT14MI.A
5.725
--
- -- -
----
*IIX
HmprSseChacristc
5-286
M84SAS
()ADu~OF;;IJ
f4 aoqowI/ao,4ieSU9
4qf).
000-Ex)
(spunod
S00
M,
-~
i ----N
......
-N
-,..
.. ......
:'
--
. ......... ---------
.
........
....
......
.
......
.......
'~.
.........
.
i, 4G
4J
41 -
..
"'.
.
-N
4P3
-..
-.
..
..............
.....
.:
343
"
. ........
........
......--..-
..
......-.
...........
V.4 .
>
1
. ..
..
..
..
...
.-
..
..
.-
...
..
. . ..
...
..
. .-
..
...
..
..-
.. .. .
(Sun-Od 00011)
Figure 5.7-26.
"I
VJbT91
- - --
-- -- ---
094sAS
5-287
04
..
M:
0 .
043
armature
current
The
values
for
maximum
brush
velocity
in
meters
per
the
examples
through
5.7-26
are
100
and
current
density of
107
work
in the SDI
program.
200
and
the
figures
value
of
5.7-23
brush
from recent
second
of
107 amperes
per
square meter
in figures
at
5.7-23
rather severe weight penalty which must be paid for traction motor design with
a 10
to
5-288
TABLE 5.7-4
CONSTANTS USED IN THE DC HOMOPOLAR MACHINE
DESIGN AND ANALYSIS
Shaft radius
Rshaft
0.0381 m
aRb
0.01 m
ARgap
0.0025 m
Bo
1.3 T
Bshell
1.5T
Wb
0.2
Brush pressure
pb
104 N/M 2
Vct
0.1 V
Jc
107 A/M 2
Jb
107 A/M 2
/ m
7800 kg/m 3
Copper resistivity
fc
1.7 x 10-8
mrnl
Brush resistivity
Pb
3.4 x 10- 8
mXL
Fb
0.5
Fc
0.6
5-289
Power Semiconductors
PS 1
B.J.
Power
Device
Transistors:
Design,
and
PS 2
(MCT's),
Thyristors
Controlled
"MOS
Temple,
VoAoK.
IEEE
"
PS 3
M.
Stoisiek
and
MOS-Controlled
H.
Strach,
Emitter
GTO
"MOS
Shorts,
"IEEE
Turn Off
International
Thyristor
with
Electron Devices
PS 4
and W. Tantraporn,
VoAoK. Temple
on Electron Devices,
Vol.
PS 5
G.
"A Unique
Templeton,
Applications
The
Alternative
High
Conversion
"Power
GTO,
to
Peak
and
Power
Switching
Intelligent
Motion,
PS 6
B. J. Baliga,
"IEEE
"Revolutionary Innovations
International
1986,
pp.
102-105.
CONTROLS
C 1
"Microprocessor
et.at.,
Myers,
J.
Glenford
"Proceedings of the IEEE," Volume 74, No. 12,
Trends,
Technology
December 1986, pp.
1605-1622.
C 2
Eric
J.
Wilder,
John
P. Walden,
and Michael
S.
Adler,
"A
Highly
5-290
COOLING TECHNIQUES
CT 1
The
Cooling
of
Electric
Machines
and
Cables,
DeKening,
T.
First
CT 2
Handbook
of
Heat
W.
Transfer,
M.
Rohsenou
and
J.
P.
Hartnett,
CT 3
Progress
in Heat
and Mass
Transfer.
Heat
Transfer
Review,
E.R.G.
CT 4
Conference Proceedings,
Toronto,
Canada,
1978.
CT 5
and
CT 6
Thermal Analysis
and Control
of Electronic
Equipment, A.
D.
Kraus,
CT 7
5-291
1984.
APPENDIX A
19.5 and 40.0 Ton Vehicle Specifications
2.
5.3 sq m (57 ft 2 )
Track Width
engine overspeed.
effort of 208,000 Newtons, Reverse - 208,000 Newtons. There shall be tactile feedback to the
driver when the transmission is in forward or reverse operational mode.
provide for safe, predictable performance for extended periods at speeds below 5 Km/hr.
b.
Steer System:
A regenerative speed control system is required.
The steering controls shall remain operative in the event of engine failure or
vehicle towing. The steer system shall be capable of accepting full engine power.
c.
Cooling Capability:
Capableof continuous tractive effort operation of at least 121,500 N.
A-1
d.
Braking:
The vehicle shall be capable of a deceleration rate from maximum speed on level hard
surface road at least 7 m/sec 2 (peak and 5 m/sec 2 (avg.). The vehicle shall be capable of an
included hold with engine off on at least a 60% slope. The vehicle shall be capable of at least 25
stops from 60 Km/hr @ 5 m/sec 2 @ 3 minute intervals.
Kw, to include silent watch - the silent watch is non-mobile, with noise, light, and smoke
discipline.
The above power requirement covers turret hydraulic, radio, and other electrical
Speed on Grade:
The propulsion system shall be capable of sustaining forward vehicles speeds on hard
Acceleration:
The vehicle shall be capable of acceleration on dry level surface from idle, from
application of the throttle, in the forward direction from zero to 32.2 Km/hr (20 mph) in seven
seconds; and in reverse direction from zero to 16 Km/hr (10 mph), in five seconds.
Assume no
i.
Shock:
The electric drive system must be able to withstand a 15 g shock and in any direction.
A-2
....
...
-<~T
207
.....
'Za:
.z7
---
7--
4F.
A-A
- I
SClumbua,
Indiana 47201
BASICT-93ENGINE ?MODEL:
CURVE
NUMBER: RC-3914-A
VTA-903-T
ENGINE FAMILY:
CPL CODE:
DATE:
0383
4/12/79
BY:
M.L.S.
DISPLACEMENT:
903 in ( 14.8 litre
ASPIRATION: TUR8OCHARGED & AFTERCOOLED
PATIr:,*.
I (kW) 6 RPM
STROKE:4.75 in1 121 mm) NO. OF CYLINDERS: 8
me)
in I 140
BORE: 5.5
EMISSION CONTROL: AFC
FUEL SYSTEM:
1200..
.. _t
.t
.;._
110
I,1(373) 0 2600
PT
-'
_ __
1100tak
'm
Sa
RESTRICTED TO MILITARY
TACTICAL VEHICLES ONLY 7-,
RPM
C-T-
.1000
90"
-.
, .
--
SI
,00
400
----
" r-.
-.
'70
:Kf
~1
.400
"
.450
-tW
j
;:
---
200
100.
100
c-
--
.____
1t - 1-77
1400
1600
2200
1800 .
2000
ENGINE SPEED - RPMN
A-
I
2400
--
2600
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I w,ale veor prntxure mtn No. 2 "sselfuwa.
rANDARDS DP'T.
CERTIFIED WITHIN 5%
Figure A-2.
A-4
CHIEF ENGINCFn
1'/
731
21~
a i
S~0
L....~'
MG REr''
95TnBsln
A-
rwn
2.
6.34 sq m (68.25 ft 2 )
Track Width
engine overspeed.
provide for safe, predictable performance for extended periods at speeds below 5 Km/hr.
b.
Steer System:
A regenerative speed control system is required.
The steering controls shall remain operative in the event of engine failure or
vehicle towing. The steer system shall be capable of accepting full engine power.
c.
Cooling Capability:
Capableof continuous tractive effort operation of at least 250,000 N.
A-6
d.
Braking:
The vehicle shall be capable of a deceleration rate from maximum speed on level hard
included hold with engine off on at least a 60% slope. The vehicle shall be capable of at least
25 stops from 60 Km/hr @ 5 m/sec 2 @ 3 minute intervals.
least 7 Kw, to include silent watch - the silent watch is non-mobile, with noise, light, and smoke
discipline.
The above power requirement covers turret hydraulic, radio and other electrical
Speed on Grade:
The propulsion on system shall be capable of sustaining forward vehicle speeds on hard
Acceleration:
The vehicle shall be capable of acceleration on dry level surface from idle, from
application of the throttle, in the forward direction from zero to 32.2 Km/hr (20 mph) in seven
seconds; and in reverse direction from zero to 16 Km/hr (10 mph), in five seconds.
Assume no
i. Shock:
The electric drive system must be able to withstand a 15 g shock load in any direction.
A-7
so
.--;
3T----.-
7=-.
302
~:zS1E
05
MPH
FigreA-I..Trctve
ffrtVerusVeicl
A-8
See
AD 1000
PROJECTIONI
ASSUMPTIONS:
.FAN mp
1201 GROSS HP
8Uj
700
60
GROSS=
420
6000
420
120a
2400
2000
ENGINE SPEED (W.1)
1600
2800
320a
14
*L
LL !.J5
A-10
APPENDIX B
ELECTRIC DRIVE CONCEPT CHARACTERISTICS AND DRAWINGS
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