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 CONS/1011-5
NASA TM-73760

(NASA-TM-727EC) EASEIINF TESTS CF 7HE EEC N7e-21010

HUMMINGBIED FIECIFIC FASSTNGFF VEHICLE
(NASA) 4E F PC A03/MF A01 C5CI 11F
r]PCIas
G_/85 C9463

BASELINE TESTS OF
THE EPC HUMMINGBIRD
ELECTRIC PASSENGER VEHICLE

Ralph J. Slavik, Edward A. Maslowski,

Noel B. Sargent, and Arthur G. Birchenough
National Aerorautics and Space Administration
Lewis Research Center
Cleveland, Ohio 44135

December 1977

INJ 1^^a
rn

Prepared for
DEPARTMENT OF ENERGY
Division of Transportation Energy Conservation
Under InteragenLy Agreement EC-77-A-31-1011
 y

, ^

NuTlr_E

This report was prepared to document work sponsored by

the United States Government. Neither the United States

nor its agent, the United States Energy Research and

Geve.lopment Administration, nor any federal employee+,

nut any of their contractors, suLcontracturs or their

emlluyees, mikes any warranty, express or implied, or

assume, any legal liability or responsibility for the

accuracy, com{leteness, or usefulness of any informs

tion, apparatus, 1,roduct or process disclosed, or

relresents that its use would not infringe 1•rivately

owner! rights.

A
Y
 r
t^

—4 N

1 Retort N,, ? Government Accession No 3 Recgnents Catalog No

NASA TM-73760
a_— 4 Title and Subtitle 5 Relx)rl Elite
December 1977
I - BASELINE TESTS OF THE EPC HUMNUNGBIRD ELECTRIC
6
per t „rmmy clrpm:alon Cole
PASSENGER VEHICLE
7. Authorls l R Performing OrgamtaOon Report No

Ralph .1. Slavik, Edward A. Maslowski, Noel B. Sargent, and E-9485

Arthur G. Bircheno 'h 10 Work unit No
9 Pertor rniny Organitabon Name and Address

National Aeronautics and Space Administration 11 contract or Grant No

Lewis Research Center
Cleveland, Ohio 44135 _ 13 Type of Rep.. • t and Period Covered
I
12 Sponsoring Agencv Name and Address Technical Memorandum
Department of Energy
14 Agen,v "'Report No.
Si ?nsor,ng
Division of Transportation Energy Conservation
Washington, D.C. 20545 CONS/1011-5
15 Supplementar y Notes

Prepared under Interagency Agreement EC-77-A-31-1011.

16 AbstraCt
The EPC Hummingbird, an electric passenger vehicle manufactured by Electric Passenger Cars,
Inc. , San Diego, California, was tested at the Dynamic Science Test Track in Phoenix, Arizona,
between March 23 and April 26, 1977. The tests are part of an Energy Research and Develop-
ment Administration IERDAI project to characterize the state-of-the-art of electric vehicles.
The Hummingbird vehicle performance test res , llts are presented in this report.

♦M

17 Key Words ISuggested by Aulhorlsll 18 Distribution Slatrmew -- —

Electric vehicle Unclassified - unlimited

Car STAR Catt.Vory 85
Test and evaluation DOE Category hC-96
Battery
19 Secur,ty Claud lot tl„s report) ?0 Secunts Datl dlot th,% t>agc i 21 No of Pages 22 Pr,ce'

Unclassified Unclassified 44 A03

For sale by the Nat on3l Technlc.il Inlorrnitlon Setvlce, Sprmgheld VIIglnn 22161
 AL
1 4

The Electric and Hybrid Vehicle Program

was conducted under the guidance of the
then Energy Research and Development
Administration (ERDA), now part of the
Department of Energy.
 -
i 1
I

A.
•
Jam`

BASELINE TESTS OF THE EPC HUMMINGBIRD

ELECTRIC PASSENGER VEHICLE

V

Ralph J. Slavik, Edward A. Maslowski,

Noel B. Sargent, and Arthur G. Birchenough
Lewis Research Center

SUMMARY

The EPC Hummingbird, an electric passenger vehicle

manufactured by Electric Passenger Cars, Inc., of San Dieqo,
California, was tested at the Dynamic Science Test `track in
Phoenix, Arizona, between March 23 and April 26, 1977. rhe
tests are part of an Energy Research and Development
Administration (ERDA) project to characterize the
state-of-the-art of electric vehicles. -rhe Hummingbird
vehicle performance test results are presented in this
report.

The Hummingbird vehicle is a converted four-passenger

Volkswagen "'thing" powered by 12 heavy-duty, lead-acid
batteries. rhe rear-mounted internal combustion engine has
been replaced with an electric motor made by modifying an
aircraft generator. The motor shaft is connected to the
drive train through the conventional Volkswagen 4-speed
manual transaxle, including the clutch. The controller is a
transistorized chopper with current limiting and thermal
overload protection. rhe braking system is a conventional
Volkswagen hydraulic braking system. Reqenerative braking
was not provided.

All tests were run at the .cross vehicle weight of 1463

kilk)grams (3225 lhm). The results of the tests .are as
follows:

Test :,, nJitton Tyl,r of teat

l:onst.tnt cl , eed of —
dtivtno sohe,luIvI Ren.le Road Road enrt.ly t'nrlq)' 00nsum111W11
1'' Wet .
- km h mph km ml le kw vt km kwh - Mlle Mt k – kwh Mlle

40 :1 tib.S 15 :.45 0.1 0. 1: 1.11 0,`,.

56 IS It-14 i a'. 1 11 I.nl

•
'rhe Hummingbird was able to accelerate from 0 to 32
kilometers per h0u1_ (0 to 20 mph) in 9.4 seconds and from 0
to 48 kilometers per hour (0 to 30 mph) in 22 seconds. The
gradeability limit was 22 percent.
 INTRODUCTION

The vehicle tests and the data presented in this report

are in support of Public Law 94-413 enacted by Congress on
September 17, 1976. The law requires the Energy Research
and Development Administration (ERDA) to develop data
characterizing the state-of-the-art of electric and hybrid
vehicles. The data so developed are to serve as a baseline
(1) to compare improvements in electric and hybrid vehicle
technologies, (2) to assist in establishing performance
standards for elt-ctric and hybrid vehicles, and (3) to help
guide future research and development activities.

The National Aeronautics and Space Administration

(NASA), under the direction of the Electric and Hybrid
Research, Development, and Demonstration office of the
Division of Transportation Energy Conservation of ERDA, has
conducted track tests of electric vehicles to measure their
performance characteristics and vehicle component
of f icienc ies . The tests were conducted accord inti to the
ERDA Electric and Hybrid vehicle 'Pest and Evaluation
Procedure ERDA-E?Hv-TEP, described in appendix E of reference
1. rhis procedure is based on the Society of Automotive
Engineers (.,;AE) J227a procedure (ref. 2). Seventeen
electric vehicles have been tested under this, phase of the
program, 12 by NASA, 4 by MERADCOM, and 1 by the Canadian
government.

The assistance and cooperat ion of Electric Passen,ler

Cars, Inc., the vehicle manufacturer, is Greatly
appreciated. The Energy Research and Development
Administration provided f and ing support and qu idance during
this project.

U.S. customary units were used in the collection anti

reduction of data. The units were converted to the
International System of Units for presentation in this
report. U.S. customary units are presented in parentheses.
The parameters, symbols, units, and unit abbreviations used
in this report are listed here for the convenience of the
reader.
 •

ORIGINAL PAGE M
OF POOR QUALITY

Parameter Symbol SI units U.S. customary units

Unit Abbrevia- Unit Abbrevia-
tion tion
Acceleration a meter per second squared m/22 mile per hour per second mph/s
Area --- square meter m2 square foot: square inch ft'; in
Energy --- mega3oule MJ kilowatt hour kWh
Energy consumption E mega3oule per kilometer MJ/km kilowatt hour per mile kWh/mile
Energy economy --- meya3oule per kilometer 14J/km kilowatt hour per mile kWh/mile
Force P newton n pound force lbf
Integrated current --- ampere hour Ah ampere hour Ah
Length --- meter m inch; foot; mile in.; ft; ---
Mass; weight W kilogram kg pound mass lbm
Power P kilowatt kW horsepower hp
Pressure --- kilopascal kPa pound per square inch psi
Range --- kilometer km mile ---
Specific energy --- mega3oule per kilogram MJ/kg watt hour per pound Wh/lbm
Specific power --- kilowatt per kilogram kW/kg kilowatt per pound kW/lbm
Speed V kilometer per hour km/h mile per hour mph
Volume --- cubs meter ml cubic inch; cubic foot in 3 ; It

OBJECTIVES

The objectives of the tests were to measure vehicle

maximum speed, range at constant speed, range over
I stop-and-go driving schedules, maximum acceleration,
gradeability, gradeability limit, road energy consumption,
road power, indicated energy consumption, braking
capability, battery charger efficiency, and battery
characteristics for the Hummingbird electric vehicle.

r TEST VEHICLE DESCRIPTION

The Hummingbird is a converted four-passenger

Volkswagen "Thing" powered by 12 heavy-duty, lead-acid
battery modules. The rear-mounted internal combustion
engine has been replaced with an electric motor made by
modifying an aircraft generator. The motor shaft is
connected to the wheels through a conventional Volkswagen
4-speed manual transaxle, including the clutch. The
controller is a transistorized chopper with a 400-ampere
current limit and thermal overload protection. The vehicle
is driven in a conventional manner, with an accelerator

i
t
pedal to increase power, a clutch to shift gears, and a
conventional pedal to activate the hydraulic brakes. No
regenerative braking was provided on this vehicle. The
vehicle is shown in figure 1 and a detailed description is
given in appendix A. A 230/208-volt off-board charger was

3
 _I

provided to charge the traction battery. A 120-volt

on-board charger was provided to charge the accessory
battery.

INSTRUMENTATION

The Hummingbird was instrumented to measure vehicle

speed and range, battery current and voltage, motor current,
temperatures of the motor frame and front and rear battery
packs, and battery charger power. A schematic diagram of
the electric propulsion system is shown in figure 2.

A Nucleus Corporation Model NC-7 precision speedometer

(fifth wheel) was used to measure vehicle velocity and
distance traveled. Auxiliary equipment used with the fifth
wheel included a Model ERP-X1 electronic pulser for distance
measurement, a Model NC-PTE pulse totalizer, a Model ESS/E
expanded-scale speedometer, and a programmable digital
attenuator. The fifth wheel was calibrated before each test
by ritating the wheel on a constant-speed, fifth-wheel
caliorator drum mounted on the shaft of a synchronous
alternating current (AC) motor. The accuracy of the
distance and velocity readings was within +0.5 percent of
the readings.

The integrated battery current was measured for the

battery packs with a current shunt and an on-board current
integrator. It was recorded manually after each test and
after each battery charge cycle. This measurement provides
the ampere-hours delivered from and returned to the battery
pack. In addition, battery electrolyte temperatures and
specific gravities were measured manually before and after
both the test runs and the charge cycles. The current
integrator is a Model SHR-C3 Curtis current integrator and
was calibrated periodically to within +1 percent of reading.

The vehicle speed and distance pulses were recorded on

3 Honeywell 195 Electronik two-channel, strip-chart
recorder. The battery current and voltage were also
recorded on a Honeywell 195 recorder during the charge
cycle. The accuracy of this model recorder is better than
0.5 percent.

In addition to battery voltage, current, and

ampere-hours recorded during the charge cycle, the energy
delivered to the charger was measured with a General
Electric 1-50A single-phase residential kilowatt-hour meter.
During one charge series, charger efficiency was measured
with a laboratory-type wattmeter with Hall-effect current
sensors that was manufactured by Ohio Semitronics, Inc.

4
 _^qr

Motor current wa:: measured to determine motor

pertormance dl► rinel t^perat ion. An 800-anlpett` current :;hunt
was used, the current was displayed tin .In analog 1110ter
mounted on the veh is le instrument panel.

Motor t rame and hat tery pack temperature.,; were sensed

with iron-constantan thet-mocOuple prt`he::. 'Thr`e'e we`re wired
through a three-position selector switch for display on an
analog meter.

Power for the fifth whet`1 and CUl'rent integrator was,

provided from a 12-volt start ino, 1 ittht ing, and itlnit ion
(sLI) hattery. A Tripp Lite 500-watt DC Al i inverter
provided the alter IM in•l -current power.

All instruments were cal ► p rated periodical ly. The

integrators and strip-chart recorders were calibrated with a
Hewlett - Packard Nadel ti4,'o N Inete • r calibrator, which has an
accuracy of 0.2 percent of reading and a u::ahlt` tango of
0.01 to 1000 voi's.

TEST PROCEDLIRU'S

The tests tioscr ihed 111 t h I:: I - epoI t were pertotnled at

the Dynamic science '1'e::t Track, a two-lane, 3 . 2-, -k i lonleter
(2-mile) asphalt track located in Phoenix, Arizona. A
complete de::cr ipt ion tit ' the track i:: .1 1voll in appendix 13.
When the veh is 1 t` was tie 1 ivet ed to the t t`:,t t rack , tilt'
pretest :hocks described In apt`endlx C were conducted. the
f first test was a for m.t l shakedown to fail i l fiat- iZe the tit ik'el
with the Opel-,It inel t • h,lt act er i::t ics of the vehicle, to chet•k
out a l l lnst rlllllellt ,It loll ::)': : t t`Ills, and I t' tiVt t ` t 111111(` t ilt,
Vehicle's 111,1x ununl ::peed. A l l t est s were run 111 accol ,i.lnt•e
w it h t he t• KDA F l ect r is and tivhr id \'eh it • I e Te:.t and
Eva Ill,lt it'n Procedure F RDA- FIIV-TF.1`, append lx I t`t
reference I , at the qoss vell icle we Itlllt t i t IJti 4 k 1 lotlt,llns
(3225 Ihln).
Kaltae Tests at Con::t .int ~peed

ThV Vt`11 is Ie s tit , ed for t ht` h i,lhest coIi::t ,Illt -: i,eed r.1 no t`
test was determined during checkOLIt te::t:: of the V0111t•lt•.
it was spec • i t ied as 95 percent of the minimum ::peed t h•.`
vehicle could maintain on the test t I ack when it wa::
t navel Intl at f u I l powet . I'hi:: 'weed was 1, •1 kIIonlett`ts per
hour (40 mph) for the tlunlunln,lhitd c't`hlCIO. I'he n1,► xlmum
speed of this vehicle wa y ::uhsetluerlt ly redut• eti to 5a
k i lomet ers per hour ( _i5 mph ) when t t`.-;t :: showed t hat o4
k1lolllt't t'C :i pt`I" hull[ (40 mph) could not he malilt,1lllt`d wit 11 t
overheat ing t ht` mot or.

5
 3 t
{

Range tests at constant speeds were run at 40 and 56

kilometers per hour (25 and 35 mph). The speed was held
constant within +1 6 kilometers P er hour (1 mP h) and the
test was terminated when the vehicle could no longer
maintain 95 percent of the test speed. The range tests were
run at least twice at both speeds.

Range Tests under Driving Schedules

Only the 32-kilometer-per-hour (20-mph), schedule B

stop-and-go driving cycle, shown in figure 3, was run with
this vehicle. The Hummingbird was unable to accelerate
rapidly enough to meet the requirement for schedule C. A
,complete description of cycle tests is given in appendix E
cf reference 1. A special instrument, called a cycle timer,
was developed at the Lewis Research Center to assist in
accurately running these tests. Details of the cycle timer
are given in appendix C. The cycle tests were terminated
when the test speed could not be attained in the time
j required under maximum acceleration.

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured on

a level road with the battery fully charges? and 40 and 80
percent discharged. Four runs, two in each direction, were
conducted at each of these three states of charge. Depth of
discharge was determined from the number of ampere-hours
removed from th , batteries. Acceleration runs were made on
the southern straight section of the track, and coast-downs
on the northern straight section (appendix B, fig. B-1).
Coast-down data were taken with the transmission in neutral
after completion of the acceleratior test and with fully
charged batteries in order to start the coast-down run from
the maximum attainable vehicle speed.

Braking Tet;t s

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in a

straight-line emergency stop

(2) To determine the controllability of the vehicle

while braking in a turn on both wet and dry
pavement

(3) To determine the brake recovery after the vehicle

was driven through 0.15 meter (6 in.) of water at 8
kilometers per hour (5 mph) for 2 minutes

6
A7_&.!

(4) To determine the parking brake effectiveness on an

incline

Instrumentation used durin q the brakin g test included a

fifth wheel programmed to determine stopping distance, a
drake pedal force transducer, and a decelerometer. A
complete description of the braking tests is given in the
discussion of test. results and in appendix E of reference 1.

Tractive Force Tests

The maximur. grade climbing capability of the test
vehicle was determined from tractive farce tests by towing a
second vehicle. The driver of the towed vehicle, by
-1 pplyina the foothrake, maintained a speed of about 3
kilometers per h.^ur (2 mph) while the test vehicle was being
driven with a wide-open throttle. The force was measured by
a 13 000--newton (3000-1bf) load cell attached to the tow
chain between the vehicles. The test was run with the
batteries fully charged and 40 and 80 percent discharged.

Charger Efficiency 'Pests

1'wo mot hods were used to determine charger efficiency

as a tunction of charge time. In t he first method a
residential kilowatt-hour meter was used to measure input
power to the charger by count inq rotat icin,, of the disk and
applying the meter manufacturer's calibration factor. The
charger output power was determined by mult ihlyin.; the
average value of current by the average value .'sf voltage.
Resident ial kilowatt-hour maters are cal ibrated for
sinusoidal waves only. The error in measuring input power
depends .in the wive shape and may be as high as 5 percent.
The method of determining outEI ut power is ccrrect only when
either the v.)lta g e or the current is a constant durin,i each
chacg ing pulse. the battery voltage does change dur ing each
charging pulse, which introduces a small error. The current
';hunts used to measure current are inaccurate for EuI l s in.i
current . The error depends on fre.luency and wave shape and
m,)y exceed 10 percent.

In the other method used for determinino charger

efficiency a 50-kilowatt power meter was used .*in both the
input and .output of the charier and a Nall-effect currant
probe was used for current measurements. To minimize
errors, the same meter and current probe ware used for bath
the input measurement and the output measurement. The
average power measured was abOut 4 percent of full scale.

7
 TEST RESULTS

Rang e

The data collected from all the ran g e tests are

summarized in table I. Shown in the table are the test
date, the type of test , the environmental conditions, the
range test results, the ampere-hours into and out of the
battery, and the energy into the charger. These data were
used to determine vehic le range, battery efficiency, and
energy consumpt ion.

Uurina most of the test period, the winds were variable

and gusty. Even though the wind speed was le;s than 1b
kilometers per hour 110 mph), on several occasions the wind
was blowin g in different direct ions and at different
velocit ies at two posit ions on the track. There das no
indication that this variation in wind velocity
sign iti cant ly attected the range or other test results as
long as the measured winds were less than about lb
kilometers per hour.

The maximum speed of the vehicle was measured during

the checkout te::ts. It is defined as the avera g e speed that
could be maintained on the track under full power. Thu
measured maximum speed was od kilometers per h."ur (42 mph)
tot this vehicle. This differs from the , maximum speed used
in the ran g e t e • ::t : .

Three 30-kilometer-per-hour (25-mph), two

5b -k i lomet er-per -hour (35-mph) , and two schedule R range
tests were run. All the test results are shown in table 1.

Maximum Acceleration

The maximum acceleration of the vehicle was determined

with the batteries fully chat.jed and 40 and 80 percent
disc `larged . Vehicle speed as a function of time is Shawn In
9 t igure A and table III. the avera g e a.:celerat ion a was
n
calculated tot the t ime period t !1-1 to tn, where the
vehicle speed increased from Vn_ 1 to \ • !i , from the
eguat ion

\_n _ %n-1
a _
n 1 - to-1
t

and the average speed of the vehicle V from the equation

`. # `.
`, ti •:-1

d
W
.i
Maximum acceleration as a function of speed is shown in
figure 5 and table II.

Gradeabil ity

.I
The maximum specific grade, in percent, that a vehicle
can climb at an average vehicle speed V was determined
from maximum acceleration tests by using the equations

G 100 tan (sin - 1.1026 a rl ) for V in km'h

ill SI units

or

G = 100 tan (sin 0.0455 a ) for V in mph

n

in U.S. customar y• units

where a is average acceleration in meters per second

squ^red n (mph sec). The maximum .grade the Hummingbird can
negu:iate as a function of speed is shown in figure 6 and
table II.
Gradeability Limit

Gradeabi l ity limit is defined by the SAE J227a

procedure as the maximum grade on which the vehicle can just
move forward. The limit was determined by measuring the
tractive force with a lead cell while towirw a second
vehicle at about 3 kilometers per hour (2 mph). It was
calculated from the equations

Gradeability limit ill perc ont - IsW )

100 tan (:, in - 1 9.$

ill SI units

or

Gradeability limit in percent = 100 tan ^si11 -1

lil
1
in v.r. -ii -,t • mart' unit s

9
 I

where

P tractive force, N (lbf)

W gross vehicle weight, kg (lbm)

The Hummingbird was capable of exerting the following

tractive forces for three states of battery discharge:

(1) Fully charged, 3069 newtons (690 lbf)

(2) 40 Percent discharged, 2936 newtons (660 lbf)

(3) 80 Percent discharged, 2802 newtons (630 lbf)

At a vehicle weight of 1463 kilograms (3225 lbm) the

resulting gradeability limits were

(1) Fully charged, 22 percent

(2) 40 Percent discharged, 21 percent

(3) 80 Percent discharged, 20 percent

Road Energy Consumption

Road energy is a measure of the energy consumed per

unit distance in overcoming the vehicle's aerodynamic and
rolling resistance plus the energy consumed in the
i differential drive shaft and the portion of the transmission
rotating when in neutral. It was obtained during coast-down
I tests, when the differential was being driven by the wheels,
and thus may be different than the energy consumed when the
differential is being driven by the motor.

Road energy consumption E n was calculated from the

following equations:

V - V
t o -1_ t n , MJ
E n = 2. 788
I U - ^W /km
n rz- 1

or

_ V - V
E n = 9. 07x 1 0 'IJ - - I t '' , kWh/mi le
n 11- 1

10
 i t

where

W vehicle mass, k^i ( Ihm)

V vehicle speed, kin h ( inph )

t t line, s

Veil isle speed as a funk't ion of t line slur in•1 coast-down is

:;hewn in f iqure 7 and t able 111, anA the result:; oI t lit` roast
t`ilt`s •1)' Cal illlat Il 1 n:; arc` :;hown in f i c, I "e tl and t ah l e 1 1 1 .

road Power Rot u i rvinellt S

The Ca1CL11 It i0ll of road powet l:. an,1 to t he

calculation of read energy. It is a measure of tilt , power
needed to overcome veh i o 1 e aerodyi mm is and rol l i nt1
res ist an a pl us t ht` power hisser: t i t , in t Ile d i t t v etlt i.11 , It he
drive shaft, and a port ion of rhe t ransinis'sion. The i oad
power Pn required to propel a vehicle at vat ioti:; },ee,t:: is
a ' o determined from the coast-down teats. 'I'll t` fail Iow Itiq
e.- ',itt ions are used:

3.1;1,x10 t^ tll-1t \11 , i;ta

hn
I 11- 1

or

1'i1 l'. ltt^x 10 1^

t +t-1 t

n It- l

The resIi Its of r0,1d power ra! Cil 1 At itln:: Al e :;hOw11 ill f illul e I
alld table Ill .

I I'd 1c ated F tit , rqy um}'t iLWn

'I'll( , veil icle inns is aced e1101 1v a`OW'. 11lll} 1 t lull li[ anti I11( l t .1:;
t he eneraly resin l Isis to recll halt t he I'M t t`iy aft er .1 t t,:;1
divided by tilt` velllt'le ralhlt' achlt`ved still hill tilt` t[`:;t, wht`tt`
t he energy is t he I ti g ut to t he Imt t ery a • hm-%jer..

The energy input to the hat t ery . • h.lrger w,t:: mra:;urea

wit h a resident ial kilowatt-hom metet after vac h ramie
t est . ' , tihsta,c:t i,. ovet chavoo of t hr I , ,tt t er ies w.t:1 u::u.t 1 l y
reyu i red in -k-rder to a::su_^- e t hat a l l 1,at t ery c4 , 1 1 wr`t e
 J

fully charged and that the pack was equalized. The reported
e110r.ly usage may be higher than would be experienced with
normal vehicle field operation. Indicated energy
consumption as a function of vehicle speed is presented in
figure 10 and table IV for the constant-speed tests.

= Braking Capability

Simplified braking capability tests were conducted

according to the procedure outlined in appendix E of
reference 1 in order to provide a preliminary evaluation of
the vehicle's braking capabilities. rhe procedure also
includes tests for handling, but at ERDA's direction they
were not conducted 011 this vehicle.
3=
Stra i ght-l
t-l ine
ine stops. - Six straight-line steps from 56
kilometers per hour (35 mph) were made, three from each
direction. Stepping distance varied from 14.0 meters (46
ft) to 16.2 meters (53 ft).

Stop s on a_ curv e. - rhree stops were made joinq into a

0.3-9 per hour (35 mph) .gin dry
pavement turning right, and three stops were made on the
same curve turning left. No difficulties were encountered
in stopping within the 3.6-meter (12-ft) lane. The stopping
distance varied from 23.3 meters (71 ft) to 26.6 meters (Al
ft). The tests were repeated in a 0.2-g turn on wet
pavement. Again the vehicle stopped smoothly with no
problems. The stopping distances varied from 26.2 meters
(80 ft) to 28.5 meters (87 ft).

Wet br ake re c overy. - Three baseline stops were made

from 48 kilometers per hour (30 mph) with dry brakes,
deceloratinq at 3 meters per second squared (10 ft/sect).
The average pedal force was 191 newtons (43 lbf). After
driving through 0.15 mater (6 in.) of water at 8 kilometers
per hour (5 mph) for 2 minutes, the tests were repeated.
The first stop was made with a pedal force of 146 newtons
(44 lbf). The brakes showed no signs of tadinq after the
brake soak.

Parking brake. - 'rests were conducted to determine

parking brake effectiveness. 'rhe braking farce rPquired to
hold the vehicle . ,in a 30-percent slope was 356 newtons (80
lbf) facing uphill and 222 newtons (50 lbf) facing downhiII
with the forcer being appl ied 3.8 cont imeters ( 1 .5 in. ) f rom
the top of the brake handle. NO slippage Turin.) the
5-minute hold was observed with the parking brake set as
described. The test was run twice in each attitude.

12
 1-7 I i

.1l MPONEN ' I' PFN1'0RM 'I Ni N AND EF'F'ICI ENCY

11at t ory .'t1at,1e1

The bat t el Y ,'tl.lr,le( I tit 11ished with t he tlumm irnlbit.l Was

a Mode l 7:;;: I'l : .`I1.1I q v I m,l11ut act lite,l by I t`::t o F.,lu Ipillt'nt
mailllfa. ' tItriIl k) co., In.'. When this unit faIIed, it wa:t
re1 1 1,1,'e,i by a l,e t e I Mo.1e1 7 . 1,E26m charyNr, Both char ki ers
01 1 01 at t`.1 till : to - volt ::111,1 lr-I 1 ha:tc> input I,itlt ['kit wa::
d i Oki t.s.
t III 011,1h .1 Cent t't-t ,11'1't'd t I .111:;t01'Mt 1 t .'01111t . " te,t t tit , l ll,lh
t.1 111, 0dli.'e fill I-Wave teet iticat ioll. out g l ut W.1:: 11,1111 1 na11y
r.lt t'd at 7? voI t ;: dii,i 2tl ampere,, With a peak curre n t 1 iIII it
alt 10 amperes. All .LI 1lINt , Ihlt` 12-hour t llllt'I ,`, ` lit ral 1e,i t ht'
Cha1,1t , ,'y,-le till t he l:ti: l'l:. The 7:1.h2t0-:l' 1n.'oI Elurat e,l
alit,'lllat 1.' ::111tot 1. A S-op•11 - At e W.I:; II::e,I tO Chal,le
the veil iele' .' 12-vol t a.','e, :iory b.lt t ety.

vie .`hat •ier et t i. , lc'li. • 1 t t'::t ,iat a for t tit- 72GE 26E'l'
1) t t et \' ,'h.1t,it'I j t` l t t't':;t 1 11t ed 1 n t it' I t • V and in f t,lllte I 1 .
tilt` in,i Icat ed et t 1 ens lt`_• of t tit` .`harkler, a:i .'aI,'l l I-it t'ti
I I . V III t ht' re.id l ll,ls on t ho t es l,1t 1 11t i a l k 1 I OWdt t- h, 1 11t Illt't t1r alld
t ht' , I V ( , I .I,) t , \',1I lit':; ,'t .'tI,II ,IeI ,`lit 1'tlt \', 1 I t .I,le9 acid .'l1I't,ent
.Il o 111 ,' I, 1 :;e a,l l e01110111 W I t 11 t ht' v t t 1.' 1011C It , !'. t 11 At Were
.'.1 I,'u I,It e,1 froIII t he W.It t met er rea d 111,1::. The Wat t Ill t'ter
et t is len.• y CaICL IIdt 1, 1 116 ,tie ::l Ig11t I 11i,lhet . ^,in.'e the
1 11 W'01 t'I t 1,` let1.`\' 1:: t a It I Y ,`, 1 11 :;t alit oveI t he t . 11 Ire 1.'har,l in,]
t Ime 1 , t tit' 1 1 1101 , ly t . t t 1,' loll,`)' 1:: aI/1'I Ox 1111,It e I y e,111,1 I t o t he
aVet'.l,le of tht` E10Wec- ett icieII Ies.

I%a t t eI y

M,I11ut,1,'t titer':: dat.1. I'tle battery ::ul'1'I l ed W It h the

HL1111111 I [I'll) it d Wa:. 111,1.11` :11` ."I I: I'l, s iall .1-: 1 17 W ,1.1I I LdI'
t'.It t t 1 I ie:: ,'01111e,`t t'.I 111 "01 It`., ;. Fa.'h 1:: .1 t Ili t 1 t' ,'t'I I , t1 -V,1It
111, 1 11,'1 1 1. 1 .'. The Ill.lillll act kit 1 • t I -ates t tit , b.lt t el y at I t"
.11111'( 1 1 t' 11011t :t Wholl ,I I •Ied it 7'1 alli t , I t':; ( 11111 - 111 In 1 at el t ,s
1.7% volt : .. pet evII It ti l l ,, N. . l thet 111a11LlIAtttlIvr t :: ,Iota dre
I l l t 1 :;t 1 11t t',I 111 t .It' 1 e VI .

11.It t eI v .111,'t' . I'W,1 bat t t 1 I y a.'.'e1 1 t x110 V t e.:t :i

Wt'! a .`OMI11,'t e,1 1 11111-;II111 1 et t' ,I 1:;.'h.lt ,10 t et 111111, 1lilt 1 . 111 it y
t est , .111,1 I hat t et y . • . ► 1 1 .1,' 1 t y t e::t .

The 0111 -.11111'eve t v s t W as 1 1 er f0t111t',t 011 all t' I t`,'t tail 1.' I, 1 d
:'.Ink. To 111111.1 l t t 1 111 1 etat Ill a W't't'e me. ► ::utt,d w it h
t 1'1111 1 1'1 At Ill 0-: ..enn it ive t apo . Nolle of the t el 111 lil.l l t'X.'t'0d0J
( ho h11 1, ,' t t`Il1I 1 t 1 1 .lt Ill t 1 t l::o ,'t It 1't la. ','het t`t, 1 t t', the V ehicle
bat t et 1 1 ,:;:;0,1 t ht' t

II t' ..II'.Ioity teat w , l:: .11::,1 1'1111 , 1 11 t he 01eet roII I, 1,1.1,1

hank. 't'hr v0h i.'Ie hat t el v W.1:: dirt. hat,ieki it a 7i .Im1 1 et v

1 -1
 ' f

rate until the voltage dropped to 1.75 volt, per cell. This
voltage was reached after 98 minutes (122 Ah) of continuous
discharge, which is 90 percent of the battery rating of 135
ampere-hours. Since the capacity of the battery must he
greater than 80 percent of rated capacity, the battery
passed the capacity test.

Road test battery performance. - Battery test data for

all the veh---icTe track tests are shown in table V T I. The
capacity in ampere-hours removed from the batter: , varied
from 103 ampere-h4)urs tO 111 ampere-hours. The Cvercharye
based on ampere-hours varied from 74 percent to 34 percent.
The battery temperature rise varied extensively from 9 0 C to
37 0 C. The specific gravity of the battery electrolyte
before the test ranged from 1.260 to 1.286, which dropped to
a_ about 1.135 after the test.

Battery eharginq. - Figure 12 is a typical charging

curve or the Hummingbird vehicle battery charger.
Presented are the average current, voltage, and power
returned to the battery after the 40-kilometer-per-hour
(25-mph) range test performed on 4 21 1 77. The charge was
terminated at a battery voltage of 93 volts (2.58 volts per
cell) when the current was 7.3 amperes. The total capacity
of the battery as calculated from the data was 185
ampere-hours, which compares favorably with the measured
data presented in *able V11. The total ener,iy input to the
battery was 15.5 k i 10watt- 110urs.

I Cont ro11er

The Hummingbird is controlled by the ENC-500-72

controller manufactured by the Semiconductor Division of
Electric Vehicle Components, Inc. (EVC) . This controller
uses a high-Current switChino transistor in a chopper
circuit. Pulse width modulation at 400 hertz provides, motor
speed control from 0 to 100 percent. Battery Output Currant
is multiplied at startup an,i during accelerat io n.
Efficiency is greater than 98 percent.

Motor

The tiurunin,ibird motor was manufactured by Kaylor Energy

Products and was originally designed for use as an aircraft
generator. It was converted to a conventional series-wound
traction motor that is rated at 7.5 kilowatts (10 tip) at
3000 rpm, 500 amperes, and 72 volts.

14
 r

VEHICLE RELIABILITY

No ma jor that) I t`I»:; Wt't 0 rnt'aunt rt t1l t9 t II. It titOvrnt v,i

001111 , 1 Ot iatl gaf t ht' t v:; t :: , Severa 1 Nrah 1 t'nt;; tit^ l ayrti t he
t r:;t ai, atltl atit 1`roh l t`nl tivot't; ;1 it ated 1l t Nr itl , t t tit ,t r;;t
1 11,0 0 I Am. The aI 1,1 Ina l , • hactlt'r t urn l:;ht',i w It h t tit` vt'h it- It-
t1i 10d t`At 1 )' t tit' 1`1 ,`.11 .1111 Wh l 1 t' t'I1A1 0 111,1 t tie bAt t
111 . 1t
W,1:; rtTI -I: t`ti by
.1 lit`w kill It . l'ht• Co. l lt 1 , a 11 t`I 11 110 had t 0 1,t`
motl if i e d t 0 prtl y ri de* great er c Dal in,1 1 it' t law ill . t t der to
1`1 t`vt'llt 1110tar a \'t`t ht'.1t ill,] 1t h itlh :;1`t`c`,i:;. '1'ht •1. 001 ltl,l t 111
011 tilt` CO11t rallt`I had to he I vpI at't • ti AttOF 1 h l ad t` t 1111'11
tiur intl .1 It r:'t . The 111.18 Illlunl -weed of t tit ,veh is
1 t` w1:1 rt'tiut•r,i
ti kilomett`ra pet' haul l5 mi`h) below that dt , trrmiiied from the
1;hakrtiawll t est tivoau:;t' It ht` mat 0t' hem t`,i at t,4 k i I,`mt • t rt ::
tit , I haklr (4 0 Inpih I .

DRIVE.l. KFAt''1'1t 1 N ANT I \'t'Nlt'LE: t'k^\'It'E'r\N11 11'1'

'l'ht' Vtilkl:w larn "'hhlll,l" Ws --I or ill 01.111y tie!,.i'l11t'ti I:l 1

Lit l I t y voll l t' 1 t` All,i It !; tit`:: It111 .iat`;: il, , t t`1111 , tia.; l : t , 1,:1titit`11,1t'C
caliltart The llk1mmIi1,ibirt'i W.I:, t`1 , t`r,ltt'd with htotier tare
tlrt`::::lll t`:: t 11.111 t ht' \'al kNw,l,tt`I1. I'll 1:: .110 t ht` :.t`t0-ZNrt) Wtlt`t`l
.11 lel ll 111 I, IIt t't`IIt I it , kIt t'ti t1 s :1 1 1 0aI t'ly
I Idt` .I II,i .1dv C , I ;. ,1t tt`t't t ` ,i
the v ell I"Ie h,ln,il Ina.

Acce 1 Pt M latl ail,i Ccmnt .lilt -111 , t 1 t • ,i 01 1 01 At 1, 1 11 W.I.". :;:1100t h .

llawt'vt`t , t ht` , -:;111'1'11 t t All",iX 1 t` W.1:: Ilat mat t'ht`,i t o t he 1110t ai' .
'1'h 15 I t':;ult t`11 ill 1,1,`w' .1,'1'c`lt`1 at It'll .111,1 a\'t`I 110.1t 111,1 it t he
mot ar mitit'r cot t a iii a1 , t`t -it 111 , 1 : 0tl,i It tall:; .
M

I ^

t
 I

APPENDIX A

VEHICLE SUMMARY DATA SHEET

l• T

1.0 Vehicle mmufacturei- Electric Passonctcr Cars, Iiw.

:pan hir,]o, Cal i fornia

2. 0 Vehicle PPC 11unlmi nobird

:1.0 Price and m•ailabilitY

4. 0 ^'ehirle wri^lt :uui load

i A
4.1 Curb wciglit, kg t1bin) I 1 I)1 ( 26.'.5 )
4.2 Gross vchw1k , weight, kg k lho i) 1 •I 1, 3 (3225)
4.3 C-m-gu weight, kg tlbui)
4.4 Number of passengers 1
•1.5 1 1 a. • loud, kg (lbm) 272 (i3O0)

5.0 Vehicle size

5.1 Wheelbase. nl (in.) 2.40 (9 . 1.5 )

5.2 Length, m tin.) 3 . 7 ;; ( 1.111)

5.3 Width. nl tin.) l . t •l (t 1 . 5)

5.4 Height. nl tin.)
Vii. 5 Head room, m tin.) 1 1-1 (44)
5.6 Let; room, in (in.) 0.7o (30)
5.7 Front .il area, m 2 ttt 2 ) - - (2-1)
5.8 Road clearance, m tin. 1
5.9 Number of heats 2 thicket, front; 1 bench, rear

6.0 A ►lxiliaries and options

6.1 Lights (number, l 2 hoad; •1 hark anki turn;
and function)
2 rear brake and reverse incorporlitod; roar liconso;
111Stl-11111L'ilt

16
 •

6. ". Windshield wipers X111.11 O l ect r ic; 2 sp e ed

ti.:t Windshield w'ashel's L'S , 11Ori l a

t1.$ Defrtlster 110

1i.5 Ileater 110

G. ti Radio Ilk)
tt.7 1''ue1 gags' 110
6.8 Amperenleter i't`s, 000 A
6.9 rachometer 110
6.10 spet'donlrter yes, 0 - 100 km/11 (0 - 100 1111,11)
G.I1 (kiunlrter L'::
ti. 12 Right- or left-hand drive 1ct-t
6. 1:1 'rrmis III issloll .1 ;pec 'h; forward, 1 1:t\'k21I C: 1111111111
ti. 1 .1 Ilegencrative braking Ilk)
Y
ti. 15 N1iI-t'tlrs 1 safety ir1tcri01-; outside
G. 1ti 1 •ower steering nO
ti. 17 Power brakes 110
li. IS Other

7.0 Battery
7.1 Propulsion batter)'
7.1.1 T tw and manufacturer Trojan .1- 21714, load ac-W,
L) volt
7. l Number of modules
7. 1.:1 Number of cells 36
7. 1. •1 Operating voltage, X' 7
7.1.5 CapacilY. Ali 217 (20-11 rat L')
7.1.6 Size of each module, ill (in.) 0 . -1 7 . 0. 18-, 0 . 7
(10.5,-7--10.5)
7. 1.7 %'1eikjit. kg tlbnl)
7.1.8 IlistorY (age, numlwrof cYcles, etc.) unkilo n

7.2 Auxiliat'1 battery

7.2.1 T%pe and mmufacturer A,-, tro - litc commorci.tl

7.2. 2 Number of cells 1,

17
 7. 2. •{ it%tp.tt • It y , Ali --
7. ". 5 I11 t ill 1 p_.;;^^^.1?^ ll. `ll ilt1^ L.?1` 131

7.'3, t. \\rll ;lll, h,; ,11+1111

S.0 Colit vol le 1'

1 1'tl+t' ,111,1 lit .111klta,'t11C1'1' _` T^^l Q 7 IL `-LVC

ti, ^ \' t ► 1 t:11;t` 1':11111 h, \ i

S.1 011 • 1't • Ilt I':Itlill„ A 400 (curr nt: l illli tc`.0
s { ^l:r, lit 1111 1 ^L;7,,p.11+, 0 .15 (1O.Y , t, - ) —

S.5 Welg11t, l.{; /1111111 « . 3 ( 5

:) (1 I'1\+I+ ► ll'sio l 111.+101'

:l 1 I t l,t . .ul.i Ill .utltt:lt'lu l t`r tttt4l i t tt`.i .t l l t't '.i t t •10lit`Ca t tit
\.AY l of 1_11,' , 1 \`_1' t•t4lllt't
lit sill atit'll t'latic:

: ► .4 l'urrt'nl ratlul;. A 100

S llt+rr.t'romvl• kralrtll, I,\\ k h1+1 7. `, 11k11
t; Sur. Ill k ill I ti 1.11;1, 0. 30 ( 1 2) ; 1t`tt.;t h 1 U. 3t+ (14)

:► \\'rll;ht, 1. l; tlhnll
a ti ^1n`rt1 t r: ► trti ► , rI ut i0 ktk t

11 1 1 1 t1: ► ttc +r^ t•h:lrhrl

11 1 l '1') pe :utt1 m. llkit..'turt'1* '-*L, .`SI* , V, I " .. t a 1' t'.Itt l 1+ntt`nt
Ma lilt fat • t_arill^_.'o_ lI
111.': 1 1 11- t+l- tiff- lio.tI-d t .\{+t' tNCf boa v,I
lU.;l I11pul h+lIAl;t' rtlIlu ► rtt1, V «.30 0S,

l ll, d 1'r:tl. + • urrrnt kirnl. ► tlt1, A t, t .t t c`.i 1

1 11 .:1 llt-ch.ki-p
, t Ilnr, 11 1-

1 tt

i
 10.6 Size, m (in.) 0.38` 0.27 < 0.33 (15.10.5,13)

10.7 Weilfit, kg (lbm) 34. 5 (76)

10. N Automatie turnoff feature yes

I
11.0 Bode
11. 1 NUMLIfaetOIVI' and type Volkswagen "T'Iiiny"

11.3 Materials steel

11.3 Number of doors and t^W 4 entrance detachable; motor
access rear; battery access front
11.4 Number of windows and type 4 slip on door; 1 rear; 1-piece -
windshield
11.5 Number of seats and type 2 bucket, front; 1 bench, rear
11.6 Cargo space volume, nO (ft`t)
I
11.7 Cargo space dimensions, n1 (ft)
i

13. 0 Chassis
12. 1 Frame
12. 1.1 'T^1K , anti inanulat'turer 1971 Volkswagen "Thing"

I 1'2.1.2 Materials steel

1:.'.1.3 1lodifl(, atnonr non.`
13.3 Springs xid shocks
13.'2. 1 T pe anif manufacturer IIC,tVV- dl1tV teloscol)iC

12.2.2 Mothfit alien: 110110

13 :t Axles
12.:1.1 Mmiulacturer Voll:swIlkl n
I:.'. a.3 Front stalidard
12.3 :1 heal' St,llhi,11-d t.l'.1113:1%1L`
i
12. •1 '1'ransnlission

12.4. 1 Volkswagen

1 f

1
1 •

19
 12.4.2 Gear ratios first, 3.80; second, 2.06; third, 1.26;
fourth, 0. 0 3; reyc, rse, 3.88
12.4.3 Driveline ratio 4.125
12.5 Steering
12.5.1 Type and manufacturer conventional with damper;
yolkswa,ten
13.5.'2 Turning ratio
12.5.3 Turning diameter. n1 (ft) 11 (36)
12.6 Brakes
12.6.1 Front drum
12.6.2 Rear drum
1'21.6.: i Pat-king 11 aIld- operateki C able to I-0,11-
1'2.6.4 Regenerative I1O

12.7 Tires
12.7.1 Manufacturer and hy pe Goodrich radial
12.7.2 Size 185SR14
12.7.3 Pressure, kl'a (psi):
Front 276; rated 221 (40; rated 32)
Rear 276; rated 221 (40; rated 3:)
12,7,4 F011ing radius, nl (in.) left, 0.3183 (12.53) ; right,
0.3162 (12.45)
12.7.5 Wheel %%-eight, kg (lbm):
Without drum 17.9 (39. 5)
With dI'11111
12. 7. 6 Wicel track. Ill 1111.):
F roll t
Real'

13.0 Performance
13. 1 bl:ulufacturer-silecified nlaxilllunl S1,eed k%%idl-open throttle), km/h Imllh)
64 (40)
III
1:3.2 Manufacturer- r VOIII ended maximum cruise speed ^ idt -opcii thivule).
km/h (n1Nh) 64 (40)
1:).3 Tested at cruise speed, knCh tnll,h) 64 (4:1) ; 56 (35)

20
 AN

APPENDIX B

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described in

this report is located in Phoenix, Arizona. The track is
awned and operated by Dynamic Science a subsidiary of 'Talley
Industries.

The test track is a paved, continuous two-lane,

3.2-kilometer- (2-mile-) long oval with an adjacent
40 000-square-meter (10-acre) skid pad. The inner lane of
the track is not banked ind was used for all cycle t est s and
all constant-speed tests of 56 kilometers per hour (35 mph)
or ander. rhe outer lane has zero lateral acceleration at
80k i l.smeters per hOUr (5 0 mph) and was Used for tests over
56 kilometers per hour (35 mph). An elevation survey of the
track is shown in fiqure C-1. Average grade is 0.66 percent
on the northern straight section and 0.7b per, ent on the
southern straight section. rhe surface of the track and
skid pad is asphaltic concrete with a dry locked - wheel skid
number of 82 and a wet locked-wheel skid number of 71.

Wet and dry brak ing- in-turn tests were conduCted on the
skid pad. Wet recovery tests were conducted on the test
track after drivin g thr.-tu g h the wet
-brake water trough
located near the northere s traight section .)t the track.
[loth 20- and 30-percent grades are available for parking
brake tests.

^1
 APPENDIX C

VEHICLE PREPARATION ANO TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track, a number

of checks were made to assure that it was ready for
performance tests. These Checks were recorded on a vehicle
preparation check sheet, such as the one shown in figure
C-1. The vehicle was examined for physical .lamage when it
was removed from the transport true: and before it was
accepted from the shipper. Before the vehicle was operated,
a complete visual check was made of the entire vehicle
including wiring, batteries, motor, and controller. The
vehicle was weighed and compared with the manufacturer's
specified curb weight. The gross vehicle weight (GVW) was
determined from the vehicle sticker GVW. If the
manufacturer did not recommend a GVW, it was determined by
adding 68 kilograms (150 Ibm) per passenger plus any payload
weight to the vehicle curb weight.

The wheel alignment was checked, compared, and

corrected to the manufacturer's recommended aliqnment
values. The battery was charged and specific gravities
taken to determine if the batteries were equalized. If not,
an e.luaIizing charge was applied to the batteries. The
integrity of the internal interconnections and the battery
terminals was checked by drawing either 300 amperes or the
vehicle manufacturer's maximum allowed current load from the
battery through a load bank for 5 minutes. If the
temperature of the battery terminals or interconnections
rose more than 60 degrees Celsius above ambient, the test
was terminated and the terminal was cleaned or the battery
replaced. The batteries were then recharged and a Dattery
capacity check was made. The battery was discharged in
accordance with the battery manufacturer's recommendations.
'I'o pass this test, the capacity must be w_thin 20 percent of
the manufacturer's published capacity at the published rate.

rho vehicle manufacturer was contacted for his

recommendations concerning the maximum speed of the vehicle,
tire pressures, and procedures for driving the vehicle. The
vehicle was photographed head-on with a 270-millimeter
telephoto lens from a distance of about 30.5 meters (100 ft)
in order to determine the frontal area.

Test Procedure

Each day, before a test, a test checklist was used.

Two samples of these checklists are shown in figure C-2.

22
 The first item under driver instructions on the test
checklist is to complete the pretest checklist (fig. C-3). i

Data taken before, during, and after each test were

entered on the vehicle data sheet (fig. C-4). These data
include

(1) Average specific gravity of the battery

(1) Tire ;pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) Odometer readings before and after the tests

The battery charge data taken during the charge cycle were
also recorded on this data sheet. These data i•.clude the
average specific gravity of the battery after the test, the
kilowatt-hours and ampere-hours put into the battery during
the charge, and the total time of the charge.

To prepare for a test, the specific gravities were

first measured for each cell and recorded. The tire
pressures were measured and the vehicle was weighed. The
weight was brought up to the GVW by adding sandbags. The
instrumentation was connected, and power from the
instrumentation battery was applied. All instruments were
turned on and warmed up. The vehicle was towed to the
'- starting point on the track. The fifth-wheel distance
counter and ampere-hour integrator counter were reset to
zero, and thermocouple reference junctions were turned on.
The test was started and was carried out in accordance with
' the test checklist. When the test was terminated, the
vehicle was brought tD a stop and the past-test checks were
made in accordance with the post-test checklist (fig. C-5).
The driver recorded on the vehicle data sheet the time, the
odometer reading, the ampere-hour integrator reading, and

23
 r^

the fifth-wheel distance reading. At the end of the test,

weather data were recorded on the vehicle data sheet. All
instrumentation power was turned off, the instrumentation
battery was disconnected, and the fifth wheel was raised.
The vehicle was then towed back to the garage, the post-test
specific gravities were measured for all cells and the
vehicle was placed on charge.

After the test, the engineer conducting the test

completed a test summary sheet (fig. C-6). This data sheet
provides a brief summary of the pertinent information
received from the test. Another data sheet, the engineer's
data sheet (fig. C-7), was also filled out. This data sheet
summarizes the engineer's evaluation of the test and
provides a record cf problems, malfunctions, changes to
instrumentation, etc., that occurred during the test.

Weather data. - Wind speed and direction and ambient

temperature were measured at the beginning and at the end of
each test and every hour during the test. The wind
anemometer was located about 1.8 meters (6 ft) from the
around near the southern straight section of the track. The
ambient temperature readings were taken at the
instrumentation trailer near the west curve of the track.
During most of the test period the winds were variable and
gusty.
Determination of maximum Foeed. - The maximum speed of
the vehicle was determined in fol]owing manner. The
vehicle was filly charged and .)aded t3 gross vehicle
weight. After one warmup lap, the ve,.icle was driven at
wide-open throttle for three laps around t e track. The
minimum speed for each lap was recorded and the average was
calculated. This average was called the vehicle maximum
speed. This speed takes into account track variability and
maximum vehicle loading. This quantity was then reduced by
5 percent and called the recommended maximu.n cruise test
speed.

Cycle timer. - The cycle timer (fig. C-8) was designed

to assist the vehicle driver in accurately driving SAE
schedules B, C, and D. The required test pLOf.le is
permanently stored on a programmable read-only memr-y
(PROM), which is the heart of toe instrument. This profile
is continuously reproduced on cane needle of a dull-movement
analog meter shown in the figure. The second needle is
connected to the output of the fifth wheel and the Criver
i "matches needles" to accurately drive the required schedule.

One second before each speed transition (e.g.,

acceleration to cruise or cruise to coast), an audio signal

24 ,
 i

sOlInds to f0rewM n t 110 dl- fiver of a , • 11,111,11 1 . n I Onkler

du1 It ion and io s illna 1 :;0unkj` At trr t 110 1 110 110 it'll to
emphas i ze the start of a now cyc 1 o . 'nit ,total numther of
t rst cycles driven is stored in a comet or .md can be
displayed at any t ime with a pu;;hbutt0l) (to conserve power).
 !

KE. FE. 1%ENCES

I. Sv rge n t
, NOt`l ll.; MasIow--ki, Fdward A.; So lt iS, R iclidt-d
F. and S.• huh, Richard M. HiseI inr T est of tIle C. tF.
Waterman FIAF J.'.Ie • t r is Vrh is Ie. NASA TM-73757,
1977.

2. Soci.'ty of A I.ItOITIOt 1V0 F:[ 1,111 It' 0VS, I Ilk' .: F:lt`\ -tt'lk , Vt`F11^ lt`
rest vro t• tlurt• - S AE J227a. !'rh. 1`)7t+.

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27
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29
 TABLE III. - ROAD ENERGY CONSUMPTION AND ROAD POWER REQUIREMENTS

OF FPC HUMMINGBIRD
p
Vehicle speed Time,
s
Road energy consumed Road power required h
km/h mph MJ/km kWh/mile kW hp

76.0 '' 7. 2 0 0 0 0 0
r 74.0 46.0 2.3 .348 .156 7.16 9.60
72.0 44.7 4.7 .340 .152 6.80 9.12
70.0 43.5 7.0 .421 .188 8.18 10.97
68.0 42.3 8.7 .506 .226 9.56 12.82
66.0 41.0 10.3 .458 .205 8.39 11.25
64.0 39.8 12.3 .441 .197 7.83 10.50
i 62.0 38.5 14.0 .479 .214 8.24 11.05
60.0 37.3 15.7 .451 .201 7.51 10.07
58.0 36.0 17.6 .424 .190 5.83 9.17
56.0 34.8 19.5 .412 .184 6.40 8.59
54.0 33.6 21.6 .358 .160 5.37 7.20
52.0 32.3 24.1 .377 .168 5.44 7.30
50.0 31.8 26.0 .369 .165 5.13 6.88
48.0 29.8 28.7 .321 .144 4.28 5.74 I j
46.0 28.6 31.1 .321 .144 4.10 5.50
44.0 27.3 33.8 .308 .138 3.76 5.04
42.0 26.1 36.4 .286 .128 3.33 4.47
40.0 24.9 39.5 .261 .117 2.90 3.89
38.0 23.6 42.6 .253 .113 2.67 3.58
36.0 22.4 45.9 .245 .110 2.45 3.29
34.0 21.1 49.2 .242 .108 2.28 3.06
32.0 19.9 52.7 .227 .101 2.01 2.70
30.0 18.6 56.4 .221 .098 1.84 2.46
28.0 17.4 60.1 .212 .094 1.65 2.21
26.0 16.2 64.1 .212 .095 1.53 2.05
24.0 14.9 67.8 .218 .098 1.45 1.95
22.0 13.7 71.5 .202 .090 1.23 1.65
20.0 12.4 75.9 .163 .073 .91 1.22
18.0 11.2 81.8 .138 .062 .69 .92
16.0 9.9 87.7 .139 .062 .62 .83
14.0 8.7 93.5 .141 .063 .55 .74
12.0 7.5 99.2 .149 .067 .50 .67
10.0 6.2 104.4 .151 .068 .42 .56
8.0 5.0 109.9 .152 .068 .34 .45
6.0 3.7 115.1 .146 .065 .24 .33
4.0 2.5 1 121.2 .140 .063 .16 .21

TABLE IV. - ENERGY CONSUMPTION FOR

EPC HUMMINGBIRD

Vehicle speed Energy consumption

km/h mph MJ/km kWh/mile

40.2 25.0 1.633 0.730

40.2 25.0 1.275 .570
40.2 25.0 .962 .430
56.3 35.0 1.544 .690
(RIGINAL PAf;K
56.3 35.0 1.454 .650 fF PWIt QI AIA
56.3 35.0 1.678 .750

30
 I

TABLE V. - CHARGER EFFICIENCY TEST DATA FOR F.PC HUMMINGBIRD

Elapsed Power in, Puwar out, Powet Rower in Power out Energy
time, measured calculated efficiency, efficiency,
h with from voltage percent Measured with wattmeter percent
kWh-muter, and current,
kW kW kW kW

0 2.64 2.28 8b 2.59 2.33 90

1.0 2.59 2.25 87 2.54 2.29 90
2.0 2.58 2.25 87 2.53 2.26 89
2.5 2.42 2.14 88 2.40 2.16 90
2.75 1.97 1.73 88 1.96 1.80 92
3.0 1.61 1.41 88 1.55 1.46 94
3.25 1.25 1.20 96 1.29 1.23 95
3.5 1.03 .942 91 1.04 .492 95
3.75 .916 .866 94.5 .95 .89 93.6

TABLE VI. - CHARACTERISTICS OF TROJAN J-217W ELECTRIC

VEHICLE BATTERY MODULES USED IN EPC HUMMINGBIRD

Module length, m (in.). . . . . . . . . . . 0.26 (10.375)

Module width, m ( in. ) . . . . . . . . . . . 0.18 (7.063)

!Nodule hei g ht, m (in.). . . . . . . . . . . 0.29 (11.500)

Module weight, kg (lhm):

Dry . . . . . . . . . . . . . . . . . . . . . 23 (50)
Wet . . . . . . . . . . . . . . . . . . . . . . 30 (66)

Electrolyte volume, liter (gt). . . . . . . . . . 5.7 (6)

Specific gravity at full charge . . . . . . . 1.260.0.005

Rating, Ali:
At 75 A (108-min rate) to 1.75 VPC. . . . . . . . . 135
20-h rate . . . . . . . . . . . . . . . . . . . . . 217

t> k1GINAG PAGE IS

E
31 ^^ I,,. is 011A1 !)'V
 TABLE VII. - BATTERY TEST DATA FOR EPC HUMMINCRIRD

Test condition Test date Battery capacity, Amount of Electrolyte Average battery
(constant speed or Ali overcharge, specific temperature,
driving schedule) percent gravity 0,
Input Output
km/h mph Before After Before After
test test test test

40 25 3/26/77 194 115 69 1.269 1.125 24 34

56 35 3/27/77 160 103 55 1.273 1.138 34 38

B 3/28/77 163 122 34 1.277 1.130 26 34

40 25 4/11/77 163 122 34 1.277 1.130 26 34

56 35 4/12/77 184 111 66 1.270 1.140 32 38

B 4/14/17 210 121 74 1.275 1.135 -- 35

56 35 4/20/77 182 109 67 1.286 1.140 32 46

40 25 4/21/77 183 131 40 1.289 1.138 31 41

40 25 4/25/77 192 131 47 1.267 1.140 -- --

W, r

Figure 1. EPC Hummingbird electric p^ssenyei vehicle.

32

ORIGINAL PAGE IS
OF POOR QUALITY
 I

i To 12 V accessory
fuse block

-A

500 A
Key urren - Series field
J ( switch EVC controller limiting
,6 s nal

i — Front Sries
e moor
r = 36V Accelerator 1500-Aratingl-
Motor
I — terminal
+ 10 k0 B
12V I'
base
auxiliary — A 2.4A.
4fX] A main
TRear 36V
A 12 V i
contacror

^MicroswitchI 1C motor current

IM
- 30-V tar, IB battery current

IC controller current

Chassis ground
8-A fuse

j Figure 2. - Wiring and instrumentation layout for EPC Hummingbird.

V
I oW
a
W
1 U
w
I ^

a Lr LO U -1
TIME s

TEST PARAMETER SAE

SCHEDULES

B C D

MAX. SPEED, V. mph 20 30 45

ACCEL TIME, ta , s 19 18 28
CRUISE TIML Icr 19 2D 50
COAST TIME, i ro 4 8 10
BRAKE TIME, b 5 9 9
IDLE i1ME, t i 25 25 25

Figure 3. - SAE J227a driving cycle schedules.

:I

33

l`
 i

A 141
o-.. Di.cHww.[
X-V^ n DI.CHww.[
-... DI.CH ww.[ VEHICLE PERFORMANCE DRTE RECORDED
RPRIL 11 1977
HUMMINGBIRD
62.15
68
9

SB a

i
40
fi

4
20
3

IB `
I

B 1 Q
IB
I l ML/ 'jUUNDS

Figure 4. - Vehicle acceleration.

0-92 DIsCHnw.[
X-44X DI.CHwwO[
H-... DI n CHANSIC VEHICLE PERFORMANCE DRTE RECORDED
APRIL 191 1977
HUMMINGBIRD
.—
6111
65 ^
I
6
55 2.S
S
4S 2
a _ 4
351 5
3

2 I Fi^H"X. o
15 HH >< o
B.5 HRH xx 13
B5 HHHH kax" . ^r--
, rlMwx +L^l-^^
B B B
IB 20 30 40 50 60 70 BB 98 IBB
KM/H
B I A A 4B SB Sj 62.15
MPH
VEHICLE SPEED
Figure 5. - Acceleration as a fun,tion of speed.

34

a
ORIGINAL PAGE 16
OF POOR QUALITY.

6A
 ORIG;NAG PAGE I^
OF P0k0 11 QUA ffi 4

O-1111 n D 1 111c1MwK
11-4w n p 1 n c" MaK
1.-... C l.clMlhK 11EH I CLE PERFORMRNCE DRTE RECORDED
FPRIL 19, 1977
HUMMINGBIRD

29

24

.2B
w
X16
°
J ,.p p
per• ° C
k
2 NMk °
N k °

NH ^Nkl{ l^ "k IA
B IB 2e 31 `B SO 6B 11 BB 9e Ise
KM/H
B~-- 231 — 41 SB 61 IS
MPH
VEHICLF SPEED

figure o. - Gradwb lin as a function of spend.

VEH I .:LE PERT ORMHNCE DRTE RECORDED

RPRIL At 1977
HUMMINGBIRD
62 IS IB
fib
90

SB RB

78

68

30 TSB
d
41 1
21
38

20
IB °
IB °°°
!
M
B B B 21 41 68 ON I1 121 141 1 F Be 28B
TIME; COMDS
I
Figure 1. - Vehicle deceleration.
i

1
35
 t ^ ' f
3

wa

VEH I CLF PERFORMHNCE DRTE RECORDED

HPRIL 19' 1977
HUMM I NGB I RD
44 7 I ^•---^—•— T
1 41 T
I

^^ e1
e

e
e 1B : 8 iH ; Se 6e 7e He 9e lee
KR H _ d _
e It-- A -:i--- I si 61 s

VEHICLE SPEED

Flgur t S. Rwt rnery ► as 1 hi r%loon of sp*W.

YEN I Cl F PFRFORMHNCF DHTE RECORDED

"IL A 1977
HUMMINGBIRD
26 91 --•-

24
16
.IF

16 12
A t
 110 73^

VEHICLE PERFORMANCE
ECP HUMMINGBIRD
ME23^ E26 1977

13

2'
I
Q
^ 2
f
o ^
i^5 I 8
v
N '^ 0
'v eS
p u
3 l
W
e

I 1 e
e1 21 3e 4e SD fie 1 91 lee
KM/H
4e Se ~ 6l -U2 1
S
1 ~I11 ZI 3e
"PH
VEHICLE SPEED

Figure 10. - Energy consumption is a function of spud.

100
> ®n ® q q
O O O B 0
BO q METHOD 1 - SHUNT
I i O METHOD 2 - WATTMETER
a

0 5 10 15 2D i5 10
OUTPUT CURRENT, A
Tjgure 11. - Charger efficiency tot (PC Humminoird's 12EE26ET
tester charger,

iII
ORIGINAL; PAGE I;
OF POOR QUALITY
 i

COMPONENT PERFORMANCE DRTE RECORDED

UI IMM I Alr-a I Or\ RPRIL 211 1977
100 ki
tn —« T

40 -Y-- VOI TAGE

90 Ln
0 = 30

W
L7 Z
W

LCURRENT
J 20
O
B0 u

B
f Ie

1 70
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 IS 16 17 IB 19
TIMES IN HOURS RMP-HRS= 185.4379749
KW-HRS= 15.47464995
Figure 12. - Battery charger output.

is

38
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39
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41
t-^

1. Record time immediately at completion of test. Turn off key switch.

2. Complete track data sheet:
WI Odometer stop
1)1 Ampere-hour integrabr
(c) 5th wheel distance
ORIGINAL PAGE IS
IM Read temperature Olt POOR QUALITY
(e) Calibrate data system
(f) Record weather data
3. Turn off inverter, thermocouple reference junctions.
4. Disconnect 12-volt instrument battery red lead.
5. Raise 5th wheel.
6. Tow vehicle off track.
1. Start charge procedure (specific gravitiesi,
S. Check specific gravity on instrument battery. If less than 1.220. remove
from vehicle and charge to full capacity.
I 9. Check water level in accessory batteries. Add water as necessary.

Figure C-5. - Post-test checklist.

Vehicle _ Test Date

Test conditions:
Temperature, o f Wind speed, mph at
Barometer reading, in. Hg ; Other
Test results:
Test time, h
Range, miles
Cycles
Current out of battery, Ah
Current into battery, Ah
Charge time, h
Power into battery, kWh
Magnetic tape:
No. Speed, inls
Comments

Figure C-6. - Test summary sheet.

42
 k

UN' 1'^hrlt ^ll,:^l.11^

Vehicle _ rest Date

knqineer

Reason for test (checkout, component check, scheduled test, etc. I

Limitation on test (malfunction, data system problem, brake dray, etc. I

Changes to vehicle prior to test (repair, change batteries, etc. t

Other comments

Evaluation of test
Range, miles
—
Current out, Ah

Current in, Ah

Power In, kWh

Energ y tonsumption, kWhlmile
Was planned driving cy cle foilo%%W? —

General comments

Figure C-7. Engmeer'sdataVhetl.

MW aIN3N

c
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r
i inure C S Cycle timer

43 i

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