EMISSION OPTIMIZATION
HEAT ENGINE/ELECTRIC VEHICLE
AIR POLLUTION CONTROL OFFICE
ENVIRONMENTAL PROTECTION AGENCY
MINICARS, INC.
3B LA PATERA LANE
GOLETA, CALIFORNIA 93O17
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EMISSION OPTIMIZATION
OF
HEAT ENGINE/ELECTRIC VEHICLE
APCO Project EHS-70-107
Minicars Project 1010
28 January 1971
Prepared For
Air Pollution Control Office
Division of Motor Vehicle Research & Development
Environmental Protection Agency
5 Research Drive
Ann Arbor, Michigan 48103
by
Jerar Andon
I.R. Barpal
MINICARS, INC.
35 La Patera Lane
Goleta, California 93017
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I.
II.
III.
IV.
V.
VI.
VII.
TABLE OF CONTENTS
Page No.
SUMMARY
INTRODUCTION
1
HYBRID POWER TRAIN
2
A.
Mechanical System
B.
Carburetion
C.
ICE. Intake Manifold Design
Delayed Throttle Transient
(Mechanical and Electrical
System Description)
D.
EMISSION TESTING
9
A.
Power Train Effects
B.
Vehicle Weight Effects
C.
Cruises
D.
CVS Emission Data Comparison
E.
Air/Fuel Effects
Effects of Misfiring
F.
POWER SOURCES
16
A.
Power Calculations
B.
Battery Pack Performance
CONCLUSIONS
20
RECOMMENDATIONS
22
APPENDIX
38
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SUMMARY
The basic purpose of this study was to determine the
relative reduction in exhaust emissions obtainable from a
heat engine/electric hybrid vehicle when compared to the
same vehicle powered by a heat engine alone. Emission mea-
surements were made of the hybrid vehicle in its original
design state as well as emission measurements of a modified
and improved hybrid design.
The emission evaluations were made with the vehicle
in three design phases. The major design changes are listed
as follows:
Phase I
Vehicle in original hybrid design - Hybrid B
. Single venturi carburetor and manifold
with heated intake air.
. 24-volt electrical system with on/off
controls operated by intake manifold
vacuum signal.
Phase II
Electrical power increased and a delay
throttle control installed - Hybrid C
. Single venturi carburetor with heated
intake air and delayed throttle control.
. 24-48 volt electrical system with improved
electrical control.
Phase III
Vehicle engine manifold revised to burn
leaner air/fuel mixtures - Hybrid C-l
. Single venturi carburetor with heated
intake air plus heated manifold legs
for better mixing of fuel and air.
. ~
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The tests for the above hybrid designs indicated a
marked reduction of exhaust emissions with the delayed
throttle control and increased electrical power. The
heated manifold allowed leaner air/fuel mixtures to be
used and resulted in lower exhaust emissions. The best
emission reductions were approximately 60 percent reduct-
ion in hydrocarbons and carbon monoxide and 25 percent
reduction in nitrogen oxides when comparing the baseline
heat engine with hybrid power trains. The comparisons hold
for both concentration and total mass-type measurements with
the vehicle on the California 7-Mode Driving Cycle.
ACKNOWLEDGEMENT
The contributions to this study of Donald Friedman,
Howard Wilcox, and Harry Linden of MINICARS, INC. and
Barry McNutt, Charles Pax, and Wallace Linville of APCO
are appreciated and acknowledged.
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I.
INTRODUCTION
A prototype, heat engine/electric hybrid vehicle
was built during August and September 1969, powered by a
nominal 20 hp DC electric motor and an internal combustion
engine (ICE) of approximately 40 hp rating. The vehicle,
initially designed as an ICE power train, has a safety
frame and plastic protective bumpers and was to be used
for an experimental urban mass transit system. This
initial work was sponsored by the Department of Transport-
ation, Contract PA-MTD-8/H-830. Late in the contract effort
a parallel hybrid ICE-electric power train was installed
for demonstration purposes. The power train design and
development was severely limited due to short installation
time and therefore was considered a zero-order hybrid drive
train. 1* The prototype vehicle is shown in Figure 1.
While far from a production prototype, the vehicle does
allow some answers concerning ride, handling, suspension,
safety and power train performance. Preliminary exhaust
emission tests showed some reduction in unburned hydrocar-
bons (HC) and carbon monoxide (CO).
Since a hybrid vehicle was readily available, it
became desirable to obtain further exhaust emission inform-
ation with a minimum of power train modifications. A
contract was initiated in June 1970 for further emission
tests of the prototype heat engine/electric power vehicle
with some improvements being made to the power train and
its controls. The evaluation of this power train was divided
into three phases. Phase I of the contract was to determine
the exhaust emissions of the hybrid power train in its ori-
ginal state of design as baseline tests. Phase II included
changing the power train to add more electrical power and
to improve the electrical and ICE controls for improved
vehicle operation and reduced exhaust emissions. Phase III
involved changing the air/fuel (A/F) ratio of the intake air,
*
Numbers refer to references listed in Appendix.
-1-
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retarding the ignition timing of the ICE and other engine
modifications to reduce exhaust emissions.
II.
HYBRID POWER TRAIN
A.
Mechanical System
Prototype hybrid power train uses a Corvair,
6- opposed cylinders, 164 cubic inch displacement, aluminum
engine for the ICE. The vehicle power train components are
shown in Figure 2. The physical components and some of the
vehicle specifications are listed as follows:
I -
[
Car weight
Car'wheelbase
3,200 pounds
60 inches
Car frontal area
ICE (Corvair)
25 square feet
6 cylinder opposed
164 in.3 piston displace-
ment
Air-cooled
8/1 compression ratio
Motor/Generator
Lear Siegler G22-3
24 VDC and 48 VDC
Batteries (8 or 12)
Drive Train
Automatic transmission
2.0/1 stall ratio at
1,400 rpm
1.82/1 low and reverse
gear
3.57 axle gear ratio
6.90 x 13 tires
The ICE used on this first prototype car was altered
to run clockwise rotation instead of the original counter-
clockwise rotation used on the Corvair car. No power and
fuel consumption tests were run on the engine prior to
-2-
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installment in the vehicle. It was installed directly in
the car and the car power was measured on a Clayton EC-200
chassis dynamometer for evaluation. The power output mea-
surement of the ICE via the transmission, final drive and
tires becomes difficult to determine with this type of test
arrangement. Power at the wheels were determined for both
ICE only and hybrid ICE/electric power train operation on
the chassis dynamometer. The maximum power output measured
at the wheels for ICE only, Hybrid B and Hybrid C power
trains are shown in Figure 3. The power train configura-
tions are detailed in Appendix C. ICE only describes the
power train using only the ICE power; Hybrid B is the ICE/
electric power in original condition, 24 volts and bang-
bang electric controls; and Hybrid C is the power train
with increased electrical power and improved controls.
These power runs are at constant speeds with ICE at full
throttle and the electric power at maximum steady state
power condition.
In general, to approximate the additional power
from the sources, 0.12 times the velocity in mph can be
added to the values shown in Figure 3 for transmission,
final drive and tire losses. This will give approximately
the following power outputs at the ICE and electric motor:
VELOCITY ICE ICE + HYBRID C
mph --E£ hp
30 25 41
40 32 48
50 41 54
60 47 57
B.
Carburetion
The 6-cylinder, air-cooled, opposed cylinder
engine employed in the hybrid power train was operated
with a single-venturi carburetor. Besides the choke
operation of the carburetor, there are four fuel circuits
-3-
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that are important. These are the low speed fuel system
(idle jet), the main fuel system (main jet), the maximum
power fuel system (power jet) and the enrichment system
(accelerator pump). The low speed system is dominant at idle
and low car speed and load conditions. The main jet is
dominant at medium and high vehicle speeds. The power
jet is dominant at full throttle. When there is a sudden
vehicle acceleration, these systems do not provide the
required rich air/fuel ratio to prevent the car from
"stumbling" so an enrichment pump system is needed. The
sudden throttle opening during vehicle acceleration leans
out the air/fuel mixture supplied to the intake manifold.
To correct the lean mixture, the accelerator pump supplies
additional fuel. In fact, the mixture is made richer than
normal to provide smooth engine and thereby resulting smooth
vehicle acceleration without "stumble".
Normally the Corvair engine used in hybrid vehicle
operates in the 11 to 13 to 1 air/fuel ratio range. However,
in the latest Corvair engines with exhaust emission equip-
ment such as an air injection reactor (AIR), the normal
operation has been leaned to approximately 14 to 1 air/fuel
ratio. The engine used in Prototype B hybrid was a lean
engine in the 14 to 1 range and in order to evaluate the
effects of hybrid operation exclusively, the AIR equipment
was removed. The air/fuel ratio was determined by the amount
or carbon dioxide and carbon monoxide in the exhaust.2
ICE Intake Manifold Design
C.
The intake manifold of the ICE was especially
designed for this series of emission testing. Since A/F
was to be varied in the Phase III tests, a single venturi
carburetor was selected with a single carburetor manifold.
This intake manifold replaced the dual carburetor assembly
on the original Corvair engine. The vehicle became more
reliable and required less tuning to keep operating with
the single carburetor assembly.
-4-
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Figure 4 shows the manifold and carburetor used
on the engine. The particular manifold shown is the con-
figuration used on Hybrid C-1. The exhaust gas heating
pipes and the variable jet on the carburetor are readily
apparent in the photograph. Schematic diagrams of the
manifold and carburetor are shown in Figure 5. The upper
schematic of the figure shows the manifold in the original
design used for Phase I and II tests. The lower manifold
design was used for Phase III tests. The main difference
is in the size of the intake manifold legs, which are 1-3/4"
in diameter for the original design and 1" in diameter for
the later design. The diameter of the legs were decreased
to induce more turbulence in the intake fuel/air mixture
in the Phase III tests to allow better mixing of lean fue1/
air charge. Also, more heating was applied to the incoming
mixture to enhance mixing.
The approximate temperatures of the exhaust
gas heated manifold were increased to 190°F whereas in the
original manifold the temperature was 100°F. Both temper-
atures were measured at the end of the manifold leg and with
the incoming air at the carburetor approximately 120°F.
The original manifold did not allow air/fuel ratios above
15/1. The exhaust gas heated manifold operated at 18/1
air/fuel ratio.
D.
Delayed Throttle Transient
The most important design configuration during
this hybrid investigation is the concept of delaying the
throttle in the carburetor of the ICE during transient
operation. In hybrid vehicles, and especially in a
parallel hybrid such as the vehicle being used for these
tests, the problem of reducing ICE transient operation
becomes important. The main objective of hybrid operation
in this study is to keep these engine transients low.
with lower transient operation the ICE should have exhaust
emission similar to that of a steady state operation ICE.
Since the preliminary hybrid design did not remove the
transient operation as much as desired, a throttle and
electrical control was designed to produce a more steady
state ICE operation. The advantages of such a control
system are as follows: .
-5-
.-
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1.
In steady state operation on level, uphill
or downhill, the engine provides all the
power plus charging power to the storage
batteries independent of steady state
driving conditions.
As the vehicle power is changed quickly, the
engine power changes very slowly, thereby
operating nearly as a steady state engine.
This keeps the air/fuel mixtures ratio
nearly constant which in turn should keep
the exhaust emission concentrations more
nearly constant. The acceleration power
needed to change the driving mode quickly
comes from the electric system.
2.
3.
The control system should be cheap,
reliable and easy to adjust or repair.
A throttle delay mechanism was built and tested.
The delay system incorporated a hydraulic cylinder which
passed a fluid through an orifice to give a delayed lever
action. The hydraulic system is described in the schematic
diagram shown in Figure 6. As shown in the schematic, as
the foot throttle is depressed, the foot throttle lever
moves at the same rate but the carburetor throttle lever is
delayed by the piston in the dashpot. The two levers are
connected only through springs. The rate in which the
carburetor throttle lever moves depends on the opening ori~
fice size in the dashpot. Conversely, as the foot throttle
is released the carburetor throttle lever will not return at
the same rate. This rate is controlled by the closing
orifice in the dashpot.
Figure 7 shows the intake manifold vacuum changes
as the engine is driven through the California 7-mode
driving cycle during emission tests. The bottom trace in
the figure indicates a Phase I test without throttle delay.
Notice the sudden changes in intake manifold vacuum which
indicates sudden changes in carburetor throttle. The upper
trace shows the more gradual changes in vacuum indicating
slower throttle response. These gradual changes are appa-
rent when comparing the vertical changes in the vacuum
-6-
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traces. The throttle delay trace vertical lines have more
slope. Also note that the engine is being unloaded more in
Phase II tests due to more electrical power being available.
The decrease in average intake manifold vacuum for Hybrid C
(Phase II) engine is due to increased gas temperatures in the
manifold. The higher volumetric flow rate is required for
Hybrid C to maintain the same mass flow rate as Hybrid B.
The parallel hybrid electric system is designed for
simplicity and low operating cost, with the objective of
improving the emissions of the ICE. The two systems invest-
igated, designated as Hybrid B and Hybrid C, are basic in
nature, their only objective being to verify whether parallel
gasoline-electric hybrids are feasible and worthwhile. The
major control parameter of Hybrid B was the intake manifold
depression which regulated the field current of the DC
machine. In this configuration, both manual and three types
of automatic controls were evaluated -- on-off system, a
step-wise system and a continuous modulation system (see Appendix C).
Based on tests performed on Hybrid B the following
factors were singled out as possible sources of problems:
1.
In the automatic control mode (all three
types) vacuum oscillations caused an
erratic operation of the control system.
The power ratioing between ICE and
electric systems during the cycle was
found to be improperly adjusted for
best emission characteristics. The
electric system of Hybrid B could
supply only 10 hp peak, while calcula-
tions for 3,000 pound vehicle showed
a need for 25 hp.
2.
3.
A speed variation of only 1.5:1 could
be obtained under load from the elec-
tric machine using only shunt field
control.
4.
The engine experienced sharp changes
both in speed and power output, since
sufficient power could not be delivered
from the electric system.
-7-
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To overcome the above mentioned problems a new'
system, Hybrid C, was designed, based on the fact that the
ultimate goal of the gasoline engine/electric motor hybrid
system in this particular study is to reduce exhaust emis-
sions by preventing sudden throttle valve changes during
vehicle acceleration or deceleration. The new system
connects the engine throttle to the foot accelerator pedal
through a spring with a strong viscuous damper. This
allows the throttle to follow the foot pedal with an expo-
nentially decaying response having a time lag of some 2 to 3
seconds (or adjustable as required). The difference in the
angle of the throttle and foot pedal would be the main
control for the motor/generator field current. When the
foot pedal is depressed further than the spring-damper
system moves the throttle, the motor is in operation. Once
the foot pedal is brought back to some lesser angle, the
throttle comes back slowly and the electrical system is gen-
erating current to the batteries. When both foot pedal and
throttle are at the same angle, the electrical system is
also generating. A diagram for this system3 is shown in
Figure 8.
To implement Hybrid C, the following steps were
undertaken:
1.
The vacuum controller was removed since
under optimal operation the vacuum should
be constant. In its place a pedal actuated
motor/generator control was in~talled,
based on the angle difference between the
accelerator pedal and the carburetor but-
terfly.
A new solid state controller (Figures C3,
4, and 5 of Appendix C) was designed and
installed, where power ratioing is an
adjustable parameter.
2.
3.
A parallel series relay for battery
switching was installed to provide for
voltage switching, and thus increase
the power output and the speed regula-
tion of the electric machine.
-8-
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4 .
A dashpotjspring mechanism was installed
to introduce a delay to the ICE and a
smooth transition from one steady state
to another.
5.
Additional batteries were added (see
Figure C2 of Appendix C).
Appendix C gives a complete wiring diagram
Hybrid B and Hybrid C, although only Hybrid C is
and in operation at the present time.
of both
relevant
III.
EMISSION TESTING
The exhaust emission tests were conducted .at the
APCO Federal Laboratories in Los Angeles. The vehicle
was installed on the Clayton Chassis Dynamometer and both
concentration type and constant volume sampler (CVS) type
measuring instrumentation was used to measure exhaust
emission of the vehicle. Figure 9 shows the vehicle emis-
sion test set-up. Both California 7-mode and DHEW driving
cycles were used. Hot and cold 7-mode cycles were evaluated.
These emission test procedures are described in a California
Air Resources Board 19684 report, and in Federal Registers
of 1968 and 19705,6. The California 7-mode and the DHEW
driving cycles and the concentration and CVS measurements
are briefly presented in Appendix D. The DHEW cycle is
1,370 seconds long, which is ten times longer than the
California 7-mode cycle which is 137 seconds long. The
CVS emission measurements, on both the 7-mode and DHEW
driving cycles, give total mass emission throughout the
entire cycle. The concentration type measurement breaks
down the emissions for each mode measured, and was used
only on the 7-mode cycle. Since not all of the 7-mode
driving cycle is measured with the concentration type meas-
urement and the calculated exhaust volume flow tend to be
lower than the actual measured exhaust volume flow, the CVS
emission results tend to be higher. The concentration type
measurement, however, gives a better indication of the ICE
operating condition since the emissions for accelerations,
decelerations, cruises and idle modes are separated. Since
most of the interest in this study was directed toward
electric-ICE system development, the majority of tests were
-9-
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7-mode with concentration type
ments were made of some of the
DHEW driving cycle.
measurements. CVS measure-
7-mode cycles as well as one
A.
Power Train Effects
The power train variation effects on exhaust
emissions are presented in Figure 10. These variations
include the following:
1.
2.
3.
4.
ICE power (Phase I):
.
.
.
ICE power only
Carburetor with choke and accel. pump
A/F at 15 to 1
Hybrid B (Phase I):
.
.
ICE and 24V electrical system
Carburetor without choke and accel. pump
A/F at 15 to 1
.
Hybrid C (Phase II):
.
.
ICE and 48V electrical
Carburetor without choke and
Delayed throttle response
Heated intake air
accel. pump
.
.
Hybrid C-l (Phase III):
.
.
.
ICE and 48V electrical system
Carburetor without choke and accel.
A/F at 16.5 to 1
Delayed throttle response
Heated intake air
Heated manifold jacket
pump
.
.
.
The emission data shows a marked decrease in HC,
CO and NO when the ICE and Hybrid C-l power trains are com-
pared in Figure 10 and also indicated in Table I. The
complete emission data for each mode of the 7-mode Califor-
nia driving cycle are presented in Table I.
-10-
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r-
I
TABLE I
EXHAUST EMISSIONS
ICE
MODE HC CO NO A/F CALIFORNIA
ppm % ppm RATIO 7-MODE CYCLE
1 285 2.35 101 14.5
2 312 4.43 495 13.0
3 148 2.45 768 15.0 AVERAGE 296 ppm HC
4 914 8.73 110 11.5 FOR 3.14% CO
5 166 .21 446 15.0 CYCLE 1183 ppm NO
6 173 1.33 2062 15.0
7 2438 6.17 . 102 12.0
HYBRID C-l
1 143 1.22 182 15.0
2 128 .53 462 16.5
3 66 .23 906 16.5 AVERAGE 122 ppm HC
4 211 5.11 276 14.0 FOR 1.2% CO
5 97 .26 752 16.5 CYCLE 917 ppm NO
6 94 1. 28 1083 14.5
7 107 .73 1162 15.0
Concentration type comparison is shown above and does not
reflect the total mass emissions.
The Hybrid C-l engine runs with a leaner A/F ratio
than the all ICE power train. The ratios range from 2 to
3 A/F numbers leaner for the Hybrid C-1. Operations of
engines with leaner than 17/1 A/F ratios gave erratic engine
operation with backfiring through the intake manifold and
misfiring in the cylinder. The air/fuel measured at 30 mph
cruise (Mode 3) is used as a representative ratio for the
entire cycle. Since most of the driving modes are tran-
sients and the engine has a greater amount of cyclic varia-
tions during transients, it is desirable to measure A/F
ratio during steady state cruise condition. The power
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output at 30 mph is a good average for the 7-mode driving
cycle. This hybrid run, shown in Table I, of 16.5 to 1 AlP
ratio provided smooth, suitable operation; but similar AlP
settings for the other runs gave unstable operation. Most
runs were made at 16 to 1 or lower AlP ratios to provide
acceptable engine operation for Hybrid mode while ICE-only
required 15 to 1 AlP ratio.
B.
Vehicle Weight Effects
Pigure 11 shows a summary of measured data versus
vehicle weight. The data shown include HC, CO, NO, fuel
used per cycle, and Alp ratio at steady state 30 mph oper-
ation. The various power trains used are shown in the
Figure. The hot California 7-mode cycle was used for these
tests. Vehicle weight was simulated by using 2,000 lb.,
3,000 lb., and 4,000 lb. flywheel weights of the Clayton
Chassis Dynamometer.
In ICE-only operation, the vehicle weight effects
on emissions resulted in slight increases of HC and CO and
a decrease of NO with increase of vehicle weight. NO de-
crease is probably because of the righer AIF ratio supplied
to the engine as weight was increased.
Hybrid B operation showed about the same results
except for NO which remained relatively constant with in-
creased vehicle weight. The Alp ratio remained constant
for all these runs. .
Hybrid C operations indicated a more erratic
behavior. HC remained constant, while CO increased and
then decreased with vehicle weight increases. NO increased
markedly with increased vehicle weights. Also, Alp ratio
decreased and then increased with increased vehicle weight.
The barburetor jets were constant so the change was due to
fuel circuit change.
C.
Cruises
Steady state cruise tests were run with the vehicle
using ICE and hybrid power. Table II shows the comparison
of the measured data for the vehicle in Phase I, Phase II,
and Phase III conditions. In general, the data indicate
the following:
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~--
T A 3 ~E I I (:.5-30-50
"1?f CR{::S ~S COI' CENTRATION OF EXHAUST EMISSIONS)
?HASE I TESTS
rcF.
VELOCITY POWER FUEL ENGINE MANIFOLD A/F HC CO NO
mph hp/whls. mpg rpm "Hg VAC" Ratio ppm % ppm
ICE 15 1 13.7 1550 11 15/1 101 . 9 458
30 3 17.8 1625 7 15/1 73 1.0 972
50 8 16.0 2650 9.5 15/1 112 1.0 3383
HYBRID B 15 1* 9.6 1525 9 15/1 54 .4 766
30 6.6 13.4 1650 6.5 15/1 91 1.8 1051
50 14 9.1 2650 3.5 12.5/1 177 7.5 445
PHASE II TESTS
ICE 15 1 16.5 1500 12 15/1 167 1.0 534
30 3 21.6 1650 7.5 15/1 110 2.0 1117
50 8 17.1 2700 9 15/1 .132 1.8 3143
HYBRID C 15 0* 8.6 1500 12 15/1 133 .2 376
30 6.6 11.2 1600 3 12.5/1 240 7.7 310
50 14 9.8 2650 2.5 12.5/1 216 7.8 462
PHASE III TESTS
ICE 15 1 14.5 1530 13.5 15.5/1 188 1.5 468
30 4 10.3 2900 13.5 12/1 297 9.2 336
50 16 12.6 2640 8 12.5/1 230 8.6 427
HYBRID C-l 15 11.8 1570 7.5 16/1 145 .2 127
30 8.8 2960 7.5 15.5/1 177 .2 1056
50 12.4 2650 6 15/1 512 3.5 1492
* Generator not charging, but in motoring mode, therefore requiring very little power
from ICE.
-13-
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1.
Fuel consumption rate is higher for the hybrid
in cruise conditions because of additional
power being stored by charging batteries
in hybrid mode.
Manifold vacuum shows the engine is pro-
viding more power for hybrid mode.
2.
3.
When the engine is near its maximum out-
put during the higher velocity runs,
the A/F mixture supplied to the engine
is richer which results in higher HC and
CO emissions and lower NO emissions.
D.
CVS Emission Data Comparison
Table III lists most of the constant volume
sampler (CVS) emission data measured from the vehicle
employing ICE-only and hybrid power trains. The CVS equip-
ment is described in Federal RegisterS of 10 November 1970.
Basically, the CVS equipment dilutes the vehicle's exhaust
with air and stores this sample in a bag which is then
analyzed by gas analyzers to give a concentration of HC,
CO, and NO. The exhaust dilution takes place in a chamber
that has known air flow. with a known flow and
gas concentration, the mass of each gas may be determined.
This measuring apparatus gives the total mass flow for the
entire driving cycle. Hot and cold cycles may be separated
by catching separate gas samples during the respective
cycles. The 7- mode cycle and the DHEW cycle are described
in Appendix D.
7- MODE
DRIV.CYCLE
TABLE III
CVS EMISSION DATA (gm/mi)
BASELINE
ICE
HYBRID C-l
HYBRID B
HYBRID C
HC
CO
NO
DHEW
DRIV.CYCLE
HC
CO
NO
12.15
128.1
2.15
6.78
65.3
2.08
5.26
27.9
1. 59
7.6
72.8
2.17
3.15
29.6
1.0
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The emission comparison shown in Table III of the
the ICE and hybrid power trains on the 7-mode driving cycle
show the reduction due to hybrid operation as shown before by
the concentration measurement data. The HC and CO are markedly
reduced -- about 50 percent. Also, as shown before with con-
centration type measurements, NO does not go down with Hybrid B
operation. It is interesting to note that the Hybrid C-l
operation shows a further reduction in HC, CO and NO as shown
before with concentration type measurement and this reduction
holds even with the DHEW driving cycle.
Air/Fuel Effects 'on Exha.ust Emissions
E.
The main jet of the carburetor was varied in size
to produce various A/F ratios for ICE intake. The A/F supplied
to the engine will vary as the vehicle goes through the diffe~
rent modes in the California 7-mode driving cycle. Table I
showed variations of A/F as the vehicle is driven through the
7-mode driving cycle.
Using the A/F ratio of Mode 3 as the average A/F
ratio, Figure 12 shows the emission variation of the ICE when
the A/F ratio is changed. The test data shown were for cycles
where the ICE ran without too much misfire in the combustion
chamber or backfire in the intake manifold. Some misfire is
evident for the 18/1 ratio which shows a marked increase in HC
and some reduction in NO. This increase in HC is to be expected
with normal combustion, but not to the great extent as shown; .
therefore, there must be some misfiring.
F.
Effects of Misfiring
On one occasion a.n ignition wire broke loose
during running and caused a misfire in one cylinder of the
engine. It is interesting to note the results this has on
exhaust emissions. The table below compares a misfiring run
with a normal run.
TABLE IV
NORMAL FIRING
HC ppm
CO %
NO ppm
194
3.1
653
MISFIRING ONE CYLINDER
3171
2.4
951
-15-
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It is interesting to note the HC and NO increase.
HC increase is expected due to one cylinder not firing. NO
increase is probably due to the other five cylinders working
harder to maintain the vehicle on the driving cycle.
G.
Effects of Retarded Ignition Timing
The effects of retarding the ignition timing
from the standard ignition timing of the engine are shown in
Figure 13. The HC and CO emissions are reduced with retarded
timing of 6 degrees, but increase to that of the standard
timing when retarded to 14 degrees. The NO, on the other hand,
increases at 6 degrees retard and then returns back to its ori-
ginal emission value at 14 degrees retard. The Corvair engine
did not operate smoothly in these retard conditions and the
emission results are not conclusive.
When an engine operates under retarded ignition
timing, the peak combustion temperatures are reduced, thereby
reducing the NO emissions. Since the engine used in these
tests did not show a reduction in NO, it is evident that the
temperatures in the cylinder with retarded spark timing are
not reduced. Possibly the air-cooled cylinder engine used in
this study does not run with lower combustion temperature with
retarded spark timing.
IV
POWER SOURCES
In a parallel hybrid system the amount of power
delivered or absorbed at any point during the cycle by the
ICE and the electric system (power ratioing) is a parameter
of major importance, and very difficult to measure since both
devices operate through an automatic transmission at varying
values of slip and efficiency. The available measuring points,
such as electric machine input/output, engine manifold depres-
sion and speed and road horsepower and speed (as measured on
tye dynamometer) do not give a direct accurate representation
of the power output as measured on the road dynamometer, which
does not take into account tire losses and slippage, tempera-
ture variations as a function of the cycle, etc.
-16-
-------
contract
order to
mization
One of the major requirements of the present
was to measure or estimate the power ratioing in
provide data to develop a criteria for further opti-
of this type of parallel hybrid system.
This section presents the method used to empiri-
cally calculate the gross and net power outputs of both the
ICE and the electric machine. The battery pack performance,
another parameter of major importance, is also evaluated in
this section.
A.
Power Calculations
The procedure to calculate the gross and net
power of each component in the parallel hybrid system is as
follows:
*
1.
Measure and record armature current and
voltage. Actual motor power output is
found by assuming an average electric
motor efficiency of 80%. (Per manufac-
turer specifications.)
2.
Using torque converter performance curves
and an ~ ratio* of 53 for high gear and
V
53 x 1.83 for low gear, compute the net
(at the road) electrical power. This
includes electric power supplied to the
road and absorbed via regenerative breaking.
Using the calculated net power needed for
the 7-mode driving cycle, calculate the
net power supplied (absorbed) by the ICE.
3.
4.
Perform the inverse of Step 2 to find the
gross power supplied by the ICE. This
should also include the power needed to
drive the generator.
N/V = engine rpm/vehicle mph.
-17-
-------
Unfortunately, the present parallel hybrid
system does not have the optimum components, since available --
off the shelf -- items had to be used due to the short time
in which the vehicle was built. Consequently, some parts of
the cycle do not match the modus operandi and instead a modus
vivendi was accepted. For example, at idle the ICE is supposed
to drive the electric machine in the generator mode. But since
the idle speed has to be less than a 1,000 rpm, (automatic
transmission considerations), and the counter electromotive
force is less than battery voltage, even with an overexcited
field, the electric machine idles as a motor drawing power from
the batteries. If the obvious step of disconnecting the elec-
tric machine from the battery pack is taken, a new problem
arises, mainly, the ICE stalls when the vehicle is in gear and
idling, since the present flywheel is not heavy enough and the
idle load is larger than normal.
Although Hybrid B did improve somewhat the emis-
sions characteristics, it was not considered sufficient since
the electrical power contribution at each point on the cycle
did not exceed 10 percent. Once the baseline characteristics
of the vehicle were established the total electric power was
defined, based on the criteria that the engine was expected
to have a smooth transient from one steady state to another as
shown in Figure 14. Thus, the electric power at the wheels
was found and calculated at the input using Step 2 above. The
new level lead to the decision of adding a voltage switching
device for Hybrid C. .
The current of the motor/generator was measured,
recorded, and is given in Figure F-l, in Appendix F. The
armature voltage is also shown in Figure F-l. This graphical data,
in conjunction with road horsepower as measured on the dyna-
mometer (Figure 3), with engine manifold depression (Figure 7),
engine speed (Figure 15) is used to derive the graphical data
for gross powers into the transmission, as shown in Figure 16
and for net power at the wheels as shown in Figure 17. From
Figure 17 the information concerning power ratios at any in-
stant of time can be obtained and when the net ICE power output
is compared with the desired ICE power output (Figure 14) it
is apparent that the actual system does not perform as required
for optimal operation.
-18-
-------
Battery Pack Performance
B.
Tests conducted on Hybrid C also provided informa-
tion concerning the rates of charge and discharge of the
battery packs. Table V shows the specific gravity of batteries
operating on a number of 7-mode driving cycles. Figure C-2
in Appendix C is a schematic diagram of the battery pack con-
figuration used in Hybrid C.
TABLE V
BATTERY CHARGE MEASUREMENTS
Specific Gravity
7-MODE DRIVING CYCLE
7 7-Mode Cycles
Cold Start
9 7-Mode Cycl~s
Cold Start
Start End Start End
Front batteries 1264 1264 1258 1254
S~ front batteries 1284 1264 1260 1254
S. rear batteries 1274 1264 1260 1254
Rear batteries 1282 1262 1250 1240
As can be seen from the table above, the rate of
charge and discharge of Hybrid C under the present control con-
figuration was acceptable for the front battery pack. The front
battery pack is composed of four heavy duty electric vehicle
lead-acid batteries. The two side packs, which were used in
order to guarantee that the high electric power needed for the
high acceleration would be available from the batteries, were
also heavy duty, but of the SLI type lead-acid batteries used
in large trucks.
The rear battery pack, which is the original battery
pack in the Minicar, consists of four automotive type SLI
batteries. These were primarily chosen because their physical
dimensions fitted in the available amount of space. Table V
shows that standard SLI type batteries were not as good as heavy
duty types for hybrid operation. Failure to return to a fully
charged state can, in all cases, be attributed to the fact that
no charging is available at idle.
-19-
-------
In addition to this, the system was also tested
with the new proposed DHEW CVS driving cycle (see Appendix D
for complete description of cycle). Table VI shows the
specific gravity of the battery pack operating on the DHEW
cycle.
TABLE VI
BATTERY CHARGE MEASUREMENTS
DHEW DRIVING CYCLE
Start End
Front 1274 1278
Side Front 1290 1275
Side Rear 1290 1284
Rear 1300 1290
Comparing Tables V and VI, it can clearly be seen
that no significant difference exists in the charge-discharge
characteristics of the battery pack between a 7-mode driving
cycle and the DHEW driving cycle.
V.
CONCLUSIONS
The exhaust emission results of various parameters
of the heat engine/electric drive train system were pre-
sented in this report. The vehicle parameters studied were
power train control, vehicle weight, emission instrumenta-
tion, driving cycles, air/fuel ratios, ignition timing, and
ICE cylinder misfiring effects. The following is a summary
of these test results:'
A.
The hybrid power train does
lower exhaust emissions. When carburetor throt-
tle is delayed during transient accelerations and
deceleration, there is a further reduction.
B.
Increasing vehicle weight tends to increase exhaust
emission concentrations. Not all concentra-
tions were increased , but since the exhaust gas
flow increases when vehicle weight is increased,
the mass of exhaust emissions per mile is increased.
-20-
-------
C.
Exhaust emission instrumentation generally
shows the CVS measurement higher than the
concentration type measurement over the
same driving cycle.
D.
Comparison of emission data for driving
cycles did not show an increase of emissions
for the DHEW cycle over the 7-mode cycle.
E.
HC and CO emissions decreased, but NO increased
when A/F ratio was increased to approximately
16/1. Above this ratio the engine misfired and
gave erratic data.
F.
Spark timing variations did not show any
conclusive results.
G.
When the engine misfired during steady state
operation (one cylinder not firing at all) there
was a ten-fold increase in HC, while CO remained
about the same, and NO increased approximately
fifty percent (50%).
H.
Parallel hybrid power train as used in these tests
did not reduce emissions to acceptable levels.
Concerning the performance of the electrical system
the following conclusions can be made:
A.
Heavy duty lead-acid batteries were found to be
acceptable as the energy storage element in the
parallel hybrid system for these tests.
B.
The shunt DC motor/generator with armature and
field control performed satisfactorily in the
particular driving cycles tested.
-21-
-------
VI.
C.
The electric machine continuous rated at
9.7 hp was capable of supplying the peak
requirements of 27 hp when external cooling
was applied.
D.
The new solid state controller as described
in Appendix C proved to be simple, reliable,
inexpensive, and sufficient for the present
requirements.
RECOMMENDATIONS
The following recommendations are made as a result of
this emission test and control system development work:
A.
Since the ICE did not operate at extremely
high A/P ratios during hybrid mode, these
tests should be repeated using an engine
that has been developed on a test stand for
this type of operation. (When this develop-
ment is undertaken, care should be employed in
determining the engine conbustion characteristics.
Pressure-time instrumentation installed in the
combustion chamber can determine the cyclic
behavior of combustion. The cyclic scatter of
combustion is the most important characteristic
in determining smooth engine operation. The
larger the combustion variation, the rougher
the engine runs. A rough operationg engine
causes vehicle surge. Since leaner A/P ratios
cause a larger variation of combustion rate,
lean engine operation leads to vehicle surging.)
B.
The throttle delay and its associated electrical
controls should be more fully developed. This
concept is a simple and very desirable one for
heat engine/electric hybrid control and the pre-
liminary results show substantial exhaust emission
reduction. The throttle delay concept should
-22-
-------
be examined in more detail to determine the
amount of emission reduction that can be
obtained with various delay times -- both in
acceleration as well as deceleration engine
transients.
c.
A stabilized shunt machine should be
with an eye to increasing the torque
ducing capabilities at the low speed
without the need of overexcitation.
tried
pro-
range
D.
A more complete evaluation of the proper
ratings of the motor/generator is required
to find the limits of operation based on
more general cycles (such as DHEW) and to
reduce size and cost. .
E.
The hybrid controller should be further
developed to provide more and easier adjust-
ments and to be an adaptive controller.
F.
It is estimated that the hybrid power train
will not, by itself, produce satisfactorily
low exhaust emissions. Hybrid power trains may
be useful in eliminating peak values of emissions
when the vehicle is driven through transient
accelerations or decelerations. . Exhaust emission
devices can then become simpler in design, lower
in size, and less likely to experience drastic
changes in operating temperatures.
-23-
-------
(-
">
-.
FIGURE
1 - HEAT ENGINE/ELECTRIC HYBRID VEHICLE
-24-
.. ---
-------
TORQUE CONVERTER
2/1 STALL RATIO
6.90 X 13
TIRES
LEAR SIEGLER G-22-C
DC MOTOR/GENERATOR
AXLE
3.57/1 RATIO
TRANSMISSION
1.81/ I LOW
1/1 HIGH
INTERNAL COMBUSTION
ENGINE 6 CYL.
OPPOSED 164 CU.IN.
AIR COOLED
DRIVESHAFT
HEAT ENGINE/ELECTRIC HYBRID POWER TRAIN
FIGURE 2
-25-
-------
MAX I MUM AVAILABLE CONTINOl)S POWER
~ 40
::r:
~
~
~
o
~
70
60.
50
30
2C
10
o
o
10
20
30
40
50
60
VELOCITY-MPH
ROAD POWER-CHASSIS DYNAMOMETER
FIGURE 3
-26-
70
80.
-------
'"r-- -
-_._---
,
.
g",
#
.......... ....-. ... -
. FIGURE 4
SINGLE.VENTURI CARBURETOR WITH
SINGLE CARBURETOR INTAKE MANIFOLD
-27":
-------
HYBRID
B &. C
INLET AIR -.
. /
HOT AI R -.
SINGLE VENTURI
CARBURETOR
I 74" DIA LEGS
RIGHT
CYLINDER
LEFT
CYLINDER
HYBRID C-I
EXIT
EXHAUST
GAS
HEATING JACKET
I II DIA LEGS
EXIT
EXHAUST
GAS
RIGHT
CYLIN DER
LEFT
CYLINDER
FIGURE 5
SINGLE CARBURETOR MANIFOLDS SHOWING HOT
AIR HEATED AND EXHAUST GAS HEATED DESIGNS
-28-
-------
(CLOSING
OR I FICE
DASH POT
. FOOT
THROTTLE
FOOT THROTTLE
LEVER
CARBURETOR
THROTTLE LEVER
CARBUR!.TOR
THROTTLE
FIGURE 6
MECHANICAL CONTROL SCHEMATIC OF
THE DELAYED THROTTLE CONTROL
-29-
-------
60 80
TIME -SEC
FIGURE 7 - INTAKE MANIFOLD VACUUM WITH AND WITHOUT THROTTLE
16
12
tJ' 8
::r:
:::
I 4
~
:)
:)
\J 0
c{ 0
>
a
...J
0
LL
- 20
z
«
.~ 86
12
8
4
o
o
CALIFORNIA 7-MODE DRIVING CYCLE
HYBRID C
PHASE IT TEST (WITH THROTTLE DELAY)
20
120
140
40
60 80
TIME -SEC
100
HYBRID B
PHASE I TEST (WITHOUT THROTTLE DELAY)
20
40
140
100
170
DELAY.
-30-
-------
DRIVER
DESIRED
SPEED
~f -
~t -
T
FOOT
PEDA L
FOOT PEDAL ANGLE
.THROTTLE ANGLE
TORQUE
K - GAIN
5
- LAPLACE TRANSFORM
T -
TIME CONSTANT
FIELD
CONTROLLER M/G
:b- Ke Te
't'e S + I
+
Kc ~t Krn
Ie 5+1 7.,... 5 ;- I
"THROTTLE
CONTROLLER
w(S) Kv
SPEED -:fv S+ I
e ELECTRICAL
m - MECH&~ICAL
C CONTROLLER
V VEHICLE
FIGURE 8
SCHEMATIC DIAGRAM OF THE THROTTLE DELAY
AND ELECTRICAL CONTROL SYSTEMS FOR HYBRID C
,
-31-
-------
~
L
FIGURE 9
EMISSION TEST SET-UP AT APCO
LOS ANGELES FEDERAL LABORATORIES
-32-
.-J
-------
ppm HC 10 co ppm NO
400 4
300 3 1200 16
w w
u u
200 2 800 15
u
100 u- aJ 400 I 14
u
, I
U U
0 0 0 13
FIGURE 10
Air
r--
-
. I
U
W co
u
-
~
-
u
EXHAUST EMISSION COMPARISONS OF BASELINE ICE, HYBRID B AND HYBRID C
POWER TRAINS. CONCENTRATION MEASUREMENTS ARE PRESENTED WITH VEHICLE
DRIVEN ON THE 7-MODE CYCLE.
-33-
-------
ICE ONLY
400
ppm HC
%GO
1600
pprn NO
91T\/ CYCLE FUEL
200 17- A/F RATIO
300
6
1200 150 16 -
800 0 100 000 15
00 000
000 000 0 -
C\l00 C\Jrt')v 0 0
400 ~o 50 14- 0 0 0
V f\J 0 °
I") 0
'I:t
o 0 '13
HYBRID B
200 0 0 0
000
000
100 C\J rr) ~
4
o
o
2 000
000
0°"",
. C\J rt) .
o
p pm H C % CO qtY'l/CYCLE FUEL
400 1600 200 17
300 6 1200 150 16
200 4 0 800 000 100 000 15
000 000 0 0 0
000 oo~ 000 0 0 0
0 0 ° 2 00 400 C\/('t)'" 50 C\J("I)~
100 0 0 0 1\1"" 14
C\/ rt).~
0 0 0 0 13
A,I, RATIO
- F
.
0 0 0
.0 0 0
o 0 0
(\J I'f\ ~
400
pptT1 He
HYBRID C
g"'/CVCLE FUEL
% CO 1600 200 17
6 1200 150 16
o
100 ° 0 15
4 800 000
o oov
0 0 0("1)
0
2 0 0 V 600 00 50 C\I
000
00 oov
00 01")
0 C\I('I) 0 C\I 0 13
100
.
..
-
L....-
-0 0 0
o 0 0
o 0 0
f\I ('f") ~
300
200
o
FIGURE 11
VEHICLE WEIGHT EFFECTS. CONCENTRATION EMISSION MEASUREMENTS
WITH VEHICLE DRIVEN ON THE CALIFORNIA 7-MODE DRIVING CYCLE
-34-
-------
FIGURE 12
I
u
12 >- a
-'
Z -
0:::
0 co
I I w >-
U I
! r J.. )
10
E E 9
a.. a...
a.... a...
0 0 8
2 ~~
... ..."
uoO 7
IUZ
.'--y-' 6
tI)
Z
0 5
-
tI)
tI)
~ 4
w
~
tI) 3
::>
«
I 2
><
w
o
II
1\
/ ,
/ ,
\ /~o '",
\,1
12
14
17
18
16
15
13
AVERAGE A/F RATIO (MODE 3)
AIR/FUEL.RATIO EFFECTS. CONCENTRATION
MEASUREMENTS ON THE 7-MODE DRIVING CYCLE.
-35-
-------
FIGURE 13 .
o
o 2 4 6 8 . 10 12 14 16
IGNITI,oN TIMING-:-DEGREES RETARD
FROM STANDARD TIMING
uO
J:Z
££
0.. a..
0.. 0..
10.00
900
800
700
600
o
U 500
~
4 400
3 300
2 200
100
o
~,
"
1 "
./ ''"
/' '''
~,
~
~/NO" ~.
,
~~ ,
/' '''
'
"
(
~ V /
HC.-
--......... ~ ~ ",-
- -' CQ.. -
IGNITION TIMING EFFECTS. CONCENTRATION
MEASUREMENTS ON 7-MODE DRIVING CYCLE.
-36-
-------
a..
J: J:30
a.. I
~ a::
;. 3 20
t 0
u a..
g 0 to
w «
> g 0
-10
-20
~
0.
a::
0 30
o
I
0
\oJ 20
\oj
0.
en
.... 10
z
I.? 0
Z
\oJ
0.
J: a::
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o
a..
en
en a::
o 0
a:: l-
I.? «
a::
\oj
z
:!J -20
0. II:
=f 0 20
II: I-
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~ ::.!
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0.
o II:
« 0
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II: «
a::
!oj
z
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POWER FOR 7-MODE CYCLE
$0
/ /,\
. ,v LOe.ITV / 'I "\
~ ~ V / _POWE~
J ' / ~ ~ REQUIRED
\
It, - _f' I\.POWER \
',- --
-- - REQUIRE~
l.,....-' FROM ICE t -- ,:;;, '7
FIGURE 14
I MANIFOLD
. ENGINE SPEED- '\ VACUUM -"" ,I\., 1\
I
~ j. J ~ ~ ''-1 "-
/'.1 I,.,..
~~... 'l V - I ~ ~ ~
.........- ~ j
-
_...! ~~..-
FIGURE 15
LOW---1- HIGH-1..- L0W---1.:-- HIGH--JLOW
1-1 DLE~ 0-)0 ~30 -130-151-'5 -+-- ~-50 --+-- 50-20--l2CK)
~o
16 17'
J:
12 I
9::.!
8 0::>
u..::>
Z-u
«
4 ~>
o
L GEAR
o
20
34
104
!.-- MODE
129 137 _TIME (SEC)
60
75
49
40
,.
1 I :
It I II!
1,1 I
1 ;. , :... I--Ie.E
!: I I I
'\J ~ I, 7 ; I _EtEcT
'- / V 1. ~Ie.
J : '" --- -" 1'( \
....
,'.i .... ..~
.-- --- \ J' '''- f" \ - ~...., ~l
"~J ./
~
"
FIGURE 16
,1
I
1/1 / Ie- ~1e.E
A, : '~,' 1- ~E Ee.TRIe.
!
1 ' r \ !~ I
1.- --..., ,
I\. r--- _.J I
; -
"'" L ...~
-------
VII.
APPENDIX
A.
Vehicle Performance
B.
California 7-Mode Power
C.
Power Train Description
Test Procedures
D.
E.
Emission Measurement Log
F.
Electrical Measurement Log
G.
References
38
-------
A-I
APPENDIX A
Vehicle Performance
Road Load Pow.er Requirement
The power required for level road was estimated by using
the following expression:7
P =
rl
KWV
w
375
+
K AV3
a'
375
where
P = Road load power, hp
rl
K
w
= Coefficient of rolling resistance ~ .015
V
= Weight of vehicle = 2,000, 3,000 and 4,000 Ibs.
= Velocity of vehicle, mph
W
K
a
= Coefficient of air resistance = .00125
A
= Frontal area of vehicle =,25 ft.2
Power Available
Using the measured power available at the wheels of the
Hybrid B vehicle power train, the curves shown in Figure Al
are derived. The level road power for 2,000, 3,000 and 4,000
pound weight vehicles are also shown in the same Figure.
Vehicle Acceleration
Acceleration of the vehicle can be calculated using:
a =
375
g
VW
P
a
-------
A-2
where
a = Acceleration,
mph
sec
g = Gravity acceleration,
mph
sec
v = Vehicle velocity, mph
W = Vehicle weight, lbs.
Converting the acceleration to an average acceleration
over a small increment of vehicle speed, an elasped time can
be calculated giving a velocity versus time diagram. These
diagrmns are shown in Figure A2 for the 2,000, 3,000 and
4,000 pound vehicles. The computations are shown in Tables
AI, AII, and AIII.
-------
A-3
HYBRID~B 2,000 LB
CAR POWER RL ACCEL MAX AVE DELTA TOTAL
VEL AVAIL POWER POWER ACCEL ACCEL .TIME TIME
5mph iner
mph hp hp hp mph !!}E!! see see
see see
0 0 0 0 0 0
5 11 .4 10.6 8.74 9.0 .56 .56
10 21 .9 20.1. 8.30 8.5 .59 1.15
15 29 1.5 27.5 7.55 7.9 .63 1. 78
20 34 2.3 31. 7 6.54 7.1 .70 2.48
25 37 3.3 33.7 5.55 6.1 .82 3.30
30 40 4.7 35.3 4.85 5.2 .96 4.26
35 43 6.4 36.6 4.31 4.6 1.09 5.35
40 45 8.5 36.5 3.77 4.0 1. 25 6.60
45 45 11.2 33.8 3.10 3.4 1.47 8.07
50 44 14.4 29.6 2.44 2.8 1.79 9.86
55 43 18.2 2.4.8 1.86 2.2 2.27 12.13
60 46 22.8 22.2 1. 53 1.7 2.94 15.07
65 49 27.5 21. 5 1.37 1.4 3.57 18.64
70 51 34.1 16.9 1. 00 1.2 4.17 22.81
51 41.1 9.9 .54 .8 6.25 29.06
75
80 50 48.9 1.1 .06 .3 16.64 45.70
TABLE AI
-------
A-4
HYBRID-B 3,000 LB
CAR POWER RL ACCEL MAX AVE DELTA TOTAL
VEL AVAIL POWER POWER ACCEL ACCEL TIME TIME
5rnph iner
rnph hp hp hp rnph rnph see see
see see
0 0 0 0 0 0
5 11 .7 10.3 5.64 6.0 .83 .83
10 21 1.3 19.7 5.40 5.7 .88 1. 71
15 29 2.0 27.0 4.93 5.2 .96 2.67
20 34 3.0 31.0 4.24 4.7 1. 06 3.73
25 37 4.5 32.5 3.56 4.0 1. 25 4.98
30 40 6.0 34.0 3.11 3.4 1. 47 6.45
35 43 8.0 35.0 2.74 2.9 1. 72 8.17
40 45 10.0 35.0 2.40 2.7 1. 85 10.02
45 45 13.0 32.0 1. 95 2.2 2.27 12.29
50 44 16.0 28.0 1. 53 1.8 2.77 15.06
55 43 20.0 23.0 1.15 1.4 3.57 18.63
60 46 25.0 21.0 .96 1.1 4.53 23.16
65 49 30.0 19.0 .80 .9 5.55 28.71
70 51 37.0 14.0 .55 .7 7.15 35.86
75 51 44.0 7.0 .26 .5 10.00 45.86
8.0 50 52.0
TABLE AII
-------
A-5
HYBRID-B 4,000 LB
CAR POWER RL ACCEL MAX AVE DELTA TOTAL
VEL AVAIL POWER pmvER ACCEL ACCEL TIME TIME
5mph iner
mph hp hp hp mph mph see see
see see
0 0 0 0 0 0
11 .8 10.2 4.20 4.4 1.13
5 1.13
10 21 1.7 19.3 3.98 4.1 1. 22 2.35
15 29 2.7 26.3 3.61 3.8 1. 32 3.67
20 34 3.9 30.1 3.10 3.4 1. 47 5.14
25 37 5.3 31. 7 2.61 2.9 1. 72 6.86
30 40 7.0 33.0 2.27 2.4 2.08 8.94
35 43 9.2 33.8 1. 99 2.2 2.27 11.21
40 45 11. 7 33.3 1. 71 1.9 2.63 13.84
45 45 14.8 30.2 1. 38 1.6 3.12 16.96
50 44 18.4 25.6 1. 05 1.3 3.85 20.81
55 43 22.6 20.4 .77 1.0 5.0 25.81
60 46 27.0 19.0 .65 .8 6.25 32.06
65 49 32.7 16.0 .51 .6 8.33 .40.39
70 51 39.7 11.3 .33 .4 12.50 52.89
75 51 47.1 3.9 .11 .3 16.67 69.56
80 50 55.3
TABLE All'!
-------
. A-6
HYBRID B
2000-3000 -4000 LB WE IGHT
80
70
60 ~ \.. €.
\ \... P-
-..}f>.
50 \fJ\:.~ P- ~\
~O
~p.. "f.. \..OW
D..
L 40
I
a::
w 30
~
0
a.. ~~
20
O~
~
10 . Op..O
RO p.O \..
0
0 10 20 30 40 50 60 70 80 90
VELOCITY - m p h
MAX. POWER AVAILABLE & ROAD LOAD POWER REQUIRED
FIGURE A-I
-------
L 60
D...
E
\ 50
>-
t-
U 40
o
-I
lJ.J 3 0
>
80
70
20
10
o
o
30 40 50
TIME-SEC
10
20
GO
70
PER FOR MANCE
FIGURE A-2
80
A-7
-------
B-1
APPENDIX B
California 7-Mode Driving Cycle Power
using the road load estimations made in the previous
section on vehicle performance calculations, the power re-
quired to maintain a 2,000,3,000 or 4,000 pound vehicle on
the California 7-Mode Driving Cycle was computed. These
Calculations are presented in Tables BI, BII, and BIII.
-------
B-2
HYBRID-B
2,000 LB
ACCEL ROAD LOAD
TIME ACCEL VELOCITY POWER POWER TOTAL POWER
(see) (mph/see) (mph) (hp) (hp) (hp)
0-20 0 0 0 0 0
, 21 2.17 2.17 1. 142 .1735 1.3155
22 2.17 4.34 2.284 .354 2.638
23 2.17 6.51 3.34 .528 3.868
24 2.17 8.7 4.59 .751 5.341
25 2.17 10.8 5.7 1.015 6.715
26 2.17 13.0 6.86 1. 215 8.075
27 2.17 15.2 8.02 1. 425 9.485
28 2.17 17.35 9.25 1.821 10.071
29 2.17 19.5 10.28 2.179 12.459
30 2.17 21. 7 11. 42 2.585 14.005
31 2.17 23.8 12.55 3.03 15.58
32 2.0 26.0 12.63 3.545 16.175
33 2.0 28.0 13.6 4.075 17.675
34 2.0 30.0 14.6 4.65 19.25
34-49 0 30.0 0 4.65 4.65
49 -1. 36 30.0 -9.94 4.65 -5.29
50 -1.36 28.6 -9.48 4.25 -5.23
51 -1. 36 27.3 -9.05 3.88 -5.17
52 -1.36 25.9 -8.58 3.52 -5.06
53 -1. 36 24.6 -8.15 3.21 -4.94
54 -1.36 23.2 -7.69 2.90 -4.79
55 -1. 36 21. 9 -7.25 2.63 -4.62
56 -1. 36 20.5 -6.8 2.361 -4.44
57 -1. 36 19.2 -6.36 1.970 -4.39
58 -1. 36 17.8 -5.9 1. 844 -4.144
59 -1. 36 16.4 -5.34 1. 68 -3.66
60 -1. 36 15.0 -4.97 1. 483 -3.49
60-75 0 15.0 0 1.483 1. 4 83
75 1.2 15.0 4.38 1.483 5.863
76 1.2 16.2 4.73 1.649 6.379
77 1.2 17.4 5.08 1. 832 6.912
78 1.2 18.6 5.43 2.023 7.453
79 1.2 19.8 5.78 2.235 8 . 015
80 1.2 21.0 6.13 2.456 8.586
81 1.2 22.2 6.49 2.688 9.178
82 1.2 23.4 6.83 2.94 9.77
83 1.2 24.6 7.19 3.21 10.40
TABLE BI
-------
B-3
HYBRID-B 2,000 LB
Page 2
ACCEL ROAD LOAD
TIME ACCEL VELOCITY POWER POWER TOTAL POWER
(see) (rnph/see) (rnph) (hp) (hp) (hp)
84 1.2 25.8 7.54 3.495 11.035
85 1.2 27.0 7.89 3.81 11.70
86 1.2 28.2 8.24 4.135 12.375
87 1.2 29.4 8.59 4.48 13.07
88 1.2 30.6 8.94 4.83 13.77
89 1.2 31. 8 9.29 5.23 14.52
90 1.2 33.0 9.64 5.64 15.28
91 1.2 34.2 10.0 6.08 16.08
92 1.2 35.4 10.31 6.54 16.85
93 1.2 36.6 10.69 7.03 17.72
94 1.2 37.8 11.0 7.52 18.52
95 1.2 39.0 11.39 8.08 19.47
96 1.2 40.2 11. 7 8.64 20.34
97 1.2 41. 4 12.1 9.3 21. 4
98 1.2 42.6 12.41 9.87 22.28
99 1.2 43.8 12.8 10.5 23.3
100 1.2 45.0 13.1 11.3 24.4
101 1.2 46.2 13.49 11.91 25.40
102 1.2 47.4 13.8 12.73 26.53
103 1.2 48.6 14.2 13.39 27.59
104 1.2 50.0 14.6 14.41 29.01
104 -1.2 50.0 -14.6 14 . .41 -.19
105 -1. 2 48.8 -14.25 13.59 -.66
106 -1. 2 47.6 -13.9 12.81 -1. 09
107 -1. 2 46.4 -13.52 12.04 -1.48
108 -1.2 45.2 -13.2 11. 32 -1.88
109 -1.2 44.0 -12.82 10.62 -2.20
110 -1. 2 42.8 -12.5 9.92 -2.58
111 -1. 2 41. 6 -12.12 9.32 ...,2.80
112 -1.2 40.4 -11.8 8.76 -3.04
113 -1. 2 39.2 -11.42 8.18 -3.24
114 -1.2 38.0 -11.1 7.62 -3.48
115 -1. 2 36.8 -10.72 7.11 -3.61
116 -1. 2 35.6 -10.4 6.63 -3.77
117 -1.2 34.4 -10.05 6.16 -3.89
118 -1. 2 33.2 -9.7 5.71 -3.99
119 -1.2 32.0 -9.35 5.30 -4.05
120 -1.2 30.8 -9.0 4.905 -4.09
TABLE BI
-------
B-4
HYBRID-B 2,000 LB
Page 3
ACCEL ROAD LOAD
TIME ACCEL VELOCITY POWER POWER TOTAL POWER
(see) (mph/see) (mph) (hp) (hp) (hp)
121 -1. 2 29.6 -8.65 4.54 -4.11
122 -1. 2 28.4 -8.3 4.19 -4.11
123 -1. 2 27.2 -8.0 3.82 -4.18
124 -1. 2 26.0 -7.59 3.549 -4.05
125 -1. 2 24.8 -7.24 3.269 -3.971
126 -1. 2 23.6 -6.89 2.990 -3.90
127 -1.2 22.4 -6.54 2.728 -3.812
128 -1.2 21. 2 -6.19 2.49 -3.70
129 -1. 2 20.0 -5.84 2.266 -3.58
129 -2.5 20.0 -12.15 2.266 -9.89
130 -2.5 17.5 -10.61 1.848 -8.76
131 -2.5 15.0 -9.11 1.482 -7.63
132 -2.5 12.5 -7.6 1.163 -6.563
133 -2.5 10.0 -6.08 .917 -5.16
134 -2.5 7.5 -4.55 .635 -3.91
135 -2.5 5.0 -3.04 .410 -2.63
136 -2.5 2.5 -1. 52 .2 -1. 32
137 -2.5 0 0 0 0
TABLE BI
-------
B-5
HYBRID-B
3,000 LB
ACCEL ROAD LOAD
TIME ACCEL VELOCITY POWER POWER TOTAL POWER
(see) ,(mph/see) (mph) (hp) (hp) (hp)
0-20 0 0 0 0 0
21 2.17 2.17 1.715 .259 1. 974
22 2.17 4.34 3.32 .527 3.847
23 2.17 6.51 5.15 .781 5.93
24 2.17 8.7 6.87 1.10 7.97
25 2.17 10.8 8.54 1.45 9.99
26 2.17 13.0 10.25 1. 735 11.985
27 2.17 15.2 12.0 2.03 14.03
28 2.17 17.35 13.7 2.516 16.22
29 2.17 19.5 15.4 2.959 18.36
30 2.17 21. 7 17.1 3.45 20.55
31 2.17 23.8 18.8 3.98 22.78
32 2.0 26.0 18.9 4.58 23.48
33 2.0 28.0 20.4 5.19 25.59
34 2.0 30.0 21. 8 5.85 27.65
34-49 0 30.0 0 5.85 5.85
49 -1. 36 30.0 -14.85 5.85 -9.0
50 -1. 36 28.6 -14.15 5.40 -8.75
51 -1. 36 27.3 -13.5 4.97 -8.53
52 --1. 36 25.9 -12.8 4.55 -8.25
53 -1. 36 24.6 -12.2 4.20 -8.0
54 -1. 36 23.2 -11. 5 3.825 -7.675
55 -1. 36 21.9 -10.85 3.5'0 -7.35
56 -1. 36 20.5 -10.15 3.16 -6.99
57 -1. 36 19.2 -9.5 2.735 -6.765
58 -1. 36 17.8 -8.81 2.54 -6.27
59 -1. 36 16.4 -8.13 2.33 -5.80
60 -13 . 6 15.0 -7.44 2.08 -5.36
60-75 0 15.0 0 2.08 2.08
75 -1.2 15.0 6.55 2.08 .8.63
76 1.2 16.2 7.1 2.29 9.39
77 1.2 17.4 7.6 2.53 10.13
78 1.2 18.6 8.13 2.77 10.90
79 1.2 19.8 8.65 3.03 11.68
80 1.2 21.0 9.19 3.29 12.48
81 1.2 22.2 9.7 3.57 13.27
82 1.2 23.4 10.23 3.87 14.10
83 1.2 24.6 10.75 4.195 14.945
TABLE HII
-------
B-6
HYBRID-B 3,000 LB
Page 2
ACCEL ROAD LOAD
TIME ACCEL VELOCITY POWER POWER TOTAL POWER
(see) (mph/see) (mph) (hp) (hp) (hp)
84 1.2 25.8 11. 2 4.52 15.72
85 1.2 27.0 11.8 4.89 16.69
86 1.2 28.2 12.3 5.26 17.56
87 1.2 29.4 12.85 5.66 18.51
88 1.2 30.6 13.4 6.06 19.46
89 1.2 31. 8 13.9 6.50 20.40
90 1.2 33.0 14.4 6.96 21.36
91 1.2 34.2 14.95 7.46 22.41
92 1.2 35.4 15.5 7.96 23.46
93 1.2 36.6 16.0 8.5 24.5
94 1.2 37.8 16.5 9.03 25.03
95 1.2 39.0 17.05 9.64 26.69
96 1.2 40.2 17.6 10.25 27.85
97 1.2 41. 4 18.1 10.95 29.05
98 1.2 42.6 18.6 11.58 30.18
99 1.2 43.8 19.1 12.25 31. 25
100 1.2 45.0 19.7 13.1 32.8
101 1.2 46.2 20.2 13.71 33.91
102 1.2 47.4 20.7 15.63 36.33
103 1.2 48.6 21.2 15.44 36.64
104 1.2 50.0 21. 9 16.41 38.31
104 -1. 2 50.0 -21.9 16.41 -5.49
105 -1.2 48.8 -21. 25 15.54 -5.71
106 -1.2 47.6 -20.76 14.71 -6.05
107 -1. 2 46.4 -20.28 13.89 -6.39
108 -1. 2 45.2 -19.8 13.13 -6.67
109 -1.2 44.0 -19.2 12.38 -6.82
110 -1. 2 42.8 -18.7 11. 635 -7.06
111 -1.2 41. 6 -18.2 10.48 -7.22
112 -1. 2 40.4 -17.7 10.38 -7.32
113 -1.2 39.2 -17.1 9.76 -7.44
114 -1.2 38.0 -16.6 8.76 -7.84
115 -1.2 36.8 -16.1 8.58 -7.52
116 -1.2 35.6 -15.6 8.05 -7.55
117 -1. 2 34.4 -15.0 7.44 -7.56
118 -1.2 33.2 -14.5 7.04 -7.54
119 -1.2 32.0 "':'14.0 6.58 -7.42
120 -1.2 30.8 -13.5 6.13 -7.37
TABLE HII
-------
B-7
HYBRID-B 3,000 LB
Page 3
ACCEL ROAD LOAD
TIME ACCEL VELOCITY POWER POWER TOTAL POWER
(see) (mph/see) (mph) (hp) (hp) (hp)
121 -1.2 29.6 -12.9 5.73 -7.17
122 -1. 2 28.4 -12.4 5.32 -7.08
123 -1. 2 27.2 -11. 9 4.91 -6.99
124 -1.2 26.0 -11. 3 4.59 -6.71
125 -1. 2 24.8 -10.8 4.25 -6.55
126 -1.2 25.6 -10.3 3.94 -6.36
127 -1.2 22.4 -9.8 3.62 -6.18
128 -1.2 21. 2 -9.15 3.34 -5.81
129 -1. 2 20.0 -8.7 3.06 -5.64
129 -2.5 20.0 -18.2 3.06 -15.14
130 -2.5 17.5 -15.9 2.55 -13.35
131 -2.5 15.0 -13.65 2.08 -11.57
132 -2.5 12.5 -11.39 1. 66 -10.73
133 -2.5 10.0 -9.1 1. 33 -7.77
134 -2.5 7.5 -6.82 .935 -5.88
135 -2.5 5.0 -4.55 .61 -3.94
136 -2.5 2.5 -2.28 .3 -1.98
137 -2.5 0 0 0 0
TABLE BII
-------
B-8
HYBRID-B
4,000 LB
ACCEL ROAD LOAD
TIME ACCEL VELOCITY POWER POWER TOTAL POWER
(see) (mph/see) (mph) (hp) (hp) (hp)
0-20 0 0 0 0 0
-21 2.17 2.17 2.284 .349 2.633
22 2.17 4.34 4.568 .401 4.969
23 2.17 6.51 6.68 1. 033 7.71
24 2.17 8.7 9.18 1. 45 10.63
25 2.17 10.8 11. 4 1. 88 13.28
26 2.17 13.0 13.72 2.26 15.98
27 2.17 15.2 16.04 1.64 17.68
28 2.17 17.35 18.50 3.21 21.71
29 2.17 19.5 20.56 3.74 24.30
30 2.17 21. 7 22.84 4.32 27.16
31 2.17 23.8 25.10 4.93 30.03
32 2.0 26.0 25.26 5.63 30.89
33 2.0 28.0 27.2 6.32 33.52
34 2.0 30.0 29.2 6.73 35.93
34-49 0 30.0 0 6.73 6.73
49 -1. 36 30.0 -19.88 6.73 -13.15
50 -1. 36 28.6 -18.96 6.54 -12.42
51 -1. 36 27.3 -18.10 6.06 -12.04
52 -1. 36 25.9 -17.16 5.59 -11.57
53 -1. 36 24.6 -16.30 5.18 -11.12
54 -1. 36 25.2 -15.38 4.75 -10.63
55 -1. 36 21.9 -14.50 4.38 -10 . 12
56 -1. 36 20.5 -13.6 4.0 -9.6
'57 -1. 36 19.2 -12.72 3.51 -9.21
58 -1. 36 17.8 -11. 8 3.24 -8.56
59 -1. 36 16.4 -10.68 2.99 -7.69
60 -1. 36 13.0 -9.94 2.68 -7.26
60-75 0 15.0 0 2.68 2.68
75 1.2 15.0 8.76 2.68 11. 44
76 1.2 16.2 9.46 2.94 12.40
77 1.2 17.4 10.16 3.22 13.38
78 1.2 18.6 10.86 3.51 14.37
79 1.2 19.8 11. 56 3.82 15.38
80 1.2 21.0 12.26 4.14 16.40
81 1.2 22.2 12. 98 4.46 17.44
82 1.2 23.4 13.66 4.81 18.47
83 1.2 24.6 14.38 5.18 19.56
TABLE BIII
-------
B-9
HYBRID-B. 4,000LB
Page 2
ACCEL ROAD LOAD
TIME ACCEL VELOCITY POWER POWER TOTAL POWER
(see) (mph/see) (mph) (hp) (hp) (hp)
84 1.2 25.8 15.08 5.55 20.63
85 1.2 27.0 15.78 5.97 21. 75
86 1.2 28.2 16.48 6.40 22.88
87 1.2 29.4 17.18 6.83 24.01
88 1.2 30.6 17.88 7.28 25.16
89 1.2 31.3 18.58 7.77 26.35
90 1.2 33.0 19.28 8.28 27.56
91 1.2 34.2 20.0 8.82 28.82
92 1.2 35.4 20.62 9.37 29.99
93 1.2 36.6 21. 38 9.96 31. 34
94 1.2 37.8 22.0 10.54 32.54
95 1.2 39.0 22.78 11. 20 33.98
96 1.2 40.2 23.4 11.86 35.26
97 1.2 41. 4 24.2 12.6 36.8
98 1.2 42.6 24.81 13.28 38.09
99 1.2 43.8 25.6 14.0 39.6
100 1.2 45.0 26.2 14.9 41.1
101 1.2 46.2 26.98 15.61 42.59
102 1.2 47.4 27.6 16.53 44.13
103 1.2 48.6 28.4 17.38 45.78
104 1.2 50.0 29.2 18.41 47.61
104 -1.2 50.0 -29.2 18.41 -10.79
105 -1. 2 48.8 -28.5 17.49 -11.01
106 -1. 2 47.6 -27.8 16.62 -11.18
107 -1. 2 46.4 -27.04 15.74 -12.30
108 -1. 2 45.2 -26.4 14.98 -11.42
109 -1. 2 44.0 -25.64 14.14 -11.50
110 -1. 2 42.8 -25.0 13.30 -11. 61
111 -1.2 41.6 -24.24 12.64 -11.60
112 -1. 2 40.4 -23.6 11.99 -11. 61
113 -1. 2 39.2 -22.84 11.32 -11.52
114 -1. 2 38.0 -22.14 10.70 -11. 44
115 -1. 2 36.8 -21.44 10.06 -11.38
116 -1. 2 35.6 -20.8 9.48 -11.32
117 -1.2 34.4 -20.10 8.91 -11.19
118 -1. 2 33.2 -19.4 8.37 -11. 03
119 -1. 2 32.0 -18.7 7.86 -10.84
120 -1.2 30.8 -18.0 7.37 -10.63
TABLE BIII
-------
B-10
HYBRID-B 4,000 LB
Page 3
ACCEL ROAD LOAD
TIME ACCEL VELOCITY POWER POWER TOTAL POWER
(see) (mph/see) (mph) (hp) (hp) (hp)
121 -1. 2 29.6 -17.3 6.91 -10.39
122 -1.2 28.4 -16.6 6.46 -10.14
123 -1. 2 27.2 -16.0 6.00 -10.00
124 -1.2 26.0 -15.18 5.63 -9.55
125 -1. 2 24.8 -14.48 5.26 -9.22
126 -1. 2 23.6 -13.78 4.88 -8.90
127 -1.2 22.4 -13.08 4.52 -8.56
128 -1. 2 21. 2 -12.38 4.19 -8.19
129 -1.2 20.0 -11. 68 3.87 -7.81
129 -2.5 20.0 -24.30 3.87 -20.43
130 -2.5 17.5 -21. 22 3.25 -17.97
131 -2.5 15.0 -18.22 2.68 -15.54
132 -2.5 12.5 -15.2 2.16 -13.04
133 -2.5 10.0 -12.16 1. 75 -10.41
134 -2.5 7.5 -9.10 1. 24 -7.86
135 -2.5 5.0 -6.08 .81 -5.27
136 -2.5 2.5 -3.04 .4 -2.64
137 -2.5 0 0 0 0
TABLE BIII
-------
. C-l
APPENDIX C
Power Train Description
ICE Only Power Train
Mechanical:
. 164 cu. in. displacement Corvair engine,
8.5 to 1 compression ratio
. Single venturi carburetor 1-9/16" diameter
Choke
Heated intake air
Accelerator pump
.062 main jet, idle jet, power jet
. Single carburetor manifold, 1-3/4" diameter legs
. Two-speed automatic transmission
Low gear, 1.83 to 1
High gear, 1 to 1
Torque converter, 2 to 1
Shift points, 30 mph up, 24 mph down on 7-mode cycle
Electrical:
. Electric machine is mechanically couPled and turning,
but electrically is disconnected.
. Electric machine is used as a starter for the ICE.
Hybrid B Power Train
Mechanical:
. Engine and carburetor same as
power train, except no choke
used in carburetor.
described for ICE only
and no accelerator pump
. Same transmission
.
-------
, C-2
Electrical:
. Motor/generator G22-3, Lear Siegler, 24V, 300 amp,
9.7 hp rated shunt machine, 94 lb. weight, 2,000
to 6,500 rpm range.
. Batteries: 24V system, 400 AH consisting of 4 to 6V,
heavy duty industrial lead-acid batteries in the front
of the vehicle (200 Ibs.) and 4 to 12V SLI batteries in
the rear of the vehicle (200 Ibs.), as shown in Figure
C2. Total battery weight is 400 Ibs.
. Bang-bang control system, field control modulation via
a vacuum switch activated by the intake manifold de-
pression.
As an example of the vacuum actuated controller, consider
the three-step system (see Figure Cl).
The operation of the motor is controlled by the manifold
vacuum from the engine. As the driver depresses the accel-
erator pedal, the engine load increases and as a consequence,
the amount of manifold vacuum decreases. Vacuum switch 1
(VS-l), senses the drop of manifold depression to less than
9"Hg and activates R-l, a relay which shifts from generator ._.
mode to motor mode. The current to the shunt field is still
fully supplied through R-2 and R-3. As the vacuum continues
to drop at 7"Hg vacuum, switch 2 (VS-2), activates R-2, intro-
ducing a resistance in series with the shunt field and decreas-
ing the field current. This decrease causes an inrush of
armature current since a lower field current implies a reduced
counter EMF. The electric machine operates now in the motor
mode supplying between 5 and 10 hp to the drive train. If the
manifold vacuum drops farther, vacuum switch 3 (VS-3) activates
R-3 and the larger resistance is introduced in series with the
shunt field. The field current is now minimal causing a large
armature current and as a consequence, the motor delivers be-
tween 10 to 15 ( )( "\ -/0 ) hp to the drive train. Note that
the field current should never be completely reduced to "0".
Since the machine used is of the shunt type, and the torque
equals T = KI I , if I is "0", even a large I will not be
A F F A
beneficial.
-------
C-3
As soon as the vehicle is past the acceleration cycle
and the engine is capable of supplying the road load, the
manifold vacuum increases above lO"Hg causing R-l to switch
the field back from its motor mode into the generator mode.
In this condition and with SW-l in the normal position, the
field of the electric machine is connected directly into a
carbon pile type voltage regulator which controls the rate
of charging current into the batteries. SW-l can also be
used as a manual control to induce operation of the machine
in the motor mode for testing purposes.
Hybrid C Power Train
Mechanical:
. Engine and carburetor is the same as described for
ICE only power train, except no choke and no accel-
erator pump is used in the carburetor. Also, a
delay mechanism is used in the throttle control.
. Same transmission.
Electrical:
. Motor/generator is the
system, but modulated
and variable armature
same as described for
with both shunt field
voltage.
Hybrid B
control
. Batteries: 24/48V system, 600/30~ AH. as shown in
Figure C2(200 lbs. in front, 200 lbs. in the rear
and 240 lbs. on side, which gives a total of 640 lbs.).
. Electrical control system consists of a motor/generator
switching circuit, 24/48V switching circuit and field
driven amplifier as shown in Figures C3, C4, and CS,
respectively.
Hybrid C-l Power Train
. Same as Hybrid C, except that the intake
were reduced to 1" diameter and exhaust
for manifold heating.
manifold legs
gas is used
-------
. C-4
ICE Spark Advance
The distributor advance mechanism provides the follow-
ing spark advances for the engine:
ENGINE
SPEED
(rpm)
800
1200
1600
2000
2400
2800
3200
SPARK
ADVANCE
(Deg. BTC)
12
14
17
19
21
26
30
Vacuum spark advance in 15 to 20 degrees advance.
-------
MAIN RELAY
. MANUAL
r - -..., CO NTROL
.--,GENERATOR
f - I MODE 0
I I MOTOR SWI I
RI I MODE ~_.J NORMAL
I
I
I
L
CARBON
PILE
VOLTAGE
REGULATOR
v..s. v. s. V.5.
123
VACUUM
FROM
ENGINE
HYBRID B-
BASIC ELECTRICAL SYSTEM
FIGURE C-I
=
12'1
12V~
REAR PACK
.+
12'1
~12V
-
I
d - &V
..I. 6'1
~6V
.I. 6"
FRONT
PACK
()
I
11I
-------
SIDE
REAR
PACK
+
EXIDE 30H
95AH 12V
60 Ibs. Each
Driver
Control
Sears 27c 96AH 12V -- Approx.
50 Ibs Each 12 x 6 3/8 x 8H
REAR PACK
+
Transaxle
Throttle
Delay and
Electrical
Control
r-l I.C.E. '-l
SIDE
FRONT
PACK I
I I I I
L_J L_.J
FRONT PACK
polaris GC2 217AH 6V Approx. 50
Pounds Each 10 5/16 x 7 3/32 x 10 3/4H
FIGURE C- 2
. C-6
BATTERY PACK CONFIGURATION - H¥brid C
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D-I
APPENDIX D
California and Federal test procedures for vehicle
exhaust emissions.
INTRODUCTION
The following procedure was used in the testing
program to determine exhaust emission:
( I)
The test consists of prescribed sequences of
vehicle operating conditions on a chassis dyna-
mometer.
The exhaust gases generated during
vehicle operation are sampled continuously for
specific component analysis through the ana-
(2)
lytical train.
The basic exhaust emission test is designed to
determine hydrocarbon, carbon monoxide and ox-
ides of nitrogen concentrations while simulating
an averate trip in a metropolitan area.
GASOLINE FUEL
Indolene-30 gasoline was used for all the dynamometer
testing.
DYNAMOMETER OPERATION CYCLE
The California 7-mode and the Federal DHEW driving cycle
dynamometer tests were used for the emission tests.
tests are described as follows:
These
-------
. D-2
CALIFORNIA 7-MODE DRIVING CYCLE4
Cumulative
Sequence Mode Cycle Time Time Weighting
Number No. mph sec. sec. Factor
1 1 Idle 20 20.0 .042
2 2 0-25 11. 5 31. 5 .244
3 25-30 2.5 34.0 *
4 3 30 15.0 49.0 .118
5 4 30-15 11. 0 60.0 .062
6 5 15 15.0 75.0 .050
7 6 15-30 12.5 87.5 .455
8 30-50 16.5 104.0 *
9 7 50-20 25.0 129.0 .029
10 20-0 8.0 137.0 *
*Data not read.
Sampling and analytical system for the exhaust emissions
are described in Federal Register of 4 June 1968.
The concentration measurements for the California 7-mode
driving cycle are made only during 7 of the actual 10 sequences
of driving in the cycle. Figure D-l shows the measurement modes.
Note that the 25-30 mph acceleration and 30-50 mph accelerations
are not measured. Neither is the deceleration from 20-0 mph.
The CVS type measurement on the other hand measures all the
emissions for the total driving cycle for both the 7-mode and
DHEW driving cycles.
A chassis dynamometer equipped with a power absorption unit
and a flywheel inertia weight of 3,000 pounds was used to pro-
vide vehicle road loading. Some tests were also run with 2,000
and 4,000 pound flywheels. The vehicle was in a level position
to prevent unusual fuel distribution. A cooling fan was posi-
tioned in the rear of the vehicle and the dynamometer runs were
made with hood up.
-------
. D-3
Automatic Transmissions
1.
All test conditions were run with the transmission in
"drive" (highest gear).
2.
Idle: Idle was run with the transmission in "drive"
and the wheels braked.
3.
Cruise: The vehicle was driven at constant throttle
position to maintain specified speed in highest gear.
4.
Accelerations: Modes were run at nearly constant
accelerations, allowing the transmission to shift
automatically through the normal sequence of gears.
5.
Decelerations: These modes were run at closed throttle
maintaining a constant deceleration by. using the vehicle
brakes.
-------
50
."",. MEASURED PORTION
~ 40
Q..
f
, 30
>
~
-
U 20
0
...J
W
> 10
0
0 20 40 60 80 100 120 140
TIME -SEC
CALIF 7-MODE CYCLE
FIGURE D-l
o
I
A
-------
FEDEAAL DHEW DRIVING CYCLE6 D-5
111IEW 'lTRDAN DYNA~[OMETER DrUVtNG SCUED17LE Timll Speed Ti,nc Speed Time Speed Ti,nll S{leed Time S{leed Time Spee,i
(sre.) ('n.;>.h.) (occ.) (m.p.h.) (Ber..) (m.l'.h.) (sc<:.) (",.p.h.) (occ.) (m.p.h.) (Bec.) (m.p.h.)
(S~cd vcrs us Tlmc S~quc:lce) 252 54.6 330 0.0 426 8.5. 513 5.5 600 21.£0 £086 0.0
Tifn6 ..~/tcc(l Timc 8/.ce,' Time Speed 253 5.1.:: 3.10 0.0 427 5.2 514 6.5 601 22.0 6137 0.0
(BCC.) (m.p.h.) i~,'l'.) (""/"/'.) (.rr.) (m.p.h.) :!54 54.0 3-11 0.0 4213 1.9 515 8.5 602 22.4 688 0.0
0 0.0 tHo 28.t> 163 16.5 255 53.7 3-12 0.0 420' 0.0 516 9.6 603 22.5 683 0.0
1 0.0 85 2D.3 16::1 19.8 256 53.6 3.13 0.0 430 0.0 517 10.5 604. 22.5 630 0.0
2 0.0 136 :!9.8 170 22.2 :!57 53.9 3H 0.0 431 0.0 518 1U)' 605 22.5 6::11 0.0
3 0.0 87 30.1 171 24.3 258 54.0 345 0.0 432 0.0 519 14.0 606 22.7 6n 0.0
01 0.0 88 30..1 172 : 25.8 :!59 54.1 346 0.0 433 0.0 520 16.0 607 23.7 693 0.0
5 0.0 89 30.7 173 2£0.4 260 5-1.1 3..7 1.0 434 . 0.0 521 17.7 603 25.1 634 1.4
6 0.0 90 30.7 1701, 25.7 261 53.8 3-18 4.3 435 0.0 522 19.0 609 26.0 605 3.3
7 0.0 .91 30.5 175 25.1 262 53.4 349 7.6 436 0.0 523 20.1 610 26.5 635 4.4
8 0.0 92 30.4 176 2-1.7 263 53.0 350 10.9 437 0.0 524 21.0 611 27.0 £on 6.5
9 0.0 93 30.3 177 25.0 26,1 52.6 351 14.2 438 0.0 525 22.0 612 :!6.1 6::18 9.2
10 0.0 94 30.1 178 25.2 265 52.1 352 17.3 439 0.0 526 23.0 613 22.3 6::19 11.3
11 0.0 95 30.8 179 25.4 266 52.4 .353 20.0 440 0.0 527 23.8 614. 19.5 700 13.5
12 0.0 96 30.,1 180 ~5,8 267 52.0 35-1 2:!.5 441 0.0 528 2-1.5 615 1ij.2 701 14.6
13 0.0 07 :,JO,I) 181 27.:1 208 51.9 ' :135 23,7 440 0.0 1!2!J ~'1.0 016 HI.O 70>1 19.4
14 0.0 98 29.5 182 26.5 269 51.7 356 25.2 44.3 0.0 530 :!5.0 617 9.6 703 16.7
15 0.0 99 :!9.8 183 24.0 270 51.5 357 26.6 4014. 0.0 531 25.0 618 6.3 704 16.5.
16 0.0 100 30.3 18-1 22.7 271 51.6 358 28.1 445 0.0 532 25.0 619 3.0 705 16.5
17 0.0 101 30.7 185 19.4 272 51.8 359 30.0 446 0.0 533 25.0 620 0.0 706 18.2
18 0.0 102 30.9 186 '17.7 273 52.1 360 30.8 447 0.0 534 25.Q- 621 0.0 707 19.2
19 0.0 103 31.0 187 17.2 274 52.5 . 361' 31.6 448 3.3 535 25.0 622 0.0 708 20.1
20 0.0 10-1 30.9 188 18.1 275 53.0 362 32.1 449 6.6 536 25.6 623 0.0 70::1 21.5
21 3.0" 105 30.~ 189 18.6 276 53.5 3G3 32.8 450 9.9 537 25.8' 624 0.0 710 22.5
22 . 5.9 lOG 29.8 190 20.0 277 54.0 364 33.6 451 13.2 538 26.0 625 0.0 711 22.5
23 6.6 107 29.9 191 22.2 276 54.9 365 34.5 452 16.5 539 25.6 626 0.0 712 22.1
24 11.5 108 30.2 192 24.5 279 55.4 366 34.6 453 19.8 5-10 25.2 627 0.0 713 22.7
25 14.3 109 30.7 193 27.3 280 55.6 367 34..9 451 23.1' 541 25.0 628 0.0 714 23.3
:!6 16.9 110 31.2 194 30.5 281 56.0 368 3-1.8 455 :!6.4 542 25.0 629 0.0 715 23.5
27 17.3 111 31.8 195 33.5 282 56.0 360 34.5 456 27.8 543 25.0 630 0.0 7113 22.5
28 18.1 112 32.2 196 36.2 283 55.8 370 34.7 457 29.1 544 24.4 631 0.0 717 21.6
29 20.7 113 32.4 197 37.3 284 55.2 371 35.5. 458 31.5 545 23.1 632 0.0 718 20.5
30 21.7 114 32.2 198 39.3 285 54.5 372 36.0 459 33.0 M6 19.8 633 0.0 719 18.0
31 22.4 115 31.7 199 40.5 286 53.6 373 36.0 460 33.6 547 16.5 63'; 0.0 720 15.0
32 :!2.5 116 28.6 200 42.1 287 52.5 3701 36.0 461 34.8 548 13.2 635 0.0 721 12.0
33 22.1 117 25.3 201 43.5 288 51.5 375 36.0 462 '35.1 549 9.9 636 0.0 722 9.0
3-1 21.5 118 22.0 202 45.1 289 51.5 .'376 36.0 463 35.6 550 6.6 637 0.0 723 6.2
35 20.9 119 16.7 203 46.0 290 51.5 377 36.0 46.! 36.1 551 3.3 638 0.0 724 4.5
36 20.4 120 15.4 204 46.8 291 51.1 378 36.1 465 36.0 552 0.0 639 . 0.0 725 3.0
37 19.8 121 12.1 205 47.5 292 50.1 379 36.4 466 36.1. 553 0.0 640 0.0 726 2.1
38 17.0 122 8.8 206 47.5 293 50.0 380 36.5 467 36.2 554 0.0 6U 0.0 727 0.5
39 14.9 123 5.5 207 47.3 29-1 50.1 381 36.4 468 36.0 555 0.0 642 0.0 728 0.5
40 14.9 124 2.2 208 47.2 295 50.0 382 36.0 469 35.7 556. 0.0 643 0.0 729 3.2
41 15.2 125 0.0 209 47.0 296 49.6 383 35.1 470 36.0' 557 0.0 6H' 0.0 730 6.5
42 15.5 126 0.0 210 47.0 297' 49.5 384 34.1 471 36.0 558 0.0 645 0.0 731 9.6
43 16.0 127 0.0 211 47.0 298 49.5 385 33.5 472 35.6' 559 0.0 646 2.0 732 12.5
44 17.1 128 0.0 212 47.0 299 49.5 386 31.4 473 35.5 560' 0.0 647 4.5 733 14.0
45 19.1 129 0.0 213 47.0' 300 49.1 387 29.0 4701 35.4 561 0.0' 646 7.6 734 16.0
46 21.1 130 0.0 214 47.2 301 48.6 388 25.7 475 35.2 562 0.0 649 10.2 735 18.0
47 22.7 131 0.0 215 47.4 302 '48.'1 389 23.0 476 35.2 1563 0.0 650 12.5 736 19.6
48 22.9 132 0.0 .216 47.0 303 47.2 390 20.3 477 35.2 56.\ 0.0 651 14.0 737 21.5
49 22.7 133 0.0 217 48.5 304 46.1 391 17.5 478 35.2 565 0.0 652 15.3 738 23.1
50 22.6 134 0.0 218 49.1 305 45.0 392 14.5 479 35.2 .566 0.0 653 17.5 739 24.5
51 21.3 135 0.0 219 49.5 306 43.8 393 . 12.0 480 35.2 567 0.0 654 19.6 . 740 25.5
52 19.0 136 0.0 220 50.0 307 '42.6 394 8.7 481. 35.0 568 0.0 655 21.0 741 26.5
53 17.1 137 '0.0 221 50.6 . 308 41.5 395 5.4 482 35.1 569 3.3 656 22.2 742 27.1
54 15.8 138 0.0 222 51.0 . 309 40.3 396 2.1 483 35.2 570 6.6 657 23.3 743 27.6
55 15.8 139 0.0 223 51.5 310 38.5 397 0.0 484 35.5 571 9.9" 656 . 24.5 744 27.9
56 17.7 140 0.0 224 52.2 '311 37.0 398, 0.0 485 35.2 572 13.0 659 25.3 745 . 28.3
57 19.6 141 0.0 225 53.2 312 35.2 399 0.0 486 . 35.0 573 14.6 660 25.6 746 28.6
.58 21.5 142 0.0 226 54.1 313 33.8 400 0.0" 487 35.0' 574 16.0 661 26.0 747 28.6
59 23.2 143 0.0 227 54.6 314 32.5 401 0.0 488 35.0 575 17.0 662 26.1 748 28.3 '
60 24.2 144 0.0 228 54.9 315 31.5 402 0.0 489 34.8 576 17.0 663 26.2 749 28.2
61 24.6 145 0.0 Z29 55.0' 316 30.6 403 2.6 490 34.6 577 17.0 '664 26.2 750 26.0 ."'
62 24.9 146 0.0 230 54.9 317 30.5 404 5.9 491 34.5' 576 17.5 665 26.4 751 27.5
63 25.0 147 0.0 231 54.6 318 30.0 405 9.2 492 33.5 579 17.7 666' . 26.5 752 26.8
64 24.6 148 0.0 232 54.6 319 29.0 406 12.5 493 32.0 580 17.7 667. 26.5 753 25.5
65 24.5 149 0.0 233 54.8 320 27.5 407 15.8 494 30.1 581 17.5 668 26.0 754 23.5
66 24.7 150 0.0 2301 55.1 321 24..8 408 19.1 495 28.0 582 17.0 669 25.5 755 21.5
67 3-1.8 151 0.0 235 55.5 322 21.5 409 22.4 496 25.5 583 lu.9 670 23.6 756 19.0 .
68 24.7. 152 0.0 236 55.7 323 20.1 410 25.0 497 22.5 58-1 16:d 671 21.4 757 16.5
60 24.6 153 0.0 237 56.1 324 19.1. 411 25.6 498 19.8 585 17.0 672' 18.5 758 14.9
70 2-1.6 154 0.0 238 56.3 325 18.5 412 27.5 490 16.5 586 17.1 673 16.4 759 12.5'
71 25.1 155 0.0 239 56.6 326 17.0 413 29.0 500 13.2 567 17.0 674 14.5 760 9.4
72 25.6. 156 0.0 24.0 56.7 327 15.5 414 30.0' 501 10.3 588 16.6 675 11.6 761 6.2
73 25.7 157' 0.0 241 56.7 328 12.5 415 30.1 502 7.2 589 16.5 676 8.7 762 3.0
74 25.4 1116 0.0 242 56.5 329 10.8 416 30.0 503 4.0 590 16.5 677 5.6 763 1.5
75 24.9 159 0.0 243 56.5 330 8.0. 417 29.7 504 1.0 591 16.6 678 3.5 764 1.5
76 25.0 IGO 0.0 244 56.5 331 4.7 418 29.3 505 0.0 592 17.0 679 2.0 765 0.5
77 25.4 1G1 0.0 245 5G.5 332 1.4 419 :!8.8 506 0.0 503 17.6 G80 0.0 766 0.0
78 26.0 162 0.0 2.16 56.5 333 0.0 420 28.0 507 0.0 5!H 18.5 767 3.0
79 26.0 1G3 0.0 2-17 56.5 334 0.0 421 25.0 508 0.0 595 19.2 681 0.0 768 . G.3
80 25.7 164 3.3 248 56.4 335 0.0 422 21.7 50D 0.0 596 20.2 682 0.0 769 9.6
81 26.1 165 6.6 2ot!! 56.1 336 0.0 423 18.4 510 0.0 597 21.0. 683 0.0 770 12.9
82 26.7 166 9.9 250 55.8 337 0.0 424 15.1 511 1.2 598 21.1 684 0.0 771 15.8
83 27.5 167 13.2 251 55.1 336 0.0 .z5 11.6 512 3.6 599 21.2 685 0.0 '772 17.5
-------
Tion" S/Jud I Tim" Srad
(Ie"') (.n.p.h.) (IC~.) ("..p.r..)
773 18.4 6~1 2D.l
77i 10.5 862 2!J.0'
775 20.7 603 28.1
776 22.0 8G.. 27.5
777 23.2 6135 :no
778 25.0 8G6 25.8
77U 20.5 867 23.0
750 27.5 8G8 24.5
781 28.0 8GD 24.8
782 28.3 870 23.1
783 28.!) 871 25.5
764 28.0 67:;) 25.7
785 28.0 873 26.2
786 28.8 8":4 =0.9
787 28.5 875 ::7.5
788 23.3 876 27.3
7S!) 26.3 077 ::::M
'100 :.1$.3 878 :.19.0
791 28.2 879 29.2
792 27.13 680 20.1
703 27.5 881 20.0
794 27.5 832 28.9
70S 27.5 883 28.5
796 27.5 88~ 28.1
797 27.6 885 28.0
708 27.5 886 28.0
700 27.6 887 27.6
800 28.0 663 27.2
801 28.5 88D 26.6
802 30.0 890 27.0
803 31.0 891 27.5
801, 32.0 802 27.8
805 33.0 893 28.0
806 33.0 8!H 27.8
807 33.6 . 895 28.0
808 3,1.0 8!)6 28.0
809 34.3 807 28.0
810 3,1.2 80S :)7.7
811 34.0 80D 27.4
812 34.0 900 26.9
813 33.9 901 26.6
814 83.6 002 26.5
815. 83.1 903 26.5
816 83.0 001. 26.5
817 32.5 905 26.3
818 32.0 006 26.2
. 819 31.9 907 26.2
820 31.6 908 25.9
821 31.5 000 25.6
822 30.6 010 25.6
823 30.0 911 25.9
824 29.9 912 25.0
825 2!J.9 913 25.5
826 29.9 OI<;, 24.6
827 29.9 915 23.5
828 29.6 016 22.2
829 29.5 017 21.6
830 29.5 918 21.6
831 29.3 919 21.7
832 28.9 020 22.6
833 28.2 921 23.4
834 27.7 922 24.0'
835 27.0 923 24.2
836 25.5 024 24.4
837 23.7 92S 24.9
838 22.0 926 25.1
839 20.5 927 25,2
840 10.2 028 25.3
841 19.2 920 25.5
843 20.9 930 25.2
844 21.4 931 25.0
845 . 22.0 932 25.0
846 22.6 033 25.0
847 23.2 034 24.7
848 24.0 935 24.5
840 25.0 936 24.3
850 26.0 937 24.3
851 26,6 038 24.5
852 20.0 039 25.0
853 26.8 040 2;'.0
85.1 27.0 0-11 2.I.(J
855 27.2 9.\:1 2-1.(J
85G 27.8 !H3 2.l.l
857 23.1 {)H 24.5
858 28.8 {)45 25.1
859 28.9 946 25.6
860 29,0 . 947 25.1
FEDERAL DREW DRIVING C~CLE6
(cant. )
Time Spr.d
(d"C.) (rr..p.h.)
9.18 24.0
9~:) 22.0
950 20.1
951 16.9
OS2 13.6
953 10.3
95o! 7.0
955 3.7
956 0.4
957 0.0
958 0.0
959 . 0.0
960 2.0
061 5.3
962 8.6
063 11.9
06, 15,:)
065 17.5
966 18.6
067 20.0
068 21.1
069 :n.o
970- 23.0
&71 2...5
972 26.3
973 27.5
974 28.1
975 2U.4
976 28,5
977 26.5
978 28.5
07!} 27.7
980 27.5
981 27.2
962 26.0
083 26.5
931 26.0
085 25.7
086 25.2
987 24.0
968 22.0
98!) 21.5
090 21.5
991 21.8
002 22.5
093 23.0
904 22.8
905 . 22.8 .
906 23.0
O!J7 22.7
908 22.7
999 22.7.
1,000 23.5
1,001 24.0
1,002 24.6
1,003 24.8
1,0040 25.1
1,005 25.5
1,000 25.6
1,007 25.5
1,008 25,0
1.00!} 24.1
1,010 23.7
1,011 23.2
1,012 22.9
1,013 22.5
1,014 22.0
1,015 21.6
1,016 20.5
1,017 17.5
1,018 14.2
1,019 10.0
1,020 7.6
1,021 4.3
1,022 1.0
1,023 0,0
1,024 0.0
l,02!) 0.0
1,020 0.0
1,027 0.0
1,020 0.0
1,02<;) 0.0
1,030 0,0
1,0:11 0.0
1,032 0.0
1,033. 0.0
1,034 0.0
Tilr.c SPCtlZ
(If.:.) (m.:>.h.)
1.035 0.0
1.036 0.0
1,037 0.0
1,038 0.0
1,039 0.0
1.0.\0 0.0
l,OH 0.0
1.042 0.0
1,0..3 0.0
1,0'1-1 0.0
1.045 0.0
1,0,16 0.0
1,0,17 0.0
1,048 0.0
l,O.1
-------
- ---- -- -- -.-1
E-l
APPENDIX E
Emission Test Log
PHASE I TESTS
1970
TEST DATE VEHICLE TESTS
I-I 7/27 Hybrid 13 and Preliminary set-up
ICE only tests
1-2 7/28 Hybrid Band Preliminary set-up
ICE only tests
1-3 8/10 Hybrid Band Hot 7-mode cycles
ICE only conc. meas. *
ICE ONLY
HC CO C02 FACTOR WHC WOO
483.1 .18 11.24 1. 22 24.8 .01
350.7 4.79 10.64 1. 08 92.3 1. 26
364.8 .87 13.44 1. 01 43.7 .10
490.4 5.47 10.96 1. 02 30.1 .35
177.5 .85 13.09 1. 06 9.4 .04
173.8 1. 34 13.68 .91 78.8 .61
1965.2 5.38 10.19 .97 55.0 .15
TOTAL FOR CYCLE 334.1 ppm HC 2.52 CO
HYBRID B
With Carburetor Accelerator Pump
337.CJ 2.71 12.41 1. 03 14.5 .12
156.7 1. 34 13.29 1. 03 39.2 .33
205.7 2.90 12.55 1.02 24.7 .35
295.2 5.11 11. 29 1.02 18.7 .32
158.4 .88 13.21 1. 05 8.3 .05
186.1 1.64 13.43 1. 00 84.8 .75
798.2 5.22 10.94 1. 01 23.3 .15
TOTAL FOR CYCLE 213. 4 ppm HC 2.07 CO
-------
E-2
HYBRID B
Without Carburetor Accelerator Pump
HC CO C02 FACTOR WHC WCO
254.4 1.98 12.63 1. 04 11.1 .09
153.2 .64 13.34 1. 05 39.2 .16
198.3 2.31 12.61 1. 04 24.3 .28
279.9 4.08 11.77 1. 03 17.8 .26
119.4 .11 12.92 1.10 6.6 .01
187.0 1. 42 13.47 1. 01 85.7 .65
740.6 4.74 11. 08 .1.02 21.8 .14
TOTAL FOR CYCLE 206.3 ppm HC 1. 51 CO
1-4 8/11 ICE Only Nine 7-mode cycles,
cold start, CVS meas.**
EHISSIONS - gm/mi
BAG 1 BAG 2
Cold Hot COMPOSITE
HC 15.12 9.78 12.15
CO 148.8 Ill. 5 128.1
C02 614.3 465.6 531.7
NO 2.56 1.82 2.15
1-5
8/11
Hybrid Band
ICE only
Cruises 15,30, 50 mph
conca meas.
DATA IS PRESENTED IN TABLE II
1-6 8/11 Hybrid Band Accelerations 0-50 mph
ICE only
ICE ONLY HYBRID B
Velocity Time Velocity Time
mph sec mph sec
0 0 0 0
10 2.7 10 .7
20 5.5 20 3.0
30 8.5 30 5.2
40 18.5 40 11.2
50 28.5 50 18.5
-------
E-3
1-7
8/12
Hybrid B
Nine 7-mode cycles
Cold start, CVS meas.
TEST ABORT -- HUMAN ERROR
1-8
8/12
Hybrid Band
ICE only
Hot 7-mode cycles
Vehicle weight variations
conc. meas.
HYBRID B
3,000 lb.
HC CO C02 NO FACTOR WHC. WCO WNO
326.1 2.43 12.48 107.1 1. 03 14.2 .11 4.6
172.2 .77 13.19 1037.1 1. 05 44.2 .11 266.4
165.4 2.47 13.05 777.3 1. 00 19.6 .29 91.3
329.3 6.09. 10.87 65.5 1. 01 20.7 .38 4.1
134.6 .83 13.02 309.3 1. 07 7.2 .04 16.5
166.5 .78 13.58 1901. 2 1. 02 77.5 .36 885.2
1469.1 5.14 10.51 77.8 .98 41. 9 .15 2.2
TOTAL FOR CYCLE 225.2 ppm HC 1.53 CO 1270.9 ppm NO
152.5 gm/cyc1e fuel consumption
2,0001b
310.5 2.35 12.61 109.1 1. 03 13.4 .10 4.7
196.4 .91 13.16 1088.3 1.04 50.0 .25 277.1
143.7 1. 36 13.16 668.2 1.03 17.5 .17 81. 6'-
265.2 4.15 11.88 112.0 1. 02 16.7 .26 7.1
123.2 .20 12.90 356.7 1.10 6.8 .01 19.7
146.3 .49 13.79 2285.2 1.02 6.7 . 9 .23 1060.5
760.9 4.31 11. 42 157.5 1. 01 22.2 .13 4.6
TOTAL FOR CYCLE 194.6 ppm HC 1.14 CO 1455.1 ppm NO
139.5 gm/cyc1e fuel consumption
-------
E-4
I-8 (continued)
4,000 lb.
HC CO C02 NO FACTOR WHC WCO WNO
263.1 2.53 12.61 148.7 1.02 11. 3 .11 6.4
223.6 1.74 12.90 867.6 1.03 56.4 .44 218.8
161. 8 2.75 12.85 727.5 1. 01 19.2 .33 86.4
275.9 5.51 11. 23 114.2 1. 01 17.3 .35 7.2
123.6 .30 13.25 475.1 1. 07 6.6 .02 25.5
135.5 .65 13.73 2212.9 1. 02 62.8 .30 1026.4
2082.0 5.72 9.91 104.4 .96 57.9 .16 2.9
TOTAL FOR CYCLE 231.5 ppm HC 1. 70 CO 1372.5 ppm NO
163.0 gmjcyc1e fuel consumption
3,000 LB
ICE ONLY
285.4 2.35 12.29 101.1 1.05 12.6 .10 4.5
312.5 4.43 11.14 495.3 1. 06 80.6 1.14 127.9
148.4 2.45 13.05 767.8 1. 00 17.6 .29 90.8
914.5 8.73 8.81 109.9 1. 02 57.1 .55 6.1
165.9 .21 12.85 446.3 1.10 9.2 .01 24.6
173.2 1.33 13.66 2061.5 .91 78.7 .60 936.7
2438.5 6.17 9.39 102.3 .96 67.8 .17 2.8
TOTAL FOR CYCLE 324.3 ppm HC 2.88 CO 1193.8 ppm NO
178.5 gm/cyc1e fuel consumption
2,000 lb.
451. 8 2.33 12.37 114.1 1. 03 19.6 .10 4.1
326.1 3.37 11. 29 396.3 1. 09 86.8 .89 105.1
150.9 1. 89 13.41 935.9 .91 17.7 .22 110.2
725.8 7.75 9.34 156.4 1. 03 46.6 .41 10.0
173.1 .54 13.19 516.1 1. 06 9.2 .03 27.4
178.7 1. 20 13.75 2372.1 .91 80.9 .54 1074.6
2070.3 5.26 10.10 120.7 .97 58.1 .15 3.4
TOTAL FOR CYCLE 318.9 ppm HC 2.43 CO 1335.4 ppm NO
162.5 gm/cyc1e fuel consumption
4,000 lb.
259.3 .18 11.71 182.4 1.11 13.1 .01 9.2
312.5 3.94 11.06 339.6 1. 08 82.5 1.04 89.7
293.4 6.81 10.56 279.4 1.01 35.1 .81 33.4
1247.1 8.75 8.34 80.2 1. 03 79.6 .56 5.1
-------
E-5
I-8 4,000 lb. (continued)
HC CO C02 NO FACTOR WHC
317.2 2.26 12.88 424.2 1.01 15.1
151.7 1.78 13.28 1779.7 1.01 69.7
2625.1 6.54 9.18 114.6 .95 72.2
WCO WNO
.11 21.4
.82 818.4
.18 3.2
979.7 ppm NO
TOTAL FOR CYCLE 368.9 ppm HC 3.54 CO
185.0 gm/cyc1e fuel consumption
I-9 8/13 Hybrid B Nine 7-mode cycles
Cold Start, CVS meas.
EMISSIONS - gm/mi
BAG 1 BAG 2
'Cold Hot COMPOSITE
HC 12.00 5.01 6.78
CO 84.2 50.1 65.3
C02 506.9 462.3 482.1
NO 1.75 2.35 2.08
-------
E-6
PHASE II TESTS
10/8
VEHICLE
Hybrid C
TESTS
TEST
II-1
DATE
Nine 7-mode cycles
Cold Start, CVS meas.
TEST ABORT -- ONE CYLINDER MISFIRING
II-2
10/8
Hybrid C
Hot 7-mode cycles
Vehicle weight
variations, conc. meas.
2,000 lb.
One Cylinder Misfiring
HC CO . C02 NO FACTOR WHC WCO WNO
2559.6 .43 8.97 118.1 1.21 130.4 .02 6.1
2982.4 3.14 7.78 479.3 1.15 838.7 .88 134.8
2869.9 4.57 7.07 297.5 1.16 393.6 .63 40.8
2847.7 5.75 6.20 86.6 1.19 210.4 .43 6.4
2530.3 1. 29 9.21 368.8 1.15 145.5 .07 21. 2
2719.7 1.25 9.21 1649.4 1.13 1403.3 .64 850.8
2667.1 2.05 8.48 227.1 1.17 90.5 .07 7.7
TOTAL FOR CYCLE 3210.9 ppm HC 2.74 CO 1066.8 ppm NO
2,000 lb.
14.5/1 AF
172.2 .53 13.93 138.8 1.01 7.3 .02 5.9
133.4 1. 03 13.71 630.5 1. 00 32.6 .25 154.1
140.4 3.99 12.26 430.3 1. 01 16.7 .47 51.0
156.6 4.53 11. 98 141. 6 1.00 9.8 .28 8.8
123.2 .98 .14.06 651.1 .99 6.1 .05 32.2
156.3 2.28 13.30 1284.2 .99 70.4 1.03 579.3
135.5 2.73 13.05 482.8 .99 3.9 .08 13.9
TOTAL FOR CYCLE 146.6 ppm HC 2.19 CO 844.9 ppm NO
169.9 gm/cyc1e fuel consumption
I
-------
E-7
II-2 (continued)
3,000 lb.
13.5/1 AF
HC CO C02 NO FACTOR. WHC WCO WNO
79.9 .25 13.54 261. 5 1. 05 3.5 .01 11. 6
106.3 1. 46 13.48 671.1 1. 01 26.2 .36 165.6
177.1 5.78 11. 05 354.8 1.02 21.5 .61 42.9
186.6 8.51 9.58 101.5 1.03 11. 9 .54 6.5
98.4 .90. 14.06 643.8 .99 4.9 .04 31~9
139.9 2.16 13.43 1605.9 .99 62.9 .97 721.9
190.0 4.90 11.67 153.5 1.01 5.6 .14 4.5
984.8 ppm NO
TOTAL FOR CYCLE 136.5 ppm HC 2.77 CO
186.4 gm/cycle fuel consumption
4.,000 lb.
15.5/1 AF
153.2 .55 13.98 168.5 1. 00 6.5 .02 7.1
146.0 1.11 13.71 871. 5 1.00 35.7 .29 212.9
110.9 1.27 13.90 3327.1 .99 12.9 .15 387.9
115.7 1. 44 13.79 1583.4 .99 7.1 .09 97.1
92.3 .62 14.04 864.5 1.00 4.6 .03 43.3
130.1 2.14 13.33 1604.5 .91 58.9 .97 726.8
437.1 5.26 11.26 229.3 1. 01 12.8 .15 6.7
TOTAL FOR CYCLE 138.4 ppm HC 1.71 CO 1481. 4 ppm NO
203.4 gm/cyc1e fuel consumption
II-3
10/8
Hybrid C and
ICE only
Cruises 15, 30, 50 mph
Cone. meas.
DATA IS PRESENTED IN TABLE II
II-4
10/8
Hybrid C
Accelerations 0-50 mph
VELOCITY
. .It\ph . . .
o
10
20
30
40
50
TIME
.s.ec
o
.1.2
2.5
4.5
8.0
13.0
-------
E-8
II-5 10/9 Hybrid C Seven 7-mode cycles
Cold start, cone. meas.
HC CO C02 . NO FACTOR .WHC WCO WNO
6003.9 .43 4.48 41. 6 1.21 326.9 .02 2.3
2897.3 .54 9.54 52.6 1.12 791.2 .15 14.3
618.6 3.77 12.23 462.1 .98 71. 5 .44 53.4
511.7 6.51 10.27 76.1 1. 03 32.5 .42 4.8
305.2 2.61 12.58 164.6 1. 02 15.6 .13 8.4
237.8 .53 13.29 999.2 1.05 113.5 .25 476.8
428.5 2.79 11.77 116.. 6 1. 06 1302 .09 3.6
TOTAL FOR CYCLE 1 1363.7 ppm HC 1. 41 CO 563.5 ppm NO
844.9 .84 12.31 95.2 1.06 37.7 .04 4.2
377.1 1. 44 13.29 493.4 1.00 92.4 .35 120.1
237.5 5.19 11.59 307.3 1. 00 28.1 .61 36.3
828.5 8.12 9.22 48.6 1. 02 52.5 .51 3.1
274.0 1. 58 13.43 146.8 .91 13.7 .08 7.3
186.1 .35 13.55 1438.5 1.04 88.0 .17 680.3
428.5 3.74 11. 53 77.8 1.04 12.1 .11 2.4
TOTAL FOR CYCLE 2 325.0 ppm HC 1. 88 CO 854.7 ppm NO
489.1 .49 12.77 103.1 1. 07 21.1 .02 4.6
291.5 2.56 12.49 353.6 1.03 73.1 .64 88.7
217.9 5.54 11.31 249.9 1.01 25.1 .66 29.8
591. 4 7.94 9.46 50.7 . 1. 03 37.8 .51 3.2
224.6 1.95 13.24 154.6 1. 00 11. 3 .01 7.7
184.2 .46 13.73 1269.9 1. 02 85.7 .21 590.8
205.8 2.52 12.71 278.3 1.02 6.1 .07 8.2
TOTAL FOR CYCLE 3 261. 8 ppm HC 2.22 CO 732.8 ppm NO
392.7 .73 13.07 101.1 1.04 17.2 .03 4.4
235.8 2.35 12.79 372.1 1.02 58.6 .58 92.4
231. 9 6.57 10.74 225.9 1.01 27.8 .79 27.1
690.0 8.50 9.11 52.9 1.02 43.7 .54 3.3
279.9 2.53 13.02 150.6 .99 13.9 .13 7.5
256.3 .71 13.66 1608.4 1.01 118.3 .33 741.8
363.9 4.08 11.81 89.1 1. 01 10.7 .12 2.6
TOTAL FOR CYCLE 4 289.8 ppm HC 2.51 CO 878.9 ppm NO
-------
E-9
II-5 (continued)
HC CO C02 NO FACTOR WHC WCO WNO
253.5 .55 13.19 105.1 1. 05 11.2 .02 4.7
184.4 1. 03 13.56 612.5 1. 01 45.6 .25 151.7
173.6 5.53 11.31 257.5 1. 01 20.8 .66 30.8
404.1 8.35 9.39 54.9 1. 03 25.9 .54 3.5
199.8 2.99 12.63 150.6 1. 01 10.1 .15 7.6
147.3 .98 13.89 1764.6 .91 66.8 .44 799.8
243.7 3.94 12.17 126.8 1. 01 7.1 .11 3.7
TOTAL FOR CYCLE 6 187.3 ppm HC 2.18 CO 1000.1 ppm NO
245.6 .43 13.41 109.1 1. 04 10.8 .02 4.8
181. 4 1.11 13.64 469.1 1. 00 44.4 .29 114.8
186.0 4.81 11. 84 362.6 1. 00 22.0 .57 42.9
514.1 8.62 9.28 61. 3 1.02 32.6 .55 3.9
222.7 3.06 12.71 158.6 1. 00 11.1 .15 7.9
185.1 1. 36 13.70 1478.5 .99 83.6 .61 668.4
235.8 3.74 12.24 163.6 1. 01 6.9 .11 4.8
TOTAL FOR CYCLE 7 211. 4 ppm HC 2.30 CO 847.3 ppm NO
AV 1-4 559.8 ppm HC 2.02 CO 757.2 ppm NO
AV 6-7 199.5 ppm HC 2.24 CO 924.2 ppm NO
II-6
10/9
Hybrid D
Nine 7-mode cycles
Cold start, CVS me as.
EMISSIONS gm/mi
BAG 1 BAG 2
Cold Hot COMPOSITE
HC 12.0 4.1 7~6
CO 83.1 64.6 72.8
NO 1.23 2.92 2.17
-------
E-10
PHASE III TESTS
TEST
III-1
DATE
11/12
VEHICLE
ICE Only
TESTS
Nine 7-mode cycles
Cold start, conc. meas.
TEST ABORT - DRIVER AID MALFUNCTIONED
III-2
11/12
ICE Only
Hot 7-mode cycles
conc. meas.
12/1 AF
HC CO C02 NO FACTOR WHC WCO WNO
816.4 5.88 10.08 81.1 1. 04 35.7 .26 3.5
325.9 8.96 9.27 121. 7 1. 03 81. 6 2.24 30.5
471. 9 9.79 8.81 139.6 1. 01 56.3 1.17 16.7
2316.4 9.23 5.91 60.8 1.11 159.7 .64 4.1
264.9 3.45 12.38 225.3 1. 01 13.3 .17 11.3
275.0 7.55 10.05 274.2 1. 03 ;128.3 3.53 127.1
1813.3 7.50 9.09 58.1 .98 51. 5 .21 1.6
TOTAL FOR CYCLE 525.1 ppm HC 8 .21 CO 195.8 ppm NO
III-3 11/12 Hybrid C-1 Hot 7-mode cycles
Conc. meas.
14.5/1 AF
354.0 5.36 10.86 78.8 1. 04 15.5 .23 3.4
317.2 6.23 10.32 362.6 1. 05 81.4 1. 51 93.0
198.3 3.67 12.48 650.8 .91 23.3 .43 76.6
1064.5 9.77 8.03 170.4 1. 03 67.9 .62 10.9
277.8 3.34 12.68 319.8 .99 13.7 .16 15.8
218.1 3.14 12.53 990.2 1.01 100.2 1. 44 455.1
1535.5 7.68 8.58 95.3 1.03 45.8 .23 2.5
TOTAL FOR CYCLE 347.8 ppm HC 4.72 CO 657.6 ppm NO
-------
E-ll
111-4
11/12
Hybrid C-1
Hot 7-mode cycles
Cone. Meas.
18/1 AF
HC CO C02 NO FACTOR WHC WCO WNO
149.4 .27 13.11 204.9 1. 08 6.8 .01 9.3
419.9 .27 11. 09 275.5 1. 24 126.1 .08 83.4
101. 8 .24 11. 21 225.3 1. 27 15.2 .04 33.7
254.1 4.92 11. 44 172.9 1. 02 16.2 .31 10.1
118.5 .23 12.00 412-.1 1.18 7.0 .01 24.4
643.8 .31 10.52 936.7 1.27 371. 7 .23 540.4
359.1 1. 39 13.09 766.8 1. 02 10.7 .04 22.7
TOTAL FOR CYCLE 554.1 ppm HC .72 CO 724.6 ppm NO
111-5 11/12 Hybrid C-1 Hot 7-mode cycles
Cone. Meas.
16.5/1 AF
142.7 1.22 13.63 182.4 1. 01 6.0 .05 7.7
127.5 .53 12.11 461. 5 1.15 35.8 .15 129.4
65.7 .23 12.06 905.5 1.18 9.2 .03 126.4
211. 0 5.11 11. 41 276.2 1.02 13.3 .33 17.4
97.1 .26 12.28 752.1 1.16 5.6 .01 43.5
94.3 1. 28 12.05 1083.4 1.13 48.6 .66 557.8
107.0 .73 13.43 1162.5 1. 04 3.2 .02 35.1
TOTAL FOR CYCLE 121.6 ppm HC 1. 25 CO 917.2 ppm NO
111-6
11/13
Hybrid C-1
Nine 7-mode cycles
Cold start, CVS meas.
TEST ABORT - TRANSMISSION DOES NOT FUNCTION PROPERLY
111-7
11/19
Hybrid C-l and
ICE only
Cruises 15,30,50 mph
Cone. meas. -
DATA IS PRESENTED IN TABLE II
-------
E-12
111-8
11/20
ICE Only
Nine 7-mode cycles
Cold Start, CVS meas.
TEST ABORT - ICE SET UP TOO RICH
111-9 11/20 ICE Only Hot 7-mode cycles
Vehicle weight variation
Cone. meas.
.3,000 lb.
14/1 AF
HC CO C02 NO FACTOR' WHC WCO WNO
613.4 5.74 10.55 85.5 1. 02 28.1 .25 3.7
348.7 8.07 10.36 156.3 .98 83.4 1.98 37.4
267.5 5.76 11. 69 344.7 .98 30.8 .66 39.7
996.5 8.95 8.97 105.7 .91 61.6 .55 6.5
380.7 10.65 9.07 146.6 .98 18.6 .52 7.2
301. 9 5.89 11. 75 574.2 .96 132.5 2.59 251.1
2941.4 6.33 9.05 130.2 .94 30.2 .17 3.6
TOTAL FOR CYCLE 436.1 ppm HC 6.68 CO 349.1 ppm NO
2,000 lb.
787.7 6.81 10.22 69.8 1. 01 33.6 .27 8.1
413.1 9.79 9.41 89.5 .98 ~8.9 2.84 21.4
274.5 5.51 11.78 326.5 .97 31.5 .64 37.5
908.6 8.74 9.11 55.2 1. 00 56.4 .54 3.4
319.1 4.32 12.47 182.4 .97 15.4 .21 8.8
296.5 5.85 11.66 462.8 .97 130.1 2.58 204.4
6?89.6 6.91 9.16 58.1 .73 140.2 .15 1.2
TOTAL FOR CYCLE 507.8 ppm HC 6.74 CO 279.4 ppm NO
4,000 Ib
625.0 6.01 10.47 67.5 1.02 26.9 .26 2.9
341.1 8.89 9~90 140.1 .98 82.1 2.13 33.6
243.8 5.13 12.00 396.1 .97 28.0 .59 45.6
1041. 0 9.24 8.65 79.2 1.01 64.1 .58 4.9.
304.0 2.38 12.71 328.8 .95 14.5 .11 15.6
289.9 5.02 12.13 574.2 .97 124.8 2.21 252.2
2741.2 6.78 8.70 66.1 .94 76.5 .19 1.5
TOTAL FOR CYCLE 417.2 ppm HC 6.06 CO 356.6 ppm NO
-------
E-13
III-I0
11/23
Hybrid C-l
Nine 7-mode cycles
Cold Start, CVS me as.
EMISSIONS gm/mi
BAG 1
Cold
BAG 2
Hot
COMPOSITE
HC
CO
NO
7.92
23.0
1.60
3.14
.31.8
1.58
5.26
27.9
1.59
III-II
11/23
ICE Only
Nine 7-mode cycles
Cold Start, CVS meas.
EMISSIONS gm/mi
HC
CO
NO
BAG 1
Cold.
13.04
162.1
.36
BAG 2
Hot
9.00
167.4
.74
COMPOSITE.
10.80
165.0
.58
1II-12 11/24 Hybrid C-l Hot 7-mode cycles
Cone. meas.
15 .5/1AF
HC CO C02 NO FACTOR WHC WCO WNO
189.9 2.06 13.11 67.5 1.01 8.1 .09 2.9
205.7 .36 12.77 528.3 1. 01 55.1 .01 141.6
83.7 .11 13.64 869.5 1. 05 10.3 .02 107.5
982.4 8.45 8.64 122.5 1. 04 63.3 .54 7.9
I 265.9 .72 11. 55 168.9 1.19 15.8 .04 10.0
I 169.5 .21 12.39 555.7 1.14 87.7 .16 287.7
181.2 2.04 13.30 283.7 .91 5.2 .06 8.2
TOTAL FOR CYCLE 245.4 ppm HC 1. 01 CO 565.4 ppm NO
-------
E-14
111-13
11/24
Hybrid C-1
Hot 7-mode cycles
Cone. meas.
17/1 AF
HC CO C02 NO FACTOR WHC WCO WNO
2583.1 .21 7.37 15.8 1. 41 152.5 .02 .9
2179. 7 " .27 8.07 68.9 1. 37 729.7 .09 23.0
432.0 .19 11. 87 574.6 1.17 59.4 .03 79.0
2083.1 .52 7.03 84".0 1. 52 196.1 .05 7.9
5261. 7 .11 1.15 .0 2.10 553.1 .01 .0
1931.6 .28 9.47 281. 3 1. 24 1089.3 .16 158.5
3670.9 .86 4.15 6.1 1. 61 180.5 .04 . 3
TOTAL FOR CYCLE 2959.8 ppm HC .39 CO 269.6 ppm NO
111-14
11/24
Hybrid C-1
Hot 7-mode cycles
Cone. meas.
15/1 AF -140 SA
818.8 5.38 10.27 51. 8 1.05 36.0 .24 2.8
985.5 1. 69 10.85 450.2 1.13 272.7 .47 124.6
217.9 2.64 12.99 576.8 .91 25.6 .31 67.8
2066.4 7.46 8.06 91.2 1. 03 132.2 .48 5.8
275.0 .29 13.96 515.6 1.01 . 13.8 .01 25.9
170.9 .33 13.18 466.1 1. 07 83.2 .16 227.6
359.1 1.75 12.69 65.1 1. 04 10.8 .05 1.1
TOTAL FOR CYCLE 574.2 ppm HC 1. 72 CO 455.9 ppm NO
III-IS
11/24
Hybrid C-1
Hot 7-mode cycles
Cone. Meas.
A/F TOO LEAN -- ICE DID NOT FUNCTION
111-16
11/24
Hybrid C-1
Hot 7-mode cycles"
Cone. Meas.
A/F TOQ LEAN -- ICE DID NOT FUNCTION
-------
E-15
1II-17 11/24 Hybrid C-1 Hot 7-mode cycles
Cone. Meas.
16/1 AF -60 SA
HC CO C02 NO FACTOR WHC WCO WNO
412.7 .36 10.08 33.8 1.35 23.4 .02 1.9
559.8 .96 12.00 537.3 1.11 151.3 .26 145.0
111. 8 .87 13.51 889.5 1. 03 13.6 .11 108.1
252.1 3.07 12.06 139.3 1. 04 16.3 .11 9.0
259.3 .19 13.00 461.5 1. 08 14.0 .01 24.1
122.3 .39 13.40 704.3 1.05 58.7 .19 338.1
261. 2 .98 12.12 99.9 1.12 8.5 .03 3.3
TOTAL FOR CYCLE 285.4 ppm HC .81 CO 630.1 ppm NO
1II-18 11/24 Hybrid C-1 Hot 7-mode cycles
Cone. Meas.
16/1 AF -140 SA
42.3 .21 12.99 360.4 1.10 1.1 .01 16.7
45.1 .38 13.41 921. 9 1. 06 11. 7 .01 238.7
55.7 .44 13.78 1500.0 1.03 6.8 .05 182.3
131.9 2.17 12.48 225.7 1. 06 8.6 .14 14.8
491. 2 .21 11.77 245.5 1.17 28.7 .01 14.3
175.2 .32 13.68 1205.5 1. 03 . 82.3 .15 566.6
60.4 .32 12.26 471. 9 1.16 2.0 .01 15.9
TOTAL FOR CYCLE 141.1 ppm HC .48 CO 1048.8 ppm NO
1II-19
11/24
Hybrid C-l
Hot 7-mode cycles
Cone. Meas.
A/F TOO LEAN - ICE DID NOT FUNCTION
-------
E-16
111-20
11/24
Hybrid C-l
Hot 7-mode cycles
Cone. Meas.
3,000 LBo 14.5/1 AF
HC CO C02 NO FACTOR WHC WCO WNO
302.2 4.17 11. 44 81.1 1. 05 13.3 .18 3.6
614.8 2.09 11. 75 822.3 1.08 161.5 .55 215.9
171. 7 3.30 12.61 822.3 1. 00 20.3 .39 97.2
1193.4 8.08 8.06 146.5 1. 08 80.0 .54 9.8
248.8 .31 13.55 898'. 4 1. 04 12.9 .02 46.6
157.1 .68 12.91 978.5 1. 08 77.1 .34 480.5
532.2 5.08 11. 05 113.9 1. 02 15.8 .15 3.4
TOTAL FOR CYCLE 380.7 ppm HC 2.16 CO 856.6 ppm NO
111-21 11/24 Hybrid C-l Hot 7-mode cycles
Cone. Meas.
I - 2,000 LB 14.5/1 AF
508.8 6.15 10.03 81.1 1.06 22.7 .27 3.6
438.7 1.18 11.84 649.8 1.12 120.1 .32 177.1
170.8 4.04 12.21 747.5 1. 00 20.2 .48 88.7
504.5 8.62 8.87 105.7 1.05 32.1 .56 6.9
101. 3 .25 12.55 479.7 1.13 . 5.7 .01 27.2
116.9 .58 12.61 778.7 1.11 59.1 .29 393.8
464.1 6.98 9.78 160.3 1. 05 14.1 .21 4.9
TOTAL FOR CYCLE 274.9 ppm HC 2.16 CO 702.5 ppm NO
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E-17
111-22
11/24
Hybrid C-l
Hot 7-mode cycles
Cone. Meas.
4,000 LB 14/1 AF
HC CO C02 NO FACTOR WHC WCO WNO
582.6 5.91 9.93 72.1 1. 07 26.2 .27 3.2
707.2 3.06 10.67 649.8 1.12 192.9 .83 177.1
179.8 4.57 11.86 700.6 1. 01 21.4 .54 83.5
495.1 8.85 8.77 105.7 1. 05 32.4 .58 6.9
321.1 .21 11. 42 132".9 1. 22 19.5 .02 8.1
138.1 .62 13.07 1019.9 1. 07 67.7 .30 497.3
531.4 4.76 11.18 116.2 1. 02 15.8 .14 3.5
TOTAL FOR CYCLE 375.7 ppm HC 2.69 CO 779.3 ppm NO
111-23
11/25
Hybrid C-l
DHEW Cycle
CVS Meas.
EMISSIONS gm/mi
HC
CO
NO
3.15
29.6
1.0
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E-18
PHASE I NOTES
Hybrid B Power Train included the following:
. ICE with single venturi, 1-9/16" diameter
carburetor without accelerating pump or choke.
. Single venturi intake manifold 1-3/4" diameter
legs with hot air .heating directed to the
external carburetor flange.
. 24V electrical system.
. Bang-bang electric control system.
ICE Power Train included the following:
. ICE with single barrel 1-4/1611 diameter
carburetor with accelerating pump and choke.
. Single barrel intake manifold 1-3/411 diameter
legs with hot air heating directed to the
external carburetor flange.
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PHASE II NOTES
Hybrid C Power Train included the following:
. ICE with single venturi, 1-9/16" diameter
carburetor without accelerating pump and choke.
. Single barrel intake manifold 1-3/4" diameter
legs with hot air .supplied to the intake
system just ahead of the carburetor intake.
. 24-48V electrical system.
. Throttle delay mechanism.
E-19
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PHASE III NOTES
Hybrid C-l Power Train included the following:
. ICE with single venturi carburetor and manifold
one inch diameter legs.
. Hot exhaust gas heating of ICE manifold legs.
. Hot air heating supplied to the intake system
just ahead of ICE carburetor intake.
. No carburetor accelerator pump.
. No carburetor choke.
. 24-48V electrical system.
. Throttle delay mechanism.
ICE only Power Train included the following:
. Same ICE features as described above.
. Carburetor acceleration pump.
. Carburetor choke.
GENERAL NOTES
*Conc. Meas. = Concentration measurement
**CVS Meas. = Constant volume sampler measurement
A/F = Air/Fuel ratio
SA = Spark advance
E-20
-------
HYBR >C 7- AOD : DRIVING eye - :
600 60
500 C.URRENT
/;
I I ,1 50
400 ~
a:: ' ;"'-VOL TAGE ~
,
a... 0 1 cI) z
~ t- 300 ~ 0
o I H
<{ ~ 1 0 :><
I I > t'rj
r 200 40 I
Z L.tJ
W "'
a:: 100 «
a:: J--
::> ...J trj
t'1
U 0 trj
o 30 > ()
W I-i
a:: I w ~
I ~ --.-- a:: H
::> ()
t- -100 -----.... ~ I :J ~
« . ~ r-
~ a:: <{ ~
a:: 0 -200 20 ~ >
« t- cr (J)
« ~ c
a:: ~
w -300 ~
z
w Z
1-3
~ (J)
-400 10
-500
-600 0 I-rj
I
o 20 40 60 80 100 120 140 t-'
TIME - SEe
FIGURE F-I
._-
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G. REFERENCES
1.
University of Pennsylvania,
prepared for the Urban Mass
istration, U. S. Department
67-78, 1970
Minicar Transit System,
Transportation Admin-
of Transportation,
2.
Garrish, H.C. and Meem, J.L.,
Fuel/Air Ratio by Analysis of
Gas, MACA Report 757, 1943.
The Meausrement of
the Oxidized Exhaust
3.
Barpal, I.R., Design and Simulation of Parallel
Hybrid System, PhD Dissertation, University of
California, 1970.
4.
California Air Resources Board, California Exhaust
Emission Standards and Test Procedures for 1971,
and subsequent Model Gasoline Power Motor Vehicles
Under. 6001 Pounds Gross Vehicle Weight, 20 November
1968.
5.
Federal Register, Control of Air Pollution from
New Motor Vehicles and New Motor Vehicle Engines,
Volume 33, Number 108, Washington, D.C., 4 June
1968.
6.
Federal Register, Control of Air Pollution from
New Motor Vehicles and New Motor Vehicle Engines,
Volume 35, Number 219, Washington, D.C.,lO Novem~
ber 1970.
7.
General Motors Corporation, Automotive Engine
Test Code, 1961.
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