APTD-1121
SUNDSTRAND REPORT NO.
AER 640
FEBRUARY 25, 1972
HYBRID PROPULSION SYSTEM
TRANSMISSION EVALUATION
PHASE I
FINAL REPORT
FOR:
ENVIRONMENTAL PROTECTION-AGENCY
OFFICE OF AIR PROGRAMS
ADVANCED AUTOMOTIVE
POWER SYSTEMS DIVISION
CONTRACT: 68-04-0034
Sundstrand Aviation
division of Sundstrand Corporation
ROCKFORD, ILLINOIS 61101
SUNOSTRRNO
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February 25, 1972 Sundstrand Report No. AER 640
HYBRID PROPULSION SYSTEM
TRANSMISSION EVALUATION
'•%
PHASE I
FINAL REPORT
for
Environmental Protection Agency
Office of Air Programs
Advanced Automotive Power Systems Division
Contract: 68-04-0034
Project Officer, J. C. Wood
(NASA Lewis Research Center)
by
M. A. Cordner
D. H. Grimm
Sundstrand Aviation
ROCKFORD, ILLINOIS 81101
division of Sundttran'd Corporation
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TABLE OF CONTENTS
Section Section
No. Title
Acknowledgments ix
Abstract xi
Results and Conclusions xii
Recommendations xv
I. INTRODUCTION 1
II. FEASIBILITY ANALYSIS 5
A. Link Functions and Schematic Genesis ^
B. Speed Relationships 10
C. Transmission Schematic Representation 11
D. Schematics Considered and Rejected 14
E. Selection of Final Transmission Schematic 14
HI. TRANSMISSION DESCRIPTION 21
A. Mechanical Operation 21
B. Hardware Description 34
C. Control Operation 40
D. User Operation 46
E. Parameter Optimisation 47
F. Installation Considerations 49
G. Description - Alternate Transmission 31
Configuration (8C)
H. Flywheel Trade-offs & Conclusions 53
I. Maintainability 57
J. Noise 58
K. Design Analysis 59
IV. PERFORMANCE hi
A. Ground Rules 62
B. Transmission Efficiency 64
C. Grade &. Acceleration Performance 72
D. Constant Speed Fuel Consumption 76
E. Federal Driving Cycle Fuel Consumption 79
F. Tractive Effort Limits 85
G. Regenerative Braking 86
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Section Section Page
No. Title No.
V. CONTROL SYSTEM ANALYSIS 93
A. Control System Approach 94
B. Block Diagram of the System 98
C. Stability Analysis 101
D. Safety Analysis 102
E. Pathological Analysis 107
VI. ESTIMATED TOTAL MANUFACTURING COST Ill
A. Definition of the Cost Analysis Ill
B. Costing Procedure Ill
C. Results of Cost Analysis 112
D. Transmission Cost Per Weight Analysis 112
VII. REFERENCES 115
APPENDICIES
A. Description of Transmission Performance 117
Computer Program (T8H)
B. "Vehicle Design Goals - Six Passenger Automobile". . . . 127
(Revision B - February 11, 1971)
C. Automobile Accessory Loads 139
D. Flywheel Horsepower Loss 141
E. Federal Driving Cycle 143
F. Tractive Effort vs. Vehicle Speed 147
G. Computer Readouts Program T8H 151
H. Engine Fuel Economy Map 163
I. HP Flow within the Transmission 167
J. Attachment 1, Scope of Work, Contract No. 68-04-0034 181
K. Drawings 187
L. Major Component Cost Breakdown 189
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Section Section Page
No. Title No.
M. Analog Computer Simulation 191
N. Weight Summary 205
O. Transmission Schematics Considered 207
P. Sundstrand Dynamic Simulation and Performance 217
Analysis Programs (ESTMN and ESTPF)
Q. Lockheed Computer Program Results 251
R. Vehicle Performance with an Automatic Torque 257
Converter Transmission
S. Distance and Velocity as a Function of Time 277
T. Constant Speed Fuel Consumption Calculations 281
U. Flywheel Data Supplied by Lockheed 289
V. Stress and Sizing Data 295
W. Typical Results Sundstrand Performance Analysis >01
Program
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LIST OF FIGURES
Figure No. Figure Title Page
SECTION I
SECTION II
11-1 System Block Diagram 5
II-2 Transmission Combinations 7
II-3 Flywheel Speed vs. Vehicle Speed 9
II-4 Transmission Schematic Version "8" 15
II-5 Transmission Schematic Version "15" 17
II-6 Transmission Schematic Version "8A" 17
II-7 Transmission Schematic Version "8C" 19
II-8 Engine Speed vs. Vehicle Speed 19
SECTION III
III-l Simplified Schematic Baseline (8A) Transmission 22
III-2 Gear Train Schematic 23
III-3 Flywheel & Output Shaft Speeds as a Function of
Vehicle Speed 26
III-4 Five Element Planetary Speed Nomograph 27
III-5 Engine Speed as a Function of Vehicle Speed 29
III-6 Hydraulic Unit Speed as a Function of Vehicle Speed ... 30
1II-7 Displacement of Variable Hydraulic Unit as a
Function of Vehicle Speed 31
111-8 Torque Reactions 32
III-9 Axial Piston, Slipper Type Hydraulic Unit 36
111-10 Simplified Schematic Alternate (8CJ Transmission 54
III-ll Gear Train Schematic Alternate Transmission
Configuration (8C) 55
SECTION IV
IV-1 Overall Transmission Efficiency vs. Vehicle Speed
(Baseline (8A ) Transmission) 66
IV-2 Overall Transmission Efficiency vs. Vehicle Speed
Alternate (8C) Transmission 67
IV-3 "No Flywheel" Transmission Efficiency vs. Vehicle
Speed 68
IV-4 Overall Transmission Efficiency vs. Vehicle Speed
Typical 3 Speed Automatic Transmission 70
IV-5 Horsepower vs. Speed 74
IV-6 Tractive Effort vs. Speed 75
IV-7 Constant Vehicle Speed Fuel Consumption vs. Vehicle
Speed 78
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Section Section Page
No. Title No.
M. Analog Computer Simulation 191
N. Weight Summary 205
O. Transmission Schematics Considered .107
P. Sundstrand Dynamic Simulation and Performance ill
Analysis Programs (ESTMN and ESTPF)
Q. Lockheed Computer Program Results 251
R. Vehicle Performance with an Automatic Torque 257
Converter Transmission
S. Distance and Velocity as a Function of Time 277
T. Constant Speed Fuel Consumption Calculations 281
U. Flywheel Data Supplied by Lockheed 289
V. Stress and Si/.ing Data 295
W. Typical Rrsuits Sundstrand Performance Analysis >01
Program
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LIST OF FIGURES
Figure No. Figure Title
SECTION I
SECTION II
II -1 System Block Diagram 5
II-2 Transmission Combinations 7
11-3 Flywheel Speed vs. Vehicle Speed 9
II-4 Transmission Schematic Version "8" 15
II-5 Transmission Schematic Version "15" 17
II-6 Transmission Schematic Version "8A" 17
II-7 Transmission Schematic Version "8C" 19
II-8 Engine Speed vs. Vehicle Speed 19
SECTION III
III-l Simplified Schematic Baseline (8A) Transmission 22
III-2 Gear Train Schematic 23
III-3 Flywheel & Output Shaft Speeds as a Function of
Vehicle Speed 26
III-4 Five Element Planetary Speed Nomograph 27
111-5 Engine Speed as a Function of Vehicle Speed 29
III-6 Hydraulic Unit Speed as a Function of Vehicle Speed . . . 30
III-7 Displacement of Variable Hydraulic Unit as a
Function of Vehicle Speed 31
III -8 Torque Reactions 32
III-9 Axial Piston, Slipper Type Hydraulic Unit 36
111-10 Simplified Schematic Alternate (8CJ Transmission 54
111-11 Gear Train Schematic Alternate Transmission
Configuration (8C) 55
SECTION IV
IV-1 Overall Transmission Efficiency vs. Vehicle Speed
(Baseline (8A ) Transmission) 66
IV-2 Overall Transmission Efficiency vs. Vehicle Speed
Alternate (8C) Transmission 67
IV-3 "No Flywheel" Transmission Efficiency vs. Vehicle
Speed 68
IV-4 Overall Transmission Efficiency vs. Vehicle Speed
Typical 3 Speed Automatic Transmission 70
IV-5 Horsepower vs. Speed 74
IV-6 Tractive Effort vs. Speed 75
IV-7 Constant Vehicle Speed Fuel Consumption vs. Vehicle
Speed 78
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Figuro No.
Figure Title
Page
SECTION IV (Continued)
JV-8 Tractive Effort vs. Coefficient of Traction 87
IV-9 Performance Limits - Tractive Effort vs. Vehicle
Speed 88
IV-10 Limiting Transmission Braking HP and Limiting Wheel
Braking HP vs. Vehicle Speed 90
IV-11 Overall Transmission Efficiency 91
SECTION V
V- I Energy Storage Transmission - Block Diagram 99
SECTION VI
SECTION VII
APPENDIX
APP-C1 Typical "Full Size" car Accessory Horsepower versus
Engine Speed 140
APP-D1 Flywheel Horsepower Loss vs. Flywheel Speed 142
APP-E1 Plot of Federal Driving Cycle 146
APP-F1 Tractive Effort vs. Velocity Requirements for Heat
Engine/Flywheel Hybrid Passenger Car Drive
System 149
APP-F2 Tractive Effort Available for Acceleration 150
APP-H1 Typical Medium Size Engine Fuel Economy Map 164
APP-H2 Engine Speed versus Engine Power for Minimum SFC . . . 165
APP-10 System Torques, Speeds, and Power Flow at 20 MPH
and 70 MPH Cruise Conditions 168
APP-J1 Speed Nomograph - Start-up 169
APP-I2 Speed Nomograph - 1st Mode Acceleration 170
APP-I3 Speed Nomograph - 1st Mode Cruise 171
APP-I4 Speed Nomograph - 1st Mode Deceleration 172
APP-I5 Speed Nomograph - 2nc[ Mode Before Straight
Through Acceleration 173
APP-I6 Speed Nomograph - 2nd[ Mode Before Straight
Through Cruise 174
APP-I7 Speed Nomograph - 2nd_ Mode Before Straight
Through Deceleration 175
APP-I8 Speed Nomograph - 2nd Mode After Straight
Through Acceleration 176
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Figure No. Figure Title Page
APPENDIX (Continued)
APP-I9 Speed Nomograph - 2nd Mode After Straight
Through Cruise 177
APP-I10 Speed Nomograph - 2n^d_ Mode After Straight
Through Deceleration 178
APP-I11 Speed Nomograph - Reverse 179
APP-M1 Pictorial Diagram, Transmission System 192
APP-M2 Transmission System Schematic 193
APP-M3 Engine Torque vs. Speed 200
APP-M4 Analog Computer Wiring Diagram 201
APP-M5 Analog Computer Wiring Diagram 202
APP-M6 Representative Analog Trace - Vehicle Acceleration ... 203
APP-M7 Representative Analog Trace - Vehicle Deceleration . . . 204
APP-O1 Transmission Schematics 210
APP-O2 Transmission Schematics 211
APP-O3 Transmission Schematics 212
APP-P1 System Schematic (Version 8C) 220
APP-P2 Summer Speed Nomogram 221
APP-P3 System Torque Relations 222
APP-P4 Continuous Dynamic Simulation Program Structure .... 224
APP-P5 Discrete Simulation Program Structure 225
APP-P6 Federal Driving Cycle 226
APP-P7 Example of Dynamic Simulation Output 227
APP-R1 "Typical" 3 Speed Automatic Transmission - Vehicle
Speed vs. Transmission Efficiency 261
APP-R2 '', Speed Automatic Transmission (per EPA) -
MPH vs. Engine Speed 262
APP-R3 "Typical" 3 Speed Automatic Transmission -
Tractive Effort vs. Vehicle Speed 263
APP-R4 Transmission Efficiency vs. Vehicle Speed "Typical"
3 Speed Automatic Transmission 264
APP-S1 Distance & Velocity vs. Time (6000 psi) 278
APP-S2 Distance & Velocity vs. Time (4500 psi) 279
APP-S3 Distance & Velocity vs. Time, "Typical" 3 Speed
Automatic Transmission 280
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LIST OF T.ABl.ES
Table No. Table Title Page
SECTION I
SECTION II
SECTION III
111-1 Hydromechanical/Flywheel Transmission Parameter
Summary 24
III -2 Summary, Flywheel Data 56
SECTION IV
IV-1 Grade and A cceleration Performance Comparison 71
IV-2 Constant Speed Fuel Consumption (MPG) 77
IV-3 Constant Speed Fuel Economy, BTU/Mile 79
IV-4 Concept Evaluation - Federal Driving Cycle (MPG) 82
IV-5 Transmission Evaluation - Federal Driving Cycle
(MPG) 83
SECTION V
SECTION VI
VI-1 Results of Cost Analysis 113
SECTION VII
APPENDIX
APP-E 1 DHEW Urban Dynamometer Driving Cycle 144-5
APP-M1 Equations 194, 5, 6
APP-M2 Parameter Nomenclature 197-8
APP-M3 Torque Required to Maintain Constant Road Speed 199
APP-O1 Engine Speed Variation 216
APP-T1 Constant Speed Fuel Consumption (Version 8A ) 283
APP-T2 Constant Speed Fuel Consumption (Version 8C) 284
APP-T3 Constant Speed Fuel Consumption
3 Speed Automatic Transmission 285
APP-T4 Constant Speed Fuel Consumption in BTU/Mile
(Baseline 8A ) 286
287
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Table No. Table Title Page
APPENDIX (Continued)
APP-T5 Constant Speed Fuel Consumption in BTU/Mile
(Alternate 8C) 287
APP-T6 Constant Speed Fuel Consumption in BTU/Mile
(Conventional Automatic) 288
APP-V1 Gear Binding Stresses 297
APP-V2 Shaft Shear Stresses 298
APP-V'i Clutch Si/.ing 300
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ACKNOWLEDGMENTS
ABSTRACT
RESULTS AND CONCLUSIONS
RECOMMENDATIONS
Sundstrand Aviation
SUNDSTRQNp
il Sundstund Corporaim
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ACKNOWLEDGMENT
The EPA Project Officer was James C. Wood of
the NASA Lewis Research Center. Mr. Wood
worked for EPA under a special technical
assistance agreement between NASA and EPA.
The contribution of Dr. Karl Hellman of EPA
is also acknowledged.
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Pa9e * Sundstrand Aviation
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ABSTRACT
This study was carried out under contract to the Environmental
Protection Agency, Office of Air Programs for the purpose of
assessing the practicality of a transmission for use in a heat
engine/flywheel propulsion system to reduce emissions. The
system was to be suitable for incorporation into a full size
"family car" automobile.
The study consisted of the following major tasks:
1) Feasibility analysis
2) Selection and definition of an optimum transmission
3) Control system analysis
4) Performance analysis
5) Cost analysis
The different possible link types (mechanical, hydrostatic, and
hydromechanical) between the engine, flywheel, and vehicle wheels
were analyzed. Many transmission schematics were investigated,
and several combinations were selected for further evaluation re-
sulting in the final recommended configuration.
Having defined the configuration, controls were selected and
analyzed using a digital dynamic simulation computer program and
an analog computer simulation. System performance, stability
and driveability were determined.
System acceleration, gradeability and fuel consumption were evalu-
ated over specified vehicle conditions including the Federal
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Driving Cycle utilizing the digir.Til system performance computer
program. Unavailability of emission data for the specified spark
ignition heat engine required performance optimization to be based
on fuel consumption rather than emissions (per direction from EPA).
Fuel consumption comparisons were made with a conventional three
speed automatic transmission.
Cost estimates were made for the selected configuration using
comparative data, vendor quotations and in-house estimates.
Comparisons with a conventional three speed automatic transmission
were made.
The study resulted in the selection of a hydromechanical trans-
mission configuration with interdependent links between the
flywheel, engine, and wheels. The flywheel/transmission was
configured for a transaxle installation, which was considered
optimum.
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RESULTS & CONCLUSIONS
1. A hydromechanical transmission is a practical means to link a
flywheel, heat engine, and automobile wheels.
t
2. The selected transmission provides an infinitely variable
ratio between the flywheel and the vehicle wheels, and a non-linear
ratio (fixed by vehicle speed) between the heat engine and flywheel.
Although the engine speed is not independent of the flywheel speed,
it does operate near its minimum fuel consumption line. The trans-
axle installation for the transmission was chosen based on con-
siderations of weight distribution and available volume.
3. The computer simulated performance of the full size automobile
utilizing the selected propulsion system met or exceeded all start-
up, acceleration, and grade performance requirements of the "Vehicle
Design Goals - Six Passenger Automobile Rev. B", specified by EPA.
4. Utilizing the specified spark ignition heat engine, the pro-
pulsion system with the selected transmission has a greater com-
puted fuel consumption over the Federal Driving Cycle than that of
a typical three speed automatic transmission. Cruise fuel con-
sumption is greater than for the three speed automatic below 50
I1PH and less above this speed.
5. Based on computer simulation, the selected transmission control
system is feasible and stable. It provides "driver feel" comparable
to a conventional automatic transmission.
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6. The total manufacturing cost of the selected transmission, ex-
cluding the flywheel and its ancillaries, is $173, or approximately
twice that of a "typical" three speed automatic transmission for
comparable production rates. With the inclusion of the flywheel
costs, total unit cost becomes $260, or approximately 2.9 times
that of a typical three speed automatic.
7. The selected transmission, excluding the flywheel and its
ancillaries, weighs 223 Ib, or approximately 1.5 times that for a
typical three speed automatic transmission. With the inclusion of
the flyv/heel weight, the total transmission-flywheel system weight
becomes 410 Ib, or approximately 2.7 times that for conventional
automatic transmission.
8. The theoretical fuel economy benefits that can be gained from
the flywheel energy storage concept over a "light duty" cycle such
as the Federal Driving Cycle are minimal because of the small
amount of energy available for storage andjre-use. In fact, when
the "cost" of storage in terms of power loss is included, there is
no benefit. The more "severe" the acceleration/braking duty cycle
relative to maximum vehicle capability, and the heavier the vehicle,
the greater are the benefits derived from the flywheel energy
storage concept.
9. Fuel consumption over the Federal Driving Cycle for a full-size
automobile would be best minimized with a non-energy storage con-
cept utilizing a hydromechanical infinitely variable ratio trans-
mission that allows the engine to operate continuously at its
minimum fuel consumption condition.
Pa9exiv Sundstrand Aviation (C
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RECOMMENDATIONS
1. Hased on the results of this study, initiation of a hardware
development program for an automobile hydronechanical/flywheel
transmission is not recomnended.
2. Application of the flywheel-energy storage principle to
heavy, low power to weight ratio, short-haul vehicles such as
city buses and delivery trucks should be investigated.
3. The hydromechanical transmission (without flywheel) should
be investigated as a transmission candidate for automobiles. The
infinitely variable ratio capability of this type of transmission
allows the engine to be independently operated at its minimum
specific fuel consumption condition. This feature is particularly
v/ell suited for application with limited speed range Drayton or
Uankine cycles engines.
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I. INTRODUCTION
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!._ _ INTRODUCE 1 01 1
Previous studios carried out by Lockheed have indicated that a
hybrid propulsion system, utilizing a heat engine and a flywheel
transmission, liar, the potential to reduce emissions for a family
car.
Lockheed recommended the "total kinetic energy" concept for this
system, nnd Sundstrnnd wan asked to study the transmission using
this concept.
In the "total kinetic energy" concept, the total kinetic energy
of the flywheel plus the vehicle is constant. At zero vehicle
speed, all the energy of the system is in the flywheel, and at
maximum vehicle speed, the system energy is in the vehicle. To
accelerate, then, energy is taken out of the flywheel, and put
into the vehicle, and to decelerate, energy is taken out of the
vehicle and put into the flywheel. Ho energy is taken from the
flywheel during constant speed operation. The engine makes up
for all the vehicle drag losses (rolling resistance and air
resistance) and makes up the energy lost in the transmission and
drive line.
This system allows the following advantages in engine operation:
1) The total energy output from the engine is
theoretically reduced by the amount of energy
that is normally dissipated in the vehicle
brakes. This means less fuel is consumed and
lower total emissions are generated.
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2) The engine is not required ro accelerate rapidly,
eliminating or dov/nsizing the carburetor acceler-
ator nump. This should contribute substantially
to further reduction in fuel consumption and
total emission output. (The normally over-rich
fuel-air ratio required for rapid engine acceler-
ation produces hiqh exhaust emissions.)
3) If independent engine speed control is used, the
engine can operate over any given minimum emis-
sion or specific fuel consumption curve.
Several transmission configurations and types have previously been in-
vestigated, but not to the depth required to determine their true practicality.
Therefore, a transmission evaluation program was instigated by the
Environmental Protection Agency, Office of Air Programs, Division oi'
Advanced Automotive Power Systems, (Contract 68-04-0034), to deter-
mine quantitatively the feasibility of such a transmission from a technical
and economic standpoint (Phase I). If the study resulted in a positive
recommendation; design, fabrication, and dynamometer testing of a
prototype unit would be accomplished as Phase II.
The prime objective of the Phase I effort was to determine the practicality
through a detailed analytical study. Study effort included evaluation of the
optimum type of transmission, (mechanical, hydrostatic, or hydro-
mechanical); analysis of the controls in terms of stability, safety, and
operator induced instabilities; determination of transmission performance
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with emphasis on efficiency; and cost analysis including comparison with/
t
conventional automotive automatic transmissions. '
In addition, flywheel speed range, heat engine operational modes, and
rrgenr; ralive braking were evaluated. From these many considerations,
rrcorrinionrlations ware made as to the configuration of the optimum fly-
wVipfl hydromcchanical transmission and the advisability of proceeding
with Phase II.
Sundstrand's Aviation Division provided the program management, design,
and analysis effort. Detailed cost estimates of the transmission were
aided by personnel from Sundstrand's Wyro-Transmission Division and
Corporate staff.
Assistance was also provided by Lockheed Missiles and Space Company,
Clround Vehicle Systems in the form of flywheel design data and computer
calculations of vehicle fuel consumption over the Federal Driving Cycle for
various transmission configurations.
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Pa9e 4 Sundstrand Aviation
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II. FEASIBILITY ANALYSIS
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11. FEASIBILITY ANALYSIS
'l"hf: following discussion considers tVte various transmission arrangements
which we IT: studied in selecting the basic transmission schematic for de-
1.,'ii \r-r\ c v;il.ual ion.
A. Link Functions and Schematic Genesis
In AtUir.hnirnt I, .Scope of Work, of the EPA Contract Specification (sec
Append!>: .1), thr- power paths between the engine, flywheel and load are
rfpreso.nl fd fis '') "links". (See Figure 11-1. )
Lii
I
FJNCINK
ik 1 /
FLYWHEEL
Link 2
VEt
L
if
.x-^
V*Link 3
IICLE
OAD
Kiguru II-I System Block Diagram
Those links indicate torque and power paths, and the arrows indicate the
direction of t.ho flow. They are identified as follows:
fa) Link 1 couples the heat engine to the flywheel for the
purpose of initial "charging" of the flywheel, and to
make up the energy losses within the flywheel and
its housing.
Link 2 couples the heat engine to the vehicle load to
makf: up the vehicle drag and resistance losses.
(b)
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(c) Lirtk 3 couples the flywheel to the vehicle load for
acceleration, and takes reverse power flow for
regenerative braking.
Each of these three links can be either mechanical, hydrostatic, or
power splitting (hydromechanical). There are then, 27 different com-
binations between the ''> links and the 3 types of links. These combinations
are shown on Figure 11-2.
Evaluation of these 27 combinations shows that those with a "mechanical"
(straight gear ratio) link 3 do not meet the basic system requirements that
link j be continuously variable over a fixed speed range. This eliminates
nine combinations (namely, No. 's 1, 7, 9, 10, 15, 17, 20, 23, 25).
Of the remaining combinations, eight have three variable ratio links, which
would appear redundant, as all of the system requirements can be met with
only two variable links. Although mechanical design considerations may
make a transmission of this type attractive, at this point in the link study,
these eight combinations were eliminated, leaving ten combinations (namely,
No. 's 2, '>, 4, 5, 6, 8, 11, 18, 21, and 22).
In evaluation of these remaining 10, and in trying to translate them into
realistic transmission schematics, it appeared that No. 's 2, 3, 5, 8, 18,
and 21 could be eliminated due to complexity or inconsistency in the control
system that would be required to obtain each particular combination.
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COMBINATION NO.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
M = MECHANICAL
H = HYDROSTATIC
LINK 1
M
M
M
M
M
M
M
M
M
H
H
H
H
H
H
H
H
H
S
S
S
S
S
S
S
S
S
LINK 2
M
M
M
H
H
S
S
S
H
M
M
H
H
S
S
S
H
M
S
M
M
M
S
H
H
H
S
LINK 3
M
H
S
H
S
S
M
H
M
M
H
H
S
S
M
H
M
S
S
M
H
S
M
H
M
S
H
S = SPLIT (HYDROMECHANICAL)
Figure II-2 Transmission Combinations
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The remaining four combinations (namely, No's. 4, 6, 11, and 22) were
translated into various .sr.Vir-matic forms, and were compared with and
considr rr-d along side ot V-r schematics that were derived through one
of the following processes.
(1) Using existing and known hydromechanical schematics
as starting points
(2) Trial and error coverage of possible combinations of
hydraulic units and differential summers
(j) Logical progression - tV>at is refinement of a schematic,
changing it to overcome some undesirable feature, or to
makf it functionally workable
(4) Combination, tV>at is combining features or portions of
two or more schematics to create a new one
EacVi schematic under consideration was evaluated through the following
steps until one of the steps showed it to be either unworkable or inferior
to some other schematic or else worthy of final consideration.
(1) Determination of the speed relationships between
engine, flywheel, vehicle and hydraulic units
(2) Torque reactions must be "allowable" at all
operating modes. For example, no torque can
be reacted against tT->e flywheel in the cruising con-
dition, and flywheel torque cannot react against the
engine in the acceleration mode, and any system
requiring dissipation of energy to provide a torque
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reaction is undesirable.
( •>) Power flows within the system must be determined
urulrr ;ill modes of operation, and checks made that
(;\ ) power l.x.ps have to (lose, or bal.incr, (b) po\vpr
flows must. be in thp. right direction (for exnmple,
power must come out of the flywheel during
acceleration), (c) recirculating power through the
Hydraulic units must be kept within reasonable limits.
(4) Schematic must be capable of translation into
"reasonable" looking Hardware as far as differential
gear sots, shafting arrangement, and general ability
l.o l>c p;icl<;igc'l wifViin I.Vic limitations of the vphiclp
i nst;i I lal. ion ;irc c:onc:c r ricd.
(S) "Special" performance conditions >iave to be attainable
without undue complication, sucVi as reverse speed
operation, and charging a "dead" flywVieel at stationary
vehicle speed.
(6) Transmission must be capable of being controlled
witMn the general framework of a reasonable and
pstablisViod control, system philosophy.
(7) Full load and part load efficiencies must be calculated
over the entire speed range, and plotted and evaluated.
Most of these schematics that were considered in this manner were rejected
without the need of an extensive analysis.
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B. Speed Relationships
The control parameter that determines the "state of charge" of the fly-
whf-H is the r<--qui rf-nirnl. that the total kinetic energy of the flywheel plus
the vehicle remain constant. (See contract "Scope of Work", Appendix J. )
At ^ero vehicle speed, then, all the energy of the system is in the flywheel
and at maximum vehicle speed, the system energy is almost all in the
vehicle, (the flywheel does not go all the way to zero at maximum vehicle
speed).
At any given vehicle speed, there is only one flywheel speed that will give
the required value of total .system kinetic energy, and so it can be seen
that the speed relationship between the vehicle and the flywheel is fixed.
(See. Figure Ji-'l. )
FLYWHEEL
SPEED
(RPM)
VEHICLE SHEED (MPH)
Figure II - 3 Flywheel Speed vs. Vehicle Speed
The other speed of major consideration is the engine speed, and its speed
relationship with the rest of the system, which can be of three types.
(1) Independent Relationship: The engine speed can be varied independently
of the vehicle and flywheel speeds, and so this system requires that all
three speeds are independent from each other. This reflects the most
Page 10
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desirable relationship, as for any given load condition, it allows the
engine to be run at any desired speed required to optimize fuel consump-
tion, emission level, or any other parameter. It will, however, probably
reflect, a more complicated design.
(••'.) Interdependent Relationship: The engine speed will vary with the llv-
wheel and vehicle :;peed ,i< cording to some function e st abl i shed by the
planetary gear di I I e rent i a I (s ). In this system, the llywhecl speed must be
controlled by controlling engine speed as a function of vehicle speed in
order to maintain constant kinetic energy in the vehicle system. Although
engine speed is not independent, the manner in which it varies with vehicle
speed can be controlled to some extent by changing the gear differential
ratios, or the manner in which the basic elements are connected to it.
In this manner, it is possible to approximate the required engine speed-
veV>ide speed relationship with a relatively simple system.
('i) Impendent. K e:lat i onsh i p: The engine speed varies in a direct relation-
ship with the flywheel speed or vehicle speed through a direct gear mesh.
This system can be very simple, but gives no freedom of engine speed
operation at all.
Engine Operational Mode:
One of the contractual requirements was to examine four given combina-
tions of engine' speed and load conditions. (See contract "Scope of Work",
Appendix .1. ) These conditions are:
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(I) Variable speed, variable load
(i) Variable spr>ed, constant load
(3) Constant speed, variable load
(4) Constant speed, constant load
Obviously, the load requirement on the engine varies over the range of
vehicle operating conditions, so a constant load engine operation mode
would require a transmission that dissipates energy at all times except
the maximum load point. Thus, conditions 2 and 4 above can be
eliminated. The requirements of this study are to optimize fuel con-
sumption for the given engine, and a study of the specific fuel consump-
tion map for this engine (see Appendix **) reveals that minimum fuel
consumption cannot be achieved very well at any constant speed. This
eliminates condition '.> above;, leaving condition 1, which was the engine
operational mode used in this study.
C. Transmission Schematic Representation
In order to facilitate the analysis and evaluation of different transmission
schematics, Sundstrand uses a method of representation described below.
This explanation will enable an understanding of the schematic diagrams
which follow this section.
/•*•.•*•*•
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Example - Typical Hyclromechanical Circuit
Hydraulic Units
i
fa
Torque
Summing
Point
/ Speed
Summing
Point
Hydraulic Unit: This consists of a variable displacement, hydraulic pump/
motor ("V" unit) and a fixed displacement hydraulic pump/motor ("F" unit).
The two units are hydraulically ported to each other so that when one is a
pump the other is a motor, and vice versa. Sunclstrand units are of the
axial piston rotating cylinder block type, with a stationary swash plate.
This swash plate is at a fixed angle for the "F " unit, and can be varied to
any desired angle (within limits') for the "V" unit.
For optimum nli li y.ation of the hydraulic unit (over the operating range ot
the transmission), it is most desirable to run the "V" unit at its constant
rated speed, and run the "I-'" unit through its full operating speed range
(plus to minus rated speed).
Torque Summing Point: This represents a gear mesh point as shown below
T,
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The sum of all the torques for a torque summing point must be zero;
i.e. , T! + T2 + T3 = 0.
Speed Summing Point: This represents a geared differential, such as a
planetary gear set. A three clement summer would typically consist of
a pianot sot with a sun gear, a ring gear, and a planet carrier as the
three elements. A five element summer could consist of a compound
planetary gear set with two sun gears, two ring gears, and a planet
carrie r.
In a speed summer, the speed of any two elements will determine the
speeds of the remaining elements, and the torque must be known or
specified in all of the elements except two.
D. Schematics Considcre.il & Rejected
Many different, transmission schematics wore evolved by the processes
outlined in Section II(A) above.. Those that were able to satisfy the basic
speed requirements of the engine, flywheel, vehicle, and hydraulic units
are shown in Appendix O, along with the prime reason for rejection (where
appropriate).
E. Selection of Final Transmission Schematic
Two "finalist" schematics were chosen from those considered - versions
8 and 15 (see Appendix O).
Version 8 is of the interdependent engine speed type, and contains one
hydraulic unit set (see Figure II-4).
Page 14 Sundstrand Aviation 4
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ENGINE
FLYWHEEL
OUTPUT
Figure II - 4 Transmission Schematic
Version "8"
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Version 15 is of the independent engine speed type, and contains two
hydraulic unit sets (see Figure II-5).
A detailed analysis on both these systems was carried through until
comparative figures were available for fuel consumption over the Federal
Driving Cycle. These results showed very little difference in perform-
ance, indicating the advantages gained in version 15 by running the engine
at its most economical fuel consumption speed were absorbed by the
losses incurred from the second hydraulic unit set. Version 15 was then
dropped because the cost and complexity of the second hydraulic unit
gave no distinct advantage.
Efforts were then concentrated on developing basic version 8 to its most
efficient form. As a result, a version was developed with 2 modes of
operation. This configuration (designated version 8A, see Figure II-6)
utilizes two clutches, which "shift" synchronously at 30 MPH, allowing
the hydraulic units to be used over their entire speed range twice, instead
of once as in the single mode version. This reduces the size of the hy-
draulic units by almost 50 percent and changes the shape of the efficiency
curve - giving it two "humps", and raising it considerably above the
single mode version (version 8).
Version 8A then became (and remained) our recommended, or baseline
version for this study, although a further refinement of version 8A was
developed that gave better fuel economy at the expense of another clutch.
This was designated 8C, and was considered worthy of inclusion in this
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FLYWHEEL
ENGINE
OUTPUT
Figure II-5 Transmission Schematic
Version "15"
ENGINE
FLYWHEEL
OUTPUT
Figure II-6 Transmission Schematic
Version "8A"
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report as an alternate (see Figure II-7).
Version 8C evolved after an evaluation of the fuel economy penalty being
paid by not running the engine with version 8A continuously at its minimum
fuel, consumption condition. For the Federal Driving Cycle, this penalty
amounts to approximately 3. 5 MPG,
It was found that the required engine speed versus vehicle speed char-
acteristics for minimum specific fuel consumption could be very closely
approximated by putting a clutch on the input, such that at light accelera-
tor pedal loads below 50 MPH, the engine input comes into the variable
unit (V-unit) hydraulic unit, and at heavy accelerator pedal loads below
50 MPH, or at any load above 50 MPH, the engine input comes directly
into the differential gear set.
This arrangement allows the engine to run at a slower, and more econom-
ical speed at the slower lighter load conditions, tout allows higher engine
speed operation (when the engine would otherwise be power limited) at the
higher load or higher road speed conditions. Engine speed versus road
speed for transmission versions 8A and 8C, as well as engine speed
versus road speed for minimum fuel consumption is shown on Figure II-8.
These two transmission versions, the baseline (version 8A) and the alter-
nate (version 8C) are carried through this report. A complete description
of operation of the two transmissions is given in Section III.
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ENGINE
OUTPUT
FLYWHEEL
Figure II-7 Transmission Schematic
Version "8C1
2500
XJUf)
i son
1000
500
VERSION 8A .,
AND 8C L,
VERSION 8C
BELOW THROTTLE DETENT
SOLID LINES- ACTUAL ENGINE SPEEDS
BROKEN LINES- IDEAL ENGINE SPEEDS (MIN. S.F.C.I
30 40 50
VEHICLE SPEED (MPH)
Figure II - 8 Engine Speed vs. Vehicle Speed
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III. TRANSMISSION DESCRIPTION
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I.IJ. TRANSMISSION DESCRIPTION
The following is a description of the selected Baseline (8A) transmission.
The transmission is shown in simplified schematic form on Figure III-l.
The- transmission is basically made up of a five element differential,
hydraulic units, clutches, controls, and associated gearing. By controlling
thr: displacement of the variable hydraulic unit, it is possible to control
thr: reaction torques in the five element differential. By controlling these
torques, it is possible to control the direction of power flow; and hence,
extract energy from the flywheel and supply this energy to the output or
take energy from the output and supply it to the flywheel as required.
Fiyure HI-2 shows schematically the arrangement of the gear train.
Standard automotive design practices were used in the design of the
transmission with emphasis being placed on low cost, life, and reliability.
Table III - I summari/.es the baseline (8A) transmission parameters.
A. Mechanical Operation
The following is a discussion of the mechanical operation of the transmission
with regard to direction of power flow, component speed and torque rela-
tionships, and variable unit displacement.
The transmission has two distinct modes of operation. The shift between
mode 1 and mode 2 occurs at 30 MPH regardless of output power level.
During mode 1, the output from the fixed displacement hydraulic unit is
geared directly to the output. In mode 2 operation, the fixed displacement
hydraulic unit is geared into the planetary. T 'J ' ,\u.v ..'-->'. age
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V
MODE 2
C Li ITCH-
;MGU
PW
MODE 1
CLUTCH-
OUTPUT
OUTPUT
CLUTCH-
V = VARIABLE DISPLACEMENT HYDRAULIC UNIT
F = FIXED DISPLACEMENT HYDRAULIC UNIT
FW - FLYV/HEEL
(5 = FIVE ELEMENT DIFFERENTIAL
-1- = MECHANICAL CLUTCH
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Figure III - 1 Simplified Schematic
Baseline "8A" Transmission
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Engine
Input
T I
Output
Clutch
tvfodel'
Ckfch
-TO!
Mode 2
Clutch
Output
to Differential
Flywheel
Figure III - 2 Gear Train Schematic
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TABLE TII-1
HY DROME CHANICAL/FLYV/HEEL TRANSMISSION
BASELINE (8A)
PARAMETER SUMMARY
Engine Input Speed 800-1817 RPM
Output Speed 3040 RPM @ 85 MPH (input to
rear differential)
3
Hydraulic Unit Size 3. 5 in /rev
Clutch Type Multi-plate, Flat Disk, Axial
Piston Hydraulic
Lubricating Fluid Type A Automatic Transmission
Fluid
Flow to Cooler 3. 86 Gal/Min
Cooler Heat Rejection Required 679 BTU/min
Cooler Si/.e Required Typical of existing automatic
transmission coolers
Max. Input Torque 254 ft-lb (from engine)
Max. Output Torque 842 ft-lb (@ input to rear axle
differential)
Transmission Weight
Dry 223 Ib
Wet 243 Ib
Flywheel Assembly Weight 186. 9 Ib
Flywheel Pad Speed Range 24, 000-4, 138 RPM
Direction of Rotation (Looking at Pad)
Engine Input Clockwise
Cross Section Drawing 2742A-L1 (Ref. Appendix K)
Outline Drawing 2742A -E 1 (Ref. Appendix K)
Control Circuit Drawing 2742A-L3 (Ref. Appendix K)
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1. Speed
The key to understanding the operation of this transmission is to
understand the relationship of the various legs of the planetary.
The output speed is a linear function of vehicle speed (Figure III-3).
The basic ground rule for this study was that constant system energy
is to be maintained at any (forward) vehicle speed. Therefore, fly-
wheel speed is also a function of vehicle speed. In reverse vehicle
speed, it was decided to hold the flywheel speed constant to eliminate
any flywheel effects.
This system is an interdependent system. In an interdependent
system, the various element speeds are not related directly in a
linear manner to any other element, but rather they are determined
by the interaction of several other elements.
In this case, the two elements that determine the speed of all the
other elements of the transmission are the output planetary link and
the flywheel planetary link.
The speeds of the various links of a compound summer (in this case
a five element planetary) can be represented on a nomograph (see
Figure III-4). A straight line passing through any two link speeds
defines the speeds of all of the other links.
Thus, when vehicle speed is known, output speed and flywheel speed
are known. From the nomograph, all the other speeds of the system
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REV.
1
N
Shaft
Speed
FLY U/*£ £L
v
VEHICLE
SPEED
MAX.
Figure III - 3 Flywheel and Output Shaft Speeds
As a Function of Vehicle Speed
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2ND MODE
Figure III - 4 Five Element Planetary Nomograph
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can be calculated. Therefore, the only variable that is completely
independent as far as transmission component speeds are concerned,
is vnhiclr: Hpecd. For any given vehicle speed, there is one and only
one set of planetary link speeds.
Since the other elements of the transmission such as the input,
V-unit, F-unit, etc., are related directly to their respective plane-
tary links by a gear mesh or a direct coupling, all the speeds of the
system, including engine speed, are defined by simply defining
vehicle speed. See Figure III-5 and Figure III-6 for a graphical
representation of how the engine and the hydraulic unit speeds vary
with respect to vehicle speed.
2. Displacement
The displacement of the variable hydraulic unit, as a function of
vehicle speed, is shown on Figure I1I-7.
The displacement of the variable displacement hydraulic unit can be
calculated from the flow continuity equation. This equation is shown
below in its simplified form (neglecting volumetric efficiencies):
Where:
Q = DFNF = DvNy
Q = Flow (in3/min)
D = Displacement (in /rev)
F = Fixed Unit
V = Variable Unit
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00%
REV. FWD.
VEHICLE
SPEED
MAX.
Figure III - 5 Engine Speed as a Function of Vehicle Speed
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POSITIVE
VREV
NEGATIVE
A HYDRAULIC
UNIT
HEV . «-
SPEED
vSHIFT
-> FV/D .
VEHICLE
SPEED
MAX
Figure III - 6 Hydraulic Unit Speed as a Function of Vehicle Speed
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100
VREV
- 100
DISPLACEMENT
Variable Hydraulic Unit
VEHICLE
SPEED
'SHIFT
VMAX.
Figure III - 7 Displacement of Variable
Hydraulic Unit as a Function of
Vehicle Speed
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N = Unit Speed (RPM)
Thus:
DV = FT7 X DF
Since the speeds of the units are defined by vehicle speed and the
displacement of the fixed unit is constant, the variable unit displace-
ment is also a function of output speed.
3. Torque
The reaction torques in a compound summer may be represented as
vectors acting on a beam at positions that correspond to the link
locations on the speed nomograph. (Figure III-4. ) Unknown torques
may be found by applying the equations of statics to the torque
vector-beam analogy of the planetary. A typical case (first mode-
acceleration) is shown on Figure I1I-8.
OUTPUT V-UNIT
i
j
f V
X1 A X2 X3 f X4
F-UNIT ENGINE FLYWHEEL
Figure HI - 8 Torque Reactions
Although, there is more involved when efficiency is taken into
account, the V-unit and F-unit torques are related by the equations:
HP HYD = TvNV = TFNF
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NTT
T,, = Tr x _£.
V F
Where:
HP HYD = Hydraulic horsepower
T = Torque
N = Speed
V = Variable unit
F = Fixed unit
4. Pressure
When the torque balance is solved for any given set of external load
and speed conditions, the working pressure can be calculated directly
from the F-unit torque reaction. The basic formula relating F-unit
torque and the working pressure is:
Iff x T^
P =
Where:
P = Working pressure (PSI)
T-p, = Fixed unit torque (in-lb)
Dp = Fixed unit displacement (in /rev)
5. Horsepower
Horsepower is the product of torque times speed. The basic methods
of solving for torque and speed in the transmission were defined
previously. The magnitude of the horsepower in any link is the torque
in that link times the speed of that link divided by the appropriate
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dimensional constant.
The direction of horsepower flow on the other hand must be deter-
mined from the direction of link rotation and the direction of applied
torque. Sign conventions were established for the planetary speed
nomograph (Figure III-4) such that any speed above the nomograph
absissia is positive, and any speed below is negative. In the plane-
tary torque balance beam (Figure III-8), any vector pointing up is
positive and that any vector pointing down is negative.
The sign product of the torque vector and the speed vector indicate
the direction of horsepower flow. A positive sign indicates that the
horsepower flow is into the summer and a negative sign indicates
that the horsepower flow is out of the summer.
The direction of horsepower flow in the various elements of the
transmission is summarized in Appendix I.
B. Hardware Description
The following is a brief description of the various components which
make up the Baseline (8A) hydromechanical transmission. The flywheel
itself is discussed in another subsection. Reference should be made to
the cross section drawing 27Z4A-L1 shown in Appendix K for indication
of component arrangement and relative size.
1. Hydraulic Units
The hydraulic units are of the axial piston hydrostatically balanced
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configuration, typical of Sundstrand's standard line of hydraulic
units for the aircraft, agricultural, and construction equipment
market.
Figure 1II-9 shows a schematic cross section of a typical hydraulic
unit of this configuration. While a variety of hydraulic pump/motor
units could have conceivably been evaluated for this application,
Sundstrand based hydraulic unit selection on our extensive experience
in designing hydrostatic transmission for a variety of applications
over the last 30 years.
The hydraulic units are identical in construction to hydraulic units
presently being manufactured by Sundstrand for hydrostatic trans-
mission applications where they have proven their reliability, low
cost, and good efficiency.
Both hydraulic units have a displacement of 3. 5 in /rev. One unit
is variable displacement, the other is fixed displacement. The units
are designed for 3000 psi nominal, 7500 psi overloads, and 9000 psi
proof pressure.
The units are mounted back to back with a common port plate
manifold. Mounting the units in this manner applies equal and
opposite forces on the port plate permitting the use of light weight
compact construction and elimination of the potential life integrity
problems associated with high pressure hydraulic tubing and hoses.
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High Pressure
Oil Film
Figure III - 9 Axial Piston, Slipper Type Hydraulic Unit
Page 36
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2. Clutches
The clutches perform the power shift function during the change from
mode 1 to mode 2 operation. These clutches are of the conventional
multiplate disc type common to automotive applications. These
clutches are simple to control, inexpensive, and have high torque and
energy clissipativc capability. At the shift, the shaft speeds are
essentially synchroni/.ed thereby allowing the use of light duty clutches.
The clutches are thus sized on torque capability and not energy
dissipation.
Clutch design follows standard automotive practice. Steel separator
plates are used and organic linings. The drums are ductile cast iron.
The piston and the back-up ring are aluminum.
A centrifugal operated pressure sensitive check valve is incorporated
within the clutch to preclude centrifugal pressure from actuating the
clutch.
3. Seals
Standard lip seals are used on the transmission input and output
shafts as well as to seal between the main transmission gearbox and
the rear axle differential. EP differential oil is used in the differen-
tial housing and must be isolated from the Type A automatic trans-
mission fluid used in the rest of the transmission.
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Rotating seals between concentric shafts are of the cast iron piston
ring type common with standard automotive practice.
All of the seals within the transmission are typical of those found in
a standard automotive type automatic transmission.
4. Gears
Helical gears have been assumed throughout the transmission, as
in all automotive transmissions, to minimize noise. The gears are
all designed to permit use of economical mass production techniques.
5. Charge Pump
The charge pump is of the gerotor type common to automotive
applications. It has been sized to provide for main hydraulic unit
charging, control operation, clutch application and cooling, gear
and bearing lubrication, and flow to the transmission cooler.
6. Bearings
Extensive use has been made of radial and thrust load needle bearings.
Bearings of this type are widely used in automotive applications as
they are inexpensive, reliable, and have minimum lubrication
requirements.
Tapered roller bearings are used in the hydraulic units and in the
output differential as needle bearings are not suitable at these
locations.
.^^^
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7. Housings
The center transmission housing which contains the rear axle
differential and the hydraulic units is made of cast irpn. Cast iron
was selected for reasons of strength and hydraulic noise attenuation.
Further study and development in this area might permit the use of
aluminum housing with subsequent cost and weight savings.
Thr front and rear housings are die cast aluminum. The front
housing contains the planetary gear set, hydraulic control system,
and charge pump. The rear housing just serves as a cover.
8. Controls
The spool control valves are typical of those found in present auto-
matic transmissions. The valve bodies are aluminum, the spools
arc hardened stcol and where applicable, steel sleeves are used.
Thr- control linkages from the driver could be of similar type and
construction to those presently used in automotive applications.
Speed sensing governors are of the rotating flyweight type and act
directly on a valve stem.
9. Transmission Cooler
The transmission cooler is not an integral part of the transmission
and is listed here only as a reminder that it is required to dissipate
the heat generated in the transmission. Flow to tV>e cooler is 3. 86
gal/min and under the worst conditions 674 BTU/min must be rejected.
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C. Control Operation
The following is a discussion of the operation of the Baseline (8A) trans-
mission controls. Reference should be made to the control schematic
drawing Z124A-L'-> shown in Appendix K.
I. Initial Condition
Assume as an initial condition that the engine is off, that all clutches
are drained, and that all shafts are stopped. Prior to engine start,
the transmission shift control lever is normally in either neutral or
park. With the control in the neutral position, the start valve will be
all the way to the left and the shift valve all the way to the right. The
park valve and the forward-neutral-reverse (FNR) valve will be in
the neutral position. With the FNR valve in the neutral position, the
control system will tend to minimi/.e the working pressure in the
hydraulic units. This condition of displacement control means that
the displacement of variable unit will be controlled in such a way
that working pressure (and therefore hydraulic unit torque since
torque is proportional to working pressure) will be minimized. The
engine governor line is drained through the start valve which rests
on the idle stop at this point in the sequence.
2. Selector Lever in Park
There is a safety switch which will prevent the engine from starting
in any position but park. When the selector lever is in the park
position, both hydraulic unit control pressure lines are connected
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through the park valve, again minimizing the working pressure. The
clutcVi cooling orifices are connected to the charge pressure line
through t>ie park valve. It is necessary to flood the output and mode
I clutch during flywheel spin-up to prevent them from overheating.
Clutch apply pressure is regulated by the clutch pressure regulating
valve by virtue of the fact that its right hand bias area is also open
to charge pressure. The clutch apply pressure has to be regulated
so that the clutches do not apply to hard and fast. If they would,
they would stall the engine. They must be applied at a rate consistent
with engine power capabilities.
The parking pawl is engaged to lockup the output shaft. The FNR valve
is in the "reverse" position when the shift selector is in the park
position.
'•i. Engine Start (with an "uncharged" flywheel)
The engine is started with the ignition switch, and the transmission
in "park" (the vehicle will not creep). The engine governor governs
the engine at idle speed. The flywheel speed at this time is still near
zero, but the variable displacement hydraulic unit comes up to speed
in proportion to engine speed. Charge pressure comes up to its
regulated value as the variable unit comes up to speed since the
charge pump is driven by the same shaft as the V-unit. Charge
pressure tends to bias the clutch pressure regulating valve to pro-
duce a lower supply pressure to the shift valve and the start valve.
Cooling flow is ported to the clutches to prevent overheating. The
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start valve shuttles after a certain period of time (4 sec) provided
Ijy valve orifice and accumulator action. When the start valve
shuttles, the engine comes under control of the energy governor to
prevent engine overspeed at start-up. At this time, the output clutch
(through the FNR valve) and the mode 1 clutch (through the shift
valve) are energised. Applying the output and mode 1 clutches
causes a torque unbalance within the transmission planetary, which
in turn causes the flywheel to accelerate to its maximum speed of
Z4, 000 RPM. This is the flywheel speed which corresponds to /.ero
vehicle speed. The power train is now ready to drive the vehicle.
The clutches arr- more than adequately sized for this start-up condition.
4. Selector Lever to Forward
To make the vehicle go forward, the selector level is moved to the
forward (F) position. Control pressure is ported to that side of the
control piston which tends to change displacement of the variable
unit in the direction fhat will tend to accelerate or decelerate the.
vehicle depending on driven input.
The park valve moves to far right position. This in turn causes
several other events to take place. The output and mode 1 clutch
pressure valves are de-biased and full charge pressure is applied
to these clutches to carry the working torques. Clutch cooling flow
is cut off since the clutches no longer slip once the flywheel is
spun-up initially. There is no need to cool the clutches during nor-
mal operation. The parking pawl is released.
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5. Accelerating the VeMcLe
Stepping on the accelerator pedal cuases control pressure to increase
on that side of the control piston which tends to move the variable
unil. v/ol,bl«'f into stroke increasing variable unit displacement. This
causes ,-i torque unbalance in tTie system, and the veTiicle accelerates
until the road load torque balances the transmission output torque.
At that time:, steady state operation is achieved and will continue
until a now driver input (change of accelerator pedal position or
brake pedal application) is received by the control system.
(>. Steady State Operation
At sU:ady state operating conditions, the engine supplies the power
required to drive the- vehicle and make up transmission and flywheel
losses. (A small amount of power is transmitted by the planetary
to the flywheel to maintain its energy level. ) Flywheel speed is
governed to the speed which satisfies the requirement that total
system energy (vehicle energy + flywheel energy) must be maintained
constant. This is accomplished by linking an output and a flywheel
driven governor. Their forces sum against a spring whose force in
steady state represents the flywheel energy desired for any vehicle
speed. This gives the exact require relationship, and is not just an
approximation since vehicle kinetic energy and vehicle governor force
are proportional to vehicle speed squared, and flywheel kinetic energy
and flywheel governor force are proportional to flywheel speed
squared. Control system droop may cause slight exceptions to this
Sundstrand Aviation £3^ Page 43
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relationship, but this will be a function of the type of throttle control
used and judgments about cost and energy control accuracy needed.
7. Mode Shift
At '0 iVlPH, the elements of the mode 2 clutch become synchronous
that is, they rotate at the same speed in the same direction. At this
time, the V-unit is at full stroke. The shift governor snaps, ports
to the shift valve, and shuttles it to the left. The mode 1 clutch is
drained, and the mode 2 clutch is pressurized. Control pressure is
swapped so that now a signal to accelerate the vehicle will tend to
destroke the V-unit through zero and in the limit to the maximum stroke
in the opposite direction. Working pressure in the hydraulic units
changes sides as well.
H. Dynamic Braking
The spring load on the hydraulic unit control valve tends to slow the
vehicle down when the driver takes his foot off the accelerator.
Pressure is ported to the side of the control piston which tends to
stroke the V-unit in the direction which tends to decelerate the
vehicle. If a harder deceleration is desired, linkage from the brake
pedal actually applies a force to the hydraulic unit control valve
and tends to upset the system torque balance in a way which is just
a negative reflection of the acceleration mode of operation. If a still
harder deceleration is desired, the vehicle friction brakes will be
applied.
44 Sundstrand Aviation
division ol Sund»tf»nd Corporation
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'). At Stop
Th<: driver holds his foot on the brake as in a conventional vehicle.
II l.li<- <\r\ vr v/ishes to put the: vehicle in neutral or park, all he has
l.o do is simply move thr* selector lever accordingly. A pressure
minimi/ing situation is set up. The output clutch is drained through
the KiXMl valvp to insure that the vehicle won't creep.
All the driver needs to do to shut the system off is simple turn off
the ignition. At shutdown, the following sequence of events takes
place. Charge pressure drops as fhe charge pump slows down. TV>e
start valve shuttles hack to the left. The mode 1 clutch drains through
the start valve, and the output clutch drains through the FNR valve.
The engine control line drains. As the flywheel chamber comes up
to atmospheric pressure, the flywheel and hence the entire system
slows down.
10. Reverse
Assuming that the flywheel is initially charged, all the driver need do
to back up is put the selector lever is reverse. When he depresses
the accelerator, control pressure causes the control piston to go into
reverse stroke, creating an unbalance in system torque which causes
the transmission output to rotate in the reverse direction.
Sundstrand Aviation £*± Page45
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IX User Operation (From Driver's Point of View)
As far as the driver is concerned, there will be Little difference from a
conventional autornobiIf: system. To illustrate this point, a typical series
of operational procedures arc outlined below.
1. Start Up
To start the vehicle, it must be put in "park". The engine is started
in a conventional manner. However, instead of putting the shift
selector in drive or reverse and starting out, the shift selector will
be locked in park for a certain period of time (about 45 seconds if
the flywheel spr-ed is initially /.ero) while the control system spins-up
the flywheel. Once the flywheel is up to speed, an indicator will tell
the driver that the flywheel is up to full energy charge and that the
vehicle is ready to go. At this point, the shift to drive or reverse
can be made just as in a conventional vehicle, and the vehicle is
ready to be driven.
2. Driving
There is very little difference in vehicle operation and driver feel
once the vehicle is in operation. The flywheel will supply most of
the acceleration and braking, with the engine making up the losses
and the service brakes supplying only emergency braking requirements,
The amount of acceleration and braking done by the flywheel need not
concern the driver. The control system has the task of deciding how
much of the system energy is to be supplied or absorbed by the engine,
Page 46 Sundstrand Aviation
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flywheel, and service brakes. All the driver will need to do is to
:.lr;p on the ac.ceIc rator and apply the. brakes as he would normally.
The accele rator pedal position sets an engine power level just as it
does in an automobile with a standard automatic transmission. Thus,
l.hp system will have the same feel as a standard automobile; i.e.,
the vehicle speed will be affected by grade and wind direction.
As in a standard automobile system, the brake pedal position con-
trols decele ration rate and can have the same feel as standard fric-
l.ion brakes.
I'.. Parameter Optimisation
The following is a brief description of some of the main areas in which
fiptinii/.al ion studies were made:
I. Flywheel Speed Range
Flywheel speed range was found to have little effect on either system
performance or transmission mechanical design. Flywheel speed
range was finally optimised by planetary gear set structural con-
siderations resulting in a flywheel speed range of 5.8:1. Since
energy storage capability is a function of the speed squared, ex-
tending the speed range from the specified 3:1 to 5.8:1 reduced the
flywheel six.e approximately 10%.
2. Engine Speed
Transmission gear ratios and speed ranges were optimized as far as
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they could he, to permit the engine to run as close as possible to its
minimum .specific fuel consumption profile across the entire operating
range. Care was taken to prevent the engine from becoming power
limited where operating at low speeds.
''',. Planetary Gear Ratios and Counter Shaft Gear Ratios
These ratios were chosen, or optimized, such that additional gear
meshes were not required on the engine input or transmission output
shafts.
4. Hydraulic Losses
Hydraulic unit losses were minimized by the following means:
(a) Minimizing the speed range over which the
variable displacement unit had to operate
(b) Reduction of hydraulic unit size by running
the fixed displacement unit over its full
positive to negative speed range twice.
(c) Optimizing the hydraulic unit parameters of
displacement, speed and working pressure
to give the least losses over the operating
range. For example, there are many com-
binations of these parameters that will yield
the same power carrying capacity such as:
Page 48
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(1) Large unit running slow at high pressure
(2) Large unit running fast at low pressure
(3) Small unit running fast at high pressure
'j. Control Parameters
Control system was optimised on Sundstrand ESTMN computer pro-
gram to minimize engine throttle "hunting" or extreme travel in
order to achieve the required operation at minimum fuel consumption.
Thorr is much additional work that could be done in this area in a
more detailed study. Analog computer simulation was carried out
to evaluate stability and to investigate control simplification to reduce
cost.
]•'. Installation Considerations
Thr following is a discussion of the rationale used by Sundstrand in
evaluating the various potential installation approaches. The basic
trade offs were whether to install the transmission/flywheel assembly
in tho conventional transmission location or to generate a transaxle
confi guration.
The first attempt at laying out an energy storing transmission was based
upon the assumption that the transmission was to be located in the con-
ventional location, that is, behind the engine and below the familiar
hump in the floor between the driver and front seat passenger.
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II soon b<-(. atiie apparent that this was not an optimum location for the
transmission. When the volume required for the transmission and fly-
wheel together was compared with the space available in a typical
automobile, it became apparent it would be very difficult to locate the
transmission "under foot" without enlarging the floor hump and encroaching
on passenger compartment space. The best location for the flywheel in
this case: appeared to be where the present torque converter or clutch
is mounted. This would involve a pierced flywheel, with the engine input
to the: transmission going through its center.
Midway in the study, careful consideration was given to alternate trans-
mission and flywheel locations. The best place to locate the transmission
seemed to be at the rear axle, similar to the configuration of the older
Pontiac Tempests. Hence, the design decision was made to go with a
transaxle configuration. Arguments for the present transaxle configura-
tion that influenced the decision are outlined below.
Floor Hurnp
With a transaxle type transmission, the passenger compartment floor
hump is eliminated rathc-r than made larger. The floor can be almost
flat.
Weight Distribution
The weight distribution in full size American family cars is not ideal.
Most of the weight is on the front wheels, and this makes for a veMcle
with less than optimum handling characteristics. With the transaxle
Pa9e 50 Sundstrand Aviation
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configuration more of the total vehicle weight is carried by the rear
wheels and handling characteristics should be improved.
Regenerative Braking
The fact that thorn is more weight on rear wheels also means that in a
regcne rative braking .situation, where power is being developed at the
rear wheels and transmitted back to the flywheel, more power can be
developed before the rear wheels loose traction. The greater the normal
load on tV>e tires, the greater the frictional force they can generate safely.
The vehicle, as a system, is capable of accepting more regenerative power
if the weight distribution is such that a greater percentage of the total
vehicle weight is on the back tires.
I ndependenl K.car Suspension
Independent rear suspension is generally considered to be more expensive
than conventional suspension. This was considered to be more than offset
by the above advantages. Also, the percentage of vehicle unsprung weight
is lower which tends to give better ride and handling characteristics.
G. Description - -Alternate Transmission Configuration (8C)
The alternate transmission configuration (8C) evolved from an attempt to
improve the fuel consumption of Baseline configuration (8A) over the
Federal Driving Cycle. It became apparent late in the study that fuel
economy over the Federal Driving Cycle was quite sensitive to the ability
of the engine: to run at or near its minimum specific fuel consumption
rendition for any required power level. The first thought was to give the
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engine the required freedom of speed range with an additional hydro-
mechanical or hydrostatic path. A preliminary investigation indicated
that the parasitic losses of this extra path would null any gains realized
froni operating the engine ove r its optimum specific fuel consumption
So the next logical alternative to meeting the exact minimum fuel con-
sumption curve was to come as close as possible short of introducing
another variable speed device. The result of this study was to provide
an alternate input which allowed the engine power to flow into the trans-
mission via the variable hydraulic unit element of the compound planetary.
For low power levels and low speeds, which comprises most of the
Federal Driving Cycle, the engine operates on a more favorable part on
the specific fuel consumption map.
Configuration 8C consists of configuration 8A plus:
1) An extra set of transfer gears at the input
2) A friction clutch
3) An over-running clutch
4) A larger input housing
Reference should be made to drawing 2724A-L2 (Appendix K) for a com-
parison of the mechanical arrangement relative to the Baseline (8A)
configuration.
52 Sundstrand Aviation
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Figure III-IO shows a simplified schematic of the Alternate (8C) trans-
mission configuration. This transmission configuration's gear train is
shown schematically on Figure 111-11;
The transmission parameters for the (8C) configuration are identical to
those called out in Table III-l for the (8A) configuration except for the
weight. The weight of transmission (8C) has been estimated to be 238 Ib.
(dry), 258 Ib. (wet).
It is estimated that the additional complexity of the (8C) configuration
wpuld increase the total manufacturing cost by $18.40 in production
quantities of 1, 000, 000 per year, and $27. 56 in quantities of 100, 000
fjc r year.
H. Flywheel Tradc-Offs and Conclusions
The responsibility of supplying design and performance information on
the flywheel was that of Lockheed Missile and Space Corporation -
Ground Vehicle Division, who were under separate contract with EPA
for this work.
The following results (Table III-2) were supplied by Lockheed in response
to the flywheel installation requirements supplied by Sundstrand. It should
be noted that two sets of data are given. The first set, (A) , is for the
flyv/heel shown in outline on the Baseline (8A) transmission layout
(Drawing No. 2724A-LI, Appendix K). The second set, (B), is for a
flywheel that is lighter and cheaper, but this data came after the layout
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Mode 2
Clutch
...r~
t'.ngi n«-
jOvur-running
Clutch
Mode 1
Clutch
Output.
<. Output.
C Hitch
Y
f"
FW
— Variable Displacement Hydraulic Unit
Fixed Displacement Hydraulic Unit
Flywlieel
~ 5 Element Differential
~ Mechanical Clutch
£ -- f Jvr r- running Clut.ch
Figure 111-10 Simplified Schematic Alternate (8C) Transmission
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KNC.IHE
INIMIT
Input
Clutch
fr
L.
Ovr r- running
Clutch
I
T
Hi
i
_
Mode 1 Clutch •
Output Clutch
^Qj
Mode 2
ciutch
Flywheel
Output
DifferenUal
Figure IE - 1 1 Gear Train Schematic - Alternate Transmission
Configuration (8C)
Sundstrand Aviation
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TABLE III-2
SUMMAKY, FLYWHEEL DATA
NOTE: Weight arid cost 'lat;i. includes (.he flywhrrl, its cont .limunnt , bearings,
stalls, housing, and vacuum pump.
Flywheel Diameter, in.
Estimated Total Weight, Ib.
Estimated Unit Cost, $
1, 000, 000 Per Year
100, 000 Per Year
Estimated Pov.'e r Loss, HP
At 24, 000 RPM
18, 000 RPM
12, 000 RPM
8, 000 RPM
Flywheel (A) Flywheel (B\
10.0 13.06
268. 53
$107.22
$114.10
L. 606
0. 830
0. ''-87
0. 229
186.86
$87. 12
$94. 00
^. 421
1. 19h
0. 505
0. 2o7
Further breakdown of this data is given in Appendix I).
Page 56
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drawing had been completed. Flywheel (B) could be used with the trans-
mission as it is presently shown, and its weight and cost are used where
com parisons arc made.
Thn flywheel losses that were used in all the performance calculations
arc shown in Appendix D, and were agreed on between Lockheed and
Sundstrand before the finali'/ed losses shown in Table III-2 were
available. These lower finalized losses, however, do not greatly effect
the vehicle performance. For example, for the first 500 seconds of
the Federal Driving Cycle, flywheel (B) losses give . 32 MPG better fuel
economy than the flywheel losses of Appendix D.
I. Maintainability
It is expected that the transmission should provide no greater maintain-
ability problems then present automotive automatic transmissions.
The only normal maintenance required will be to check the transmission
oil level as is now done. Repair or overhaul of the transmission should
not require any additional complication. The only "new to the business"
component would be the hydraulic units. It would be expected that this
assembly would be provided to the garage or overhaul shop as a reworked
assembly similar to present torque converter assemblies.
In defining the design, maintainability was considered. In this considera-
tion, such questions as those listed below were used as a check list:
i) Has self-adjustment/calibration been considered?
2) Has maintenance task complexity been reduced?
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;i Can a malfunction be easily and quickly rerogni/.ed?
4 Can maintenance be accomplished with only standard
tools, techniques or processes?
'•> ) Can items be' installed in only the correct position':'
(,) lias safety ol maintenance personnel and equipment
been con s i de red''
7) Are standard parts used wherever possible?
8) Is the unit designed so it does not require special
handling?
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hydraulic unit itself - pistons, cylinder block, and port plate. Considerable
experience has been gained in the last few years in minimizing porting
noise. This is usually accomplished by modifying the ports between the
cylinder block and port plate to prevent large, abrupt pressure transients.
Another means of minimizing the noise is to limit the maximum working
pressure within the unit. In the recommended configuration, the working
pressure is limited to 4500 psi, which would only occur with "floored
accelerator ".
In addition to minimizing the noise generation, efforts would also be
aimed at minimizing noise conduction to the outside of the transmission.
This would be accomplished by proper placement or isolation from the
housing of components seeing high pressure, and the use of a cast iron
housing. The cast iron housing, while providing a better support
structure from a strength standpoint, also will provide attenuation for
noise: generated within the unit.
Because noise tends to be in the category of "black art", it is impossible
to know what the noise problem will be prior to actual testing of the
hardware. However, every design technique to minimize noise would
be utilized, and it would be anticipated that the noise requirements of
"Vehicle Design Goals - Six Passenger Automobile" will be met.
K. Design Analysis
By far, the majority of components in an automotive transmission are
sized by considerations other than material stress such as economy of
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manufacture:, or requirements of fitting over or around some other
component. When weight is not a major consideration, components are
often oversized to "keep out of trouble", and no heed is taken or calcula-
tions made of the exact margin of safety.
Obvious, exceptions to this are gears, highly torqued small diameter or
thin walled shafting, bearings that see predictable loads, and clutches
(or other forms of friction elements). Appendix V gives the results of
six-ing this class of component. Bearings were not included. Here,
experience and judgment were used as it appeared in all cases there
would be no problem in going to a larger size if a detailed analysis of a
given duty cycle showed this to be necessary. The hydraulic units are
sized by propriatory Sundstrand methods to meet their rated speeds
and pressures.
In a study of this type where basic concept and feasibility are of prime
importance, it is not appropriate to go into extensive sizing detail
analysis. This is especially true when the design is being made by
personnel with many years of transmission experience. There are no
areas in the transmission that are so critical that any increase in
component size, that may be required after a detailed design study,
would precipitate any significant cost or weight penalty.
60 Sundstrand Aviation
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IV. PERFORMANCE
Sundstrand Aviation
dlviilon ol Sunditrand Corpontlgn
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IV. PERFORMANCE
Performance of the selected transmission configuration was calculated
using Sundstrand computer programs. Both vehicle performance and
transmission efficiency were calculated. It should be noted that the com-
puter programs make use of actual component performance data based
upon Sundstrand's extensive experience with a wide variety of hydro-
mechanical transmission types. For example, hydraulic unit efficiencies
at various strokes, speeds, and pressures are based on actual experience
with similar hydraulic units of like design.
Performance of "typical" torque converter automotive transmission, as
well as a non-flywheel hydromechanical transmission was calculated for
comparison purposes with the selected flywheel transmission configuration.
Transmission efficiency data was supplied to Lockheed so they could cal-
culate the system fuel consumption with their computer program. The
results of their program were in general agreement with those obtained
by Sundstrand.
In order to establish a reference point on fuel consumption, calculations were
run assuming 100% transmission efficiency for both the flywheel and non-
energy storing concepts. Thus, it was possible to determine the minimum
fuel consumption achievable regardless of the transmission losses, and
make a comparative evaluation between the two concepts.
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A. Ground Rules and Assumptions
Jn establishing the criteria for vehicle performance, Exhibit B-Z entitled
"Vehicle Design Goals - Six Passenger Automobile" (Revision B -
February 1 I, 1971) was used. This document is reproduced in Appendix
B for reference.
The following ground rules and assumptions based on this document,
further data supplied by EPA (referenced below), and Sundstrand judgment
were used in the performance calculations of this report.
].. Test vehicle weight = 4300 Ib. = Wt
(Sundstrand-Lockheed mutual agreement)
2. Gross vehicle weight = 5000 Ib. = W
o
(Sundstrand-Lockheed mutual agreement)
3. Vehicle road drag and air resistance losses per
Exhibit B-Z, paragraph 11 and 1Z (see Appendix B).
4. Rear axle ratio of Z. 75:1 and a rolling radius of the
rear driving wheels for the vehicle of 1. 10 feet
(assumed by Sundstrand).
5. Total rotating inertia of the tires, wheels, and
brakes for all four wheels is 11. 2 slug feet
squared (assumed by Sundstrand).
6. A 50-50 weight distribution between front and rear
axles (assumed by Sundstrand).
7. Ambient air temperature was assumed by mutual
agreement with EPA to be 85°F throughout the study.
Page 62 Sundstrand Aviation
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Although differences in air temperature do make
a difference in air drag forces, their inclusion is
somewhat meaningless without corresponding data
on variation in engine performance with tempera-
ture, which was unavailable.
8. Engine accessory losses were calculated from
engine speed-torque curves supplied by EPA
rather than the constant HP accessory loss figures
referenced in the vehicle design goals. The curves
used included losses for engine fan, generator,
power steering, and air conditioner (see Appendix C).
9. Engine speed-power-specific fuel consumption data
supplied by EPA (see Appendix H).
10. Density of fuel used in engine fuel consumption data
of 9 above, is 5. 75 pounds per gallon (assumed by
Sundstrand).
11. Total flywheel losses, included air drag, seal, and
bearing losses, and vacuum pump losses were sup-
plied by Lockheed (see Appendix D).
12. Torque converter, and transmission ratio, and spin
loss data for a. "typical" 3 speed automatic trans-
mission data supplied by EPA (torque converter data
given in Appendix R). Shift points for the transmission
were assumed by Sundstrand.
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13. In calculating driving cycle fuel consumption, the
Federal Driving Cycle (FDC) was used. The
velocity/time requirements of this driving cycle
are shown in Appendix E.
14. In initially establishing the transmission and
vehicle performance requirements, the tractive
effort versus vehicle speed requirements shown
in Appendix F were used. The tractive effort
versus speed performance envelope was supplied
by EPA.
B. Transmission Efficiency
Efficiency curves for the various transmissions investigated were
generated by Sundstrand's computer programs T8H and T8HD2. The
selected transmission configuration operates across two distinct modes
depending upon the output speed. Program T8H covers the lower output
speed range. Program T8HD2 covers the higher speed range. Because
of the similarity between the two programs, only program T8H is des-
cribed in this report. (See Appendix A. )
These two efficiency programs accept as inputs the basic transmission
parameters and instantaneous values of vehicle speed and tractive effort.
That part of the tractive effort required to drive the vehicle against the
road load is input separately from the part of the tractive effort which
accelerates the vehicle.
Pa9e 64 Sundstrand Aviation O
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Thus, the program can distinguish between the power that is required
from the engine to carry the road load and make up the system losses
and the power required from the flywheel to aid in acceleration and
deceleration of the vehicle.
Results ol computer program THH for three transmission configurations
are shown in Appendix G. The three transmission configurations include
8A (Baseline), 8C (Alternate), and 8A without flywheel (to represent a
straight hydromechanical transmission). However, it should be noted
this Last configuration is not optimized, but simply the 8A transmission
as configured less the flywheel.
Figures IV-1, 1V-2, and IV-3 show transmission efficiency versus vehicle
speed for maximum and part load conditions for each transmission con-
figuration. These throe curves are based upon the results of Sundstrand
computer programs T8H and T8HD2, and represent transmission effi-
cicncics only with no flywheel losses included.
*s
The transmission efficiency is defined by the following equation: ,-
- - Trrr • HPout HPeng + HPFW -
Transmission Efficiency = -7— = °
HPin
Where:
HPTL = HPHYD + HPACC + HPCL+HPSL + HPGL = Total HP Loss
HPHYD = HYdraulic Unit HP Loss
HP.CC = Charge Pump HP Loss
HPCL = Clutch HP Loss
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100- r-
10
30
40 50
VEHICLE SPEED (MPH)
Figure IV - 1 Overall Transmission Efficiency vs. Vehicle Speed
Baseline (8A) Transmission
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u
B
s
O
10
?0
30 40 50
VEHICLE SPEED (MPH)
60
80 SB
Figure IV - 2 Overall Transmission Efficiency vs. Vehicle Speed
Alternate (8C) Transmission
Sundstrand Aviation
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30 40 50
VEHICLE SPEED (MPH)
tit)
80 85
Figure IV - 3 "No Flywheel" Transmission Efficiency vs. Vehicle Speed
Baseline (8A) Transmission (No Flywheel)
Page 68
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HP = Summer HP Loss
O LJ
HPGL = Gear & Bearing HP Loss
HPn T = Transmission Output HP
HPENG = En^ine HP
HPp^ = Flywheel HP (including bearings, seals, windage, and
vacuum pump)
For the non-flywheel transmission, the following equation applies:
HPOUT HPENG " HPTL
. . _,,. .
I. ransmissaon Eilicicncy =
HPIN
For comparative purposes, efficiency curves were prepared for a
"typical" 3 speed automatic transmission (Figure IV-4). An existing
Sundstrand program was used to calculate this data. Further data from
this program is given in Appendix R.
In studying the part load efficiencies, it is noted that for the hydromechanical
L r;.i us mission, efficiency falls off with decreasing load, especially below 25"o
load. This is because of the increasing relative effect of those losses which ^
arp speed dependent and not load dependent.
By contrast, the part load efficiencies for a torque converter transmission
increase with decreasing load during the converter range. This is because
-\
the losses in a torque converter are proportional to the speed slip, and as
slip is proportional to load, it follows that at low loads there is low slip
anrl therefore low losses.
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100
,— MAXIMUM ACCELERATION
CONSTANT SPEED CRUISE (ROAD LOAD)
20
30 40 50
VEHICLE SPEED (MPH)
60
70 80
Figure IV - 4 Transmission Efficiency vs. Vehicle Speed
"Typical" 3 Speed Automatic Transmission
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TABLE 1V-1
GRADE AND ACCELERATION PERFORMANCE COMPARISON
D.O.T. REQUIREMENT
Concilium
(See Appendix H for detailed
Sjiei ification )
A< <•!•!. li'niii .sl.uirling start
- Distant •• iri 1 0 •.!•«.
- rime hi f.O MH1I
Accel, in merging traffic:
- Time i'f+'IU Ml-'ll
Accel. - DOT high speed pass.
- Time to complete
- Distance to complete
Grade Velocity
- Speed sustained from
rest on 30Ti grade
- Speed sustained,
5% grade
- Speed sustained,
07o grade
(Vehicle Weight 5000 Ib)
Required
Performance
•1'ld It iniin. )
1 '>. ri sec. (max. )
16 SRC. (max. )
1 5 sec. (max. )
1400 ft (max. )
15 MPH (min. )
70 MPH (min. )
85 MPH (min. )
Actual Performance
Flywheel Trans.
at 4500
psi CD
(ft
•1-1 . except as noted.
Air (Conditioning Off.
r'or Assumed Conditions, see Section IV(A).
KEKKKKNCEU NOTES
Maximum required working pressure of the hydraulic fluid.
Clj Maximum permissible working pressure of the hydraulic fluid.
Q, Working pressure must go to 6000 psi for the first 12 MPH to meet this performance.
Engine power limited. Working pressure only 3550 psi at 100 HP.
Engine power limited. Working pressure only 978 psi at 100 HP.
Speed is limited by the displacement capability of the variable displacement hydraulic unit.
Working pressure only 660 psi.
(l/ This requirement determines the maximum required engine HP.
(g) Power to meet required (not actual) performance. (Actual performance requires max. HP. )
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C. CJrade and Acceleration Performance
Vehicle performance- was calculated for the requirements of Exhibit B-2,
''Vehicle Design Goals - Six Passenger Automobile", with the Baseline
(8A) flywheel transmission. (The Alternate (8C) transmission would
have essentially the same grade and acceleration performance. )
Performance is shown in Table IV-1 for the transmission with the hy-
draulic working fluid pressure limited to 4500 psi and 6000 psi. The
4500 psi pressure limit is desirable for maximum transmission life and
reliability, and will meet the performance requirements with the excep-
tion of the acceleration from standing start to 440 feet in 10 seconds.
At 4500 psi, 4ZO feet will be covered in 10 seconds. To meet the re-
quired 440 feet, the transmission would be pressure limited to 6000 psi
for the first 12 MPH, or 1-1/2 seconds.
The transmission is capable of handling 6000 psi, which would provide
improved acceleration and deceleration performance, but extended
6000 psi operation would reduce the transmission life. The performance
of the flywheel transmission was calculated from Sundstrand program
ESTMN (see Appendix P).
Vehicle performance was calculated with the "typical 3 speed automatic
transmission for comparison purposes, and is also shown in Table IV-1.
The time versus speed and distance data from which performance for the
flywheel and typical 3 speed automatic transmissions was calculated as
given in Appendix S.
72 Sundstrand Aviation »««.«
diwiiion of Sundilrand Corporation
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Table IV-1 highlights the reduced engine power requirements of the fly-
wheel transmission during acceleration. From this, it can be seen that
furl consumption (and presumably engine emissions) would be considerably
less for the flywheel transmission under conditions of "hard" acceleration.
As the- acceleration requirements lessen, the differences in the required
engine power between the flywheel transmission and the 3 speed automatic
transmission reduces as the flywheel and transmission losses become a
greater part of the total required power. A natural conclusion from this
observation is that the "heavier" the acceleration duty, the more favorable
the flywheel transmission will appear.
T;il>le JV-1 also shows that the required engine horsepower at the grade
cruising conditions is very similar for the flywheel and 3 speed automatic
transmissions. This would be expected as the flywheel horsepower is
/,ero at constant speed.
Figure IV-5 shows horsepower versus vehicle speed. Plotted on this
curve are road load HP, engine HP during acceleration, and horsepower
available to the axle during acceleration. The horsepower to the axle is
a sum of the engine .horsepower and the flywheel horsepower less the
losses in the transmission/flywheel assembly.
Figure IV-6 shows the available HP out of the transmission during
acceleration in terms of tractive effort vs. vehicle speed. Also shown
on this curve is the tractive effort requirements for 5% and 30% grades.
Sundstrand Aviation Page 73
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IS')
140
CONSTANT 4500 PSI
WORKING PRESSURE
ZO
10
40 50
SPEED (MPH)
Figure IV - 5 Horsepower vs. Speed
Page 74
Sundstrand Aviation £>„.'
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1800-
MOO
4500 PSI
PRESSURE LIMITED
ACCELERATION
40 50
SPEED (MPH)
Figure IV - 6 Tractive Effort vs. Speed
Sundstrand Aviation
ritwuion of Sundllrand Corporillon VV W ,j
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D. Constant Speed Fuel Consumption
Constant speed fuel consumption, (in miles per gallon and BTU per mile),
was calculated for the Baseline (8A) and alternate (8C) transmission
configurations.
For comparison purposes, the steady state fuel consumption for the
"typical" 3 speed automatic transmission was also calculated. Constant
speed performance for this transmission in the given vehicle was calcu-
lated from an existing Sundstrand computer program, and the engine
power and speed results were used to calculate fuel economy.
It should be noted that the various fuel consumptions calculated in this
report are all based on the specific fuel consumption data for the given
engine. A different engine could have a significant difference on vehicle
fuel consumption.
Table IV-2 shows the fuel consumption in miles per gallon versus vehicle
speed for the baseline (8A) and alternate (8C) flywheel transmissions,
and also for the "typical" 3 speed automatic transmission. Transmission
(8C) has a lower fuel consumption than transmission (8A) up to approximately
50 MPH. This is provided by configuring the transmission to permit the
engine to more closely follow its minimum specific fuel consumption curve.
It can also be seen that the "typical" 3 speed automatic transmission has a
better fuel economy below 50-60 MPH. Above this figure, the two
hydromechanical flywheel transmissions exhibit superior fuel economy.
Figure IV-7 shows constant vehicle speed fuel consumption versus
vehicle speed. Sundstrand Aviation
~7C divlnon of Sundiirmd Corporation
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TABLE IV-Z
CONSTANT SPEED FUEL CONSUMPTION - MPG
Constant Baseline (8A) Alternate (8C) 3 Speed Automatic
Speed,
MPH NoA/C With A/C NoA/C WithA/C NoA/C WithA/C
20
10
40
50
60
70
80
NOTE:
9. HZ
11.41
14.42
16. 04
16. 59
16. 25
11. 12
9.05 12.62 11.33 15.58
10.30 12.47 11.03 17.86
13.07 15.59 13.95 17.92
14.80 16.80 15.88 16.92
15.09 16.59 15.09 14.30
15. 11 16.25 15. 11 11.91
12.32 13.32 12.32 10.34
14.81
16.20
16.60
15.48
13.21
11. 18
9.72
Vehicle Weight - 4100 Ib.
Kor assumed conditions, sec Section IV(A)
A/C ---• Air Conditioning
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divlilon ol Suflditrand Corporation
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ta
IV
16
IS
S 12
I/I
W U
2 9
0.
2 8
a
10
20
30 40 50 60
VF.KICLE SPEED (MILES PER HOUR)
70
80
Figure IV-7 Constant Vehicle Speed Fuel Consumption vs. Vehicle Speed
(Air Conditioner Not On)
Page 78
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Table IV-3 shows the fuel economy in BTU per mile for the three trans-
missions, both with and without air conditioning.
Appendix T shows how the fuel economy figures (miles per gallon and
IV1'[J per mile) were calculated.
K. Fc'lcral Driving Cycle I1'no I Consumption
Fuel consumption in rnilcs per gallon over the Federal Driving Cycle
was calculated using Sundstrand computer programs ESTMN and
ESTPF for the Baseline (8A) and Alternate (8C) transmission
configurations.
For comparison purposes, the Federal Driving Cycle fuel consumption
was also calculated for the "typical" 3 speed automatic transmission,
and a "straijj.hl." hydromcchanical transmission (with no flywheel). The
fur:l economy lor the "typical." 3 spend automatic was computed by
Lockheed (see Appendix Q) using transmission efficiency and engine
speed versus vehicle speed data (full and part load) from an existing
Sundstrand computer program. The fuel economy for the "straight"
hydromechanical transmission was computed by Lockheed using the
transmission efficiency versus vehicle speed data (full and part load)
from Sundstrand's T8H computer program.
This "straight" hydromechanical transmission was obtained by removing
the flywheel from the Baseline (8A) transmission, thus giving the degree
of freedom necessary to always operate the engine at its minimum
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TABLE IV-3
CONSTANT SPEED FUEL ECONOMY, BTU/MILE
Constant Baseline (8A) Alternate (8C)
Speed,
MPH NoA/C WithA/C NoA/C WithA/C
20
30
40
50
60
70
80
NOTE:
2329
2333
1845
1705
1765
1916
2243
2787
2680
2112
1939
I960
2072
2399
Vehicle Weight - 4300 Ib.
For assumed conditions, see
A/C = Air Conditioning.
2189 2558
2257 2503
1788 1979
1659 1807
1765 I960
1916 2072
2243 2399
Section IV(A).
3 Speed Automatic
No A/C WithA/C
i
1069 1412
1171 1434
1285 1521
1466 1710
1862 1862
2261 2520
2679 2927
Page 80
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dlvltlon ol Sundlirind Corporation
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specific fuel consumption conditions. No attempt was made to "optimize"
this transmission with regard to arrangement, gear ratios, or hydraulic
unit si/.c. Thus, it does not represent the best performance capable by
this type of transmission.
In computing the fuel consumption for both the "typical" $ speed automatic
;md the "straight" hydrunifchanical transmissions, the Lockheed program
makes the simplifying assumption that under conditions of deceleration
the engine is consuming fuel through the carburetor idle circuit at a rate
that is purely a function of engine speed, and is independent of actual
power required. This required power is the difference between the
actual engine accessory power required and the power being supplied to
the engine by the wheels.
It. should he- noted Lh;it the fuel consumptions calculated in this report are
all based on the specific- fuel consumption data for the given engine. A
different engine could have a significant effect on vehicle fuel consumption.
Concept Evaluation
In order to evaluate and compare the basic concepts of flywheel energy-
storage and nonener gy-storage systems over the Federal Driving Cycle,
fuel consumption figures for "ideal" versions of the two concepts were
calculated. These calculations assumed a 100% efficient transmission
and the ability to operate the given engine at its minimum specific fuel
consumption conditions.
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The results obtained were computed by Lockheed and are shown in
Table IV~4. These results are independent of the transmission type or
schematic. They represent the ultimate fuel economy that could be ob-
tained using these l.wo system concepts with the given engine over the
Federal Driving Cycle.
TABLE IV-4
CONCEPT EVALUATION - FEDERAL DRIVING CYCLE MPG
Ideal Energy Storage System
Without Flywheel Losses 16.10 MPG
With Flywheel Losses 14.18 MPG
Ideal Non-Energy Storage System 13.91 MPG
NOTE: (100% efficient transmissions, infinitely variable engine
speed - vehicle speed ratio. Vehicle weight 4300 Ib.
The engine accessory losses exclude the air conditioner,
and are defined along with all the other assumptions in
Section IV(C).
In evaluating these results, it must be remembered that the energy-
storage system stores energy during vehicle deceleration that would
otherwise be dissipated in the vehicle brakes or in engine friction
horsepower. The very small difference in fuel consumption
figures in Table IV-4 is an indication that for this type of vehicle, over
the Federal Driving Cycle, the amount of energy that is available for
storage and re-use is small. Thus, the maximum available benefits
in terms of fuel economy from regeneration are very small.
Pa9e 82 Sundstrand Aviation
SUNDSTROND
division ol Sunditrand Corporation
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Transmission Evaluation
Table IV-5 summarises the Federal Driving Cycle fuel consumption for
Ihr Baseline (HA) and Alternate (8C) transmissions and for the hydro-
mrchan i ral and l.yiral. ' speed automatic transmissions. Also shown
a cr- furl consumption figures for "ideal" (100% efficient) versions of
each transmission. The engine speed-vehicle speed characteristics for
each transmission were not disturbed in these "ideal" cases, so the
TABLE IV-5
TRANSMISSION EVALUATION -
FEDERAL DRIVING CYCLE MPG
Flywheel Energy -
Storing Transmission
Baseline Alternate
(8A) (8C)
Non Energy-Storing
T r an s miss ion
Hydro- 3 Speed
Mech. Auto.
"Real" (Actual transmission losses)
"Ideal" (/ero transmission losses,
Flywheel losses arc included)
7.96
9.78
9. 26
12.66
10.58 11.14
13.91
11.99
NOTE: Vehicle weight - 4300 Ib. The engine accessory losses exclude the
air conditioner, and are defined along with all the other basic
assumptions in Section IV(C).
Sundstrand Aviation
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results are dependent on eacVi basic transmission schematic, and not
just the basic system concept. The "ideal" figures then represent the
most favorable results that could be obtained for that type of system if
there were no losses in the transmission.
It is interesting to note that there is little difference between the fuel
consumption for the "real" and "ideal" conditions for the 3 speed auto-
matic transmission. This difference is less than that expected from
looking at just transmission efficiencies. Because the engine power require
ments are different for the two conditions, the engine fuel consumption is
different. At the lower power level (ideal transmission) the specific fuel
consumption is greater than at the higher power level (real transmission).
In evaluating these results, the following conclusions were made:
I. The Alternate (8C) transmission has a better fuel
economy than the Baseline (8A). (This is also true
for constant speed operation - See Section 1V(D). )
For this reason, the Alternate (8C) transmission
was included in this report. This improvement in
fuel economy comes, however, at a price and weight
penalty (see Section III(G)) which must be considered
in comparing the two versions.
Page84 Sundstrand Aviation
SUNDSTRDNO
Sunoslrdnd Corporation
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2. Both of the nonenergy-storing transmissions give
bottrr actual fuel consumption than the two fly-
wheel transmissions. This indicates that the
"cost" of storing this available energy (in terms
of transmission and flywheel losses) is comparable
or greater in magnitude than the amount of storable
energy itself.
3. Considerable improvement in the fuel consumption
for the hydromechanical transmission would be
expected with proper optimization in the absence
of the flywheel.
Results with an Engine Driven Air Conditioner
The fuel consumption for the flywheel transmissions over the Federal
Driving Cycle was also calculated with inclusion of an air conditioner
in the engine accessory losses. The results given below include all
the transmission and flywheel losses and are comparable with the
values for the "real" transmissions given above.
Baseline (8A) 7. 28 MPG
Alternate (8C) 8. 33 MPG
F. Tractive Effort Limits
In addition to engine and flywheel size, two other parameters limit the
acceleration and deceleration performance of the vehicle. These param-
eters are the road adhesion of the tires and the torque/speed output
Sundstrand Aviation £*± Pa9e 85
div'&ion of Sundatrand Corporation
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capability of the transmission.
Figure; 1V-8 shows tho tractive effort capability of the vehicle at various
values of tractive coefficient. Typical automotive tires on dry pavement
have a tractive coefficient of 0.8. The reason for different curves for
acceleration and deceleration is due to the shift in vehicle weight distri-
bution between front and rear wheels during these two modes of operation.
Figure IV-9 gives the performance limits of the Baseline (8A) transmission,
configuration as a function of tractive effort versus vehicle speed. Both
acceleration and deceleration limits are shown. The discontinuity in the
curves occurs at the transmission shift point. The curves are based on
allowing t.hc hydraulic system pressure to go to 6000 psi. At 6000 psi
system pressure, the transmission will greatly exceed the performance
requirements of the vehicle. For life, noise, and reliability reasons, it is
recommended that the system pressure be limited to 4500 psi.
G. Regenerative Braking
Deceleration of a standard automobile is normally accomplished by
dissipating the kinetic energy of the vehicle. This energy is dissipated
as either friction horsepower in the engine or in the form of heat in the
friction brakes.
The apparent advantage of a hybrid propulsion system is that it is capable
of storing this kinetic energy in a flywheel during deceleration and re-
turning it to the wheels upon demand.
Page86 Sundstrand Aviation A
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1. 501
Y.
U
i— i
u
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U
u
>•
•—I
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u
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H
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. 75-
0. 00-
TRACTION
REGION
TIRE
SLIP
REGION
TRACTION
REGION
1R/
SLIP
REGION
ASSUMES:
50 - 50 WEIGHT DISTRIB-
UTION (AT REST)
115 INCH WHEELBASE
24 INCH CG (VERTICAL)
4300 LB. CAR
500 1000 1500 2000 2500
TRACTIVE EFFORT AT REAR WHEELS (LB. )
3000
Figure IV-8 Tractive Effort vs. Coefficient of Traction
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division ot Sundltrand Corporation
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3000
id ZO
30 40 50
VEHICLE SPEED (MPH)
60 70
80 $
Figure IV - 9 Performance Limits - Tractive Effort vs. Vehicle Speed
Pressure Limited @ 6000 PSI
Page 88
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In the ideal case, this system is nondissipative, the deceleration energy
is conserved, and all of the energy returned to the wheels for acceleration.
In the real world, there are losses and the feasibility of a hybrid/flywheel
transmission depends upon minimizing these losses without making the
transmission cost prohibitive.
Figure IV-10 shows the braking horsepower the wheels are capable of
transmitting, (assuming a 0. 8 tractive coefficient), and the braking
horsepower the transmission can transmit to the flywheel. Below 30 MPH,
the transmission is capable of absorbing all of the power that the wheels
can transmit. Above 30 MPH, assistance from the vehicle's friction
brakes is required to decelerate the vehicle up to the traction limits of
the wheels.
Figure IV-11 shows the overall transmission efficiency of the baseline
(8A) configuration during both acceleration and deceleration. These
curves are based on maximum power being transmitted and the system
hydraulic pressure limited to 6000 psi.
Sundstrand Aviation
division ol Sundttrand Corporation
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ISO
300
250
200
OC
a
o
I
1(10
50
,0^
J*>
375-
ASSUMES:
50-SO WEIGHT DISTRIBUTION
(AT REST)
115 INCH WHEELEASE
24 INCH CG (VERTICAL)
4300 LB. CAR
30 40
VEHICLE SPEED
70
80 85
MPH
Figure IV-10 Limiting Transmission Braking Horsepower and
Limiting Wheel Braking Horsepower vs. Vehicle Speed
Page 90
Sundstrand Aviation
dlvltion ol Surtdttrand Corporalion
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101)
10
ZO
30 40
VKHICl.K SPEED (MPH)
fcO
70
80 8S
IV-11 Overall Transmission Efficiency
(BA Configuration - Pressure Limited @ 6000 PSI)
Sundstrand Aviation
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Page92 Sundstrand Aviation
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V. CONTROL SYSTEM ANALYSIS
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dulilon ol Sundltrand Corporation
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V. Control System Analysis
A detailed control analysis was carried out during this study. The con-
trol system selection is very sensitive to the actual transmission sche-
matic and the mechanical relationship between transmission components.
During the evaluation of various transmission schematics the general
impact of control complexity was assessed and used as a criteria for
schematic rejection.
Actual control system analysis had to wait until the final transmission
schematic was selected. Once the baseline (8A) transmission was se-
lected, the control system was designed and analyzed in depth. Due to
the magnitude of the task, only the controls for the baseline (8A) trans-
mission were designed and analyzed.
The baseline (8A ) transmission controls are shown in layout/schematic
form a drawing 2724A-JL3 in Appendix K. Reference should be made to
this drawing for assistance in understanding the function and relationship
between components.
This section of the report deals with the general philosophy regarding
control system approach, control system block diagram, safety analysis,
stability analysis and pathological analysis. Operation of the controls
was previously covered in Section III, "Transmission Description", of
this report.
Sundstrand Aviation fi.A Paae93
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A. Control System Approach
General
The type of transmission and the method of control are inter-related.
There are three basic speed variables in the transmission system:
vehicle speed, flywheel speed, and engine speed. Maintaining constant
system energy dictates that flywheel speed be a function of vehicle speed.
The relationship between engine and vehicle, flywheel and vehicle, and
engine and flywheel can be dependent, independent, or interdependent.
The transmission presented in this report is an interdependent system
in all three links. This means the speed of any element of the trans-
mission is a function of the speed of the other elements.
The control system needs to consider engine characteristics such as fuel
consumption, emissions, and noise, operation characteristics, and
vehicle requirements of acceleration, cruise, and dynamic braking. It
needs to be of a design that can be manufactured for a competitive price,
easily adjusted and maintained, reliable, and safe.
Types of Control
Transmission control can be accomplished by the use of a speed control,
torque control or combination of both. With the speed control, the flpoed
is called for directly by the input signal. A typical example of this would
be a hydrostatic powered garden tractor. The driver moves a lever to no
forward or reverse. The farther he moves the lever, the faster the
vehicle goes. The position of the lever dictates the vehicle speed and the
Page94 Sundstrand Aviation
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vehicle continues to move at that speed within the limits of available HP
until a now lever position is selected.
With torque control, the control input signal calls for a torque or horse-
power from the power train. The output speed will then adjust to a value
whf-rf thf load torque: and power equals that developed by the power train.
An example of a torque control is a present conventional automotive auto-
matic transmission. The driver signal from the accelerator pedal sets a
certain engine torque. The transmission (converter plus gear meshes)
will adjust its ratic and corresponding vehicle speed until the wheel torque
and horsepower matches that being transmitted from the engine to the
wheel s.
The transmission for the heat engine/flywheel system as presented in
this report contains a hybrid system utilizing both torque and speed control.
Krom a user's standpoint, torque control is much more natural in that its
reaction, feel, and operation is like current automobiles. Also with
torque control, large changes in the input signal do not impose excesrive
torque transients on the system.
For example, with a speed control system, a step change of the input
signal - calling for a step change of the controlled speed will theoretically
call for an infinite torque to be applied. The hybrid/flywheel transmission
requires speed control for the flywheel in order to maintain constant kinetic
energy in the system. This is acceptable since only a speed relationship
Page 95
Sundstrand Aviation
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is being maintained, the inertias involved are large, and no rapid
change of speed is required. Control of vehicle speed is accomplished
by what is essentially a torque control.
The function of the engine is to supply power to the accessories, to sup-
ply road load power, and to make up system losses in order to maintain
a constant system energy. Fuel consumption and emission generation
are a function of horsepower required. The engine control is essentially
a torque (or power) control which regulates the engine power and therefore
the fuel consumption and emission generation.
It should be noted that the vehicle, flywheel, and engine controls cannot
operate independently. The driver, through the accelerator pedal will
call for a power level that will be reflected to the wheels as a tractive
effort. This tractive effort will accelerate or decelerate the vehicle
until the road load (rolling resistance plus wind resistance) equals that
being generated. This torque balance point represents a given vehicle speed.
At the same time, the flywheel speed will be adjusted as a function of
vehicle speed always striving to maintain constant kinetic energy in the
system.
Driver Controls
The only driver controls required for the operation of the flywheel/
transmisstion system are:
(1) Selector lever with positions for forward, reverse, neutral,
and park
Pa9e96 Sundstrand Aviation
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(2) Accelerator pedal
(3) Brake pedal
'l"ho selector lover will provide for the direction of t^e vehicle as well as
a neutral and park position. The accelerator pedal will control the vehicle
spec:' I and acceleration, and mild levels of regenerative braking. TTie
brake pedal will control moderate to Tieavy levels of regenerative braking.
Operation of the tieat engine, flywheel, and transmission will be integrated
from tVose inputs.
Control System Design
For the transmission described in tMs report, a control system was
designed based upon Sundstrand's experience in 'hydromecVianical and
hydrostatic transmissions use.fl in trucks, off-t^e -road vehicles, and
constant speed drives used in aircraft.
transmission and its control system was simulated as a dynamic
model in two separate computer studies. One model could be described
as a digital hybrid program, although it was run on a digital computer,
it was a continuous simulation. (Reference Appendix P. ) TMs model
actually simulated the control system wMcTi "drove" the vehicle/power
train system over any course and was used basically to evaluate the
system performance over t>ie Federal Driving Cycle. As well as vehicle
performance evaluation, tVtis also gave insight into control system re-
sponse and stability, and effect on vehicle performance.
Sundstrand Aviation sLai Page 97
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second dynamic model was an analog computer simulation wMch was
written to further verify that the stability of the system would not be a
problem and that the response rates would be reasonable. A manually
operated "foot pedal" was used in conjunction with the simulation to ob-
tain some "man in the loop" data to determine the probability of operator
induced instability. This approach has been used previously witV success
in simulating the unpredictability of system input.
In effect, the engineer "drove the computer" through the same controls he
would have in the automobile. The computer simulated the complete pro-
pulsion system and load conditions. T^e control system components were
optimized to the extent that time would allow to produce the best perform-
ance with the minimum complexity. (Reference Appendix M. )
f. control system as presented in this report was designed in accordance
with the results of these studies. A comparison of hydraulic, electric,
and mechanical components for each element'of the control system was
made and selection was made on the basis of cost, reliability, and safety.
B. Block Diagram of the System
Figure V-l is a simplified block diagram showing the main components of
the vehicle/power train system. Inside each rectangle is the name of the
component or group of components which perform the functions described
herein. A heavy line indicates that there is power transmitted between
two components connected by that line. The direction of tlie arrow indi-
cates wTiich direction the power may flow in that link. T>ie lig'ht lines
age Sundstrand Aviation
division of Svndstnnd Corporation
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Figure V-l Energy Storage Transmission Block Diagram
Sundstrand Aviation £,J
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di«lilon of Sundttrcnd Corporation
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indicate that control signals are transmitted between the components
connected by the lines, and the arrows indicate the direction of signal
travel. The components that make up the block diagram are described
below according to the function they perform.
The engine supplies power to carry the road load and make up system
losses to maintain constant system energy. A signal in control link E
causes the engine to input power to the transmission through the engine
power link.
The flywheel supplies power for acceleration and accepts power from the
transmission through the flywheel power link. Control link F informs
the control system just exactly how much energy is in the flywheel at any
instant in time.
The vehicle, of course, is the mass which must be accelerated and whose
speed is regulated. Control link I communicates to the control system the
amount of energy in the vehicle at any instant.
The flywheel energy sensor, control links G and T*, the vehicle energy
sensor, and the control input summer accept the energy level inputs from
the flywheel and the vehicle and decide whether or not the constant energy
criterion is being met. If not, a signal is sent in control loop E which
changes the power level of the engine. The driver inputs to the trans-
mission are through control links A, B, and C.
10° Sundstrand Aviation
dhlilon of Sunditnnd Corpontlon
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Friction brakes, although they would not normally be used, are still re-
quired for a panic stop. If the regenerative horsepower into the trans-
mission reaches the level where any increase in horsepower would cause
I ransmiss ion damage, signal link D will start to apply the friction brakes.
The brake horsepower link would then transmit vehicle power to the fric-
tion brakes.
The transmission itself receives the operator inputs from the accelerator
pedal, selector lever, and brake pedal, as well as the torque reactions
from the engine, flywheel, and output. It strives to achieve an equilib-
rium between what the driver is asking the vehicle to do and what it is
actually doing. Once it has achieved this balance, the system will oper-
ate at steady state conditions until the next driver signal is given or until
road conditions change.
C. Stability Analysis Energy Storage Transmission
The analog analysis shows the transmission and control work as designed
and are basically stable in the maneuvers analyzed. These were (1) full
throttle acceleration and (2) braking. Part throttle maneuvers were not
analy/.ed since it was felt they would reveal very little about stability not
shown by full throttle simulation. Input to the throttle was applied in an
infinite step rather than manually as with a foot pedal for the same reason
and to keep solutions consistent.
The only instability which showed up was during addition of drag torque
to the flywheel. This was solved by modifying the engine controls by
Sundstrand Aviation PaQe 101
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putting the engine throttle under direct control of the energy governors.
This eliminated an intermediate integration of the signal. In the real
world, this would probably mean elimination of the engine governor.
This is probably feasible but will require further study. This approach
would probably result in a droop in flywheel speed and slight deviation
from constant energy criteria. This is probably acceptable as it is not
really necessary to maintain a tight tolerance on constant total kinetic
energy.
The traces displayed in Appendix M are of the stable (no engine governor)
configuration, and show both vehicle acceleration and deceleration.
D. Safety Analysis
A safety study was carried out to establish the consequences associated
with control system component failure. The results of this study are
outlined in the following paragraphs. Reference should be made to the con-
trol circuit schematic (drawing Z724A-L3) located in Appendix K for
definition of the various control elements discussed.
Governor Failure
The vehicle governor and the flywheel governor together make up the
constant energy portion of the control system. If the vehicle governor
sticks, the result would be a tendency for the vehicle to accelerate and the
flywheel speed to adjust to some speed other than the correct speed to
maintain constant total kinetic energy. Failure of the vehicle governor
would not, however, cause an overspeed of the flywheel.
Page 102 Sundstrand Aviation I
jUNpIHRNO
dfvlilon ol Sundttrand Corporation
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Jf the flywheel governor sei/.es, however, the flywheel and the vehicle
are botVi likely to accelerate. Since there is no feedback to lower the
engine power level when maximum flywheel speed is reached, the fly-
whool is likely to overspeed.
While sei/.ure of the vehicle governor is not catastrophic, flywheel
governor seizure could be. Prior to any further development of this
type transmission, the flywheel governor would be redesigned so that
the engine control port would be drained in the event of a failure of the
flywheel drive train. This fail safe configuration is easy to produce and
is common practice on aircraft hydrostatic transmission governor systems.
If the shift governor seizes in mode 1, the only effect will be that the
vehicle speed would be limited to the maximum speed in mode 1-30 mph.
If the shift governor should seize in mode 2, the mode 2 clutch would
drain, the mode 1 clutch would engage, and the variable displacement
hydraulic unit displacement control would reverse. This would tend to
slow the vehicle and probably overheat and fail the mode 1 clutch. It
could also stall the engine and overpressure the hydraulic units.
There would be no immediate risk to operator other than the vehicle
suddenly slowing when he did not expect it. It would be advisable to
redesign the shift circuit to prevent hardware damage in the event of
shift governor seizure prior to any further development on this transmission.
Sundstrand Aviation
dMtlon of Sunditrind Corporation
103
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Charge Valve and Pump
If the charge relief valve should stick open, or the charge relief valve
spring sViould fail, or the charge pump itself should fail, a loss 'of supply
pressure would result. The start valve would shuttle and the output and
mode clutches would drain resulting in a loss of propulsion. T>ve engine
would slow down toward idle speed due to loss of signal from the
governors. Any failure of tMs type would not cause any threat to operator
safety.
ClutcVi Pressure Regulator Valve
The clutch pressure valve serves only to prevent the clutches from feeing
applied so hard during flywheel windup that they tend to swamp the engine.
The engine can only generate a certain amount of power. Therefore, the
clutches used in conjunction with flywheel spin up must be applied with
Less than maximum pressure. If the clutch valve sticks open, the only
result will be that the engine will stall during flywheel spin-up.
Park Valve
If the park valve is stuck in park, the working pressure will always tend
to be minimized and propulsion will be impossible. If the park valve is
stuck in tVie forward, neutral, or reverse position, it will be impossible
to start the engine.
Forward, Neutral, and Reverse Valve
If the forward, neutral, and reverse valve should stick, it would be
impossible to start the engine. If the engine was running at the time the
Page 1 °* Sundstrand Aviation
SUNOSTRQJp
OMllon of Sundllrind Corporation
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forward, neutral, and reverse valve stuck, the transmission would
function normally until a shift from one direction of vehicle operation to
the other was attempted. There it would be discovered that the shift
selector couldn't br moved.
Shifl Valve
If the shift valve sticks to the rigM, the only effect will be that the vehicle
speed would be limited to the speed range of the transmission in mode 1,
which is 30 mph. If the shift valve should stick to the left, the vehicle
would not decelerate below 30 mph unless the operator steps on the brake
pedal hard enough so that the vehicle friction brakes override the trans-
mission output.
Hydraulic Unit Control Reversing Valve
The fund.ion of the control reversing valve is lo reverse control pres-
sure, to the variable unit displacement control piston to allow the variable
displacement unit to be stroked in the opposite direction. Stroke must be
increased to 30 mph and then decreased through zero stroke to full stroke
in the opposite direction from 30 - 85 mph. If the control reversing
valve sticks to the right in mode 1, there will be no effect. It will be
impossible to go faster than 30 mph because the variable unit stroke will
just try to increase and it reaches its stop at 30 mph. If the control
reversing valve sticks to the left in mode 2, there will be no effect.
When the downshift to mode 1 is made, the vehicle won't decelerate
below 30 mph unless the brakes are applied with enough force to overcome
_ . . .A ... J~^ Pa9e 105
Sundstrand Aviation
division ol Sundilwd Corporation
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transmission output. Internal transmission damage could be avoided if
tVie .sMft selector lever is moved to neutral during this emergency stop
procedure, but the vehicle can be stopped safely regardless of whether
or not the transmission is in neutral.
Start Valve
If the start valve should stick to the left, it would be impossible to accel-
erate the flywheel during start-up. If the start valve should stick to the
right, nothing out of the ordinary would happen while running or shutting
down. But the next time an attempt was made to start the system, it is
likely that the engine would not sustain because the output and mode 1
clutches would apply as soon as charge pressure came up.
Conclusion
The control area which requires the most attention from a safety point
of view is the flywheel governor. A seizure could cause an overspeed.
A fail-safe governor would be implemented, and an overspeed shutdown
device made part of the flywheel assembly. This would be analyzed in
depth prior to any further transmission development.
Of secondary importance are the shift governor, shift valve, and hydraulic
unit control reversing valve. They can fail in such a way that the system
would not want to decelerate below 30 mph. However, the transmission
can be overridden with the brake pedal.
Pa9e 1 °* Sundstrand Aviation
tUIIDlHOM
division of Sunditrand Corporation
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Failure of the constant energy control system was also judged to be of
secondary importance because the tendency to accelerate can be over-
.ridden by the brake, or prevented by switching off the ignition.
E. "Pathological" Analysis
This analysis was carried out to establish the consequences of operator
error in terms of safety and the likelihood of hardware damage.
Shifting Before The Flywheel Is Up To Speed During Start-Up
It is necessary to bring the flywheel up to its normal operating speed
before normal vehicle operation is initiated. If the driver should become
impatient during start-up and force the selector lever from the park posi-
tion to one of the other positions, the vehicle could lurch and internal
transmission damage could result.
This is a remote possibility because once the system starts to accelerate
the flywheel, a large torque reaction is set up at the parking pawl wViich
would make it extremely difficult to move the selector lever.
If the selector lever were to be forced from the park position to the
neutral position during the start-up sequence, the flywheel would continue
to accelerate, however, the output clutch would be drained placing full
responsibility for carrying the reflected engine /flywheel torque on the
mode 1 clutch. (Normally, this reaction is shared by both the output and
mode 1 clutch. ) Consequently, the mode 1 clutch might be damaged by
overheating.
Sundstrand Aviation £™h Page 107
OMilon of Sunditrand Corporation
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If the selector lever were forced from park position to forward position
during the start-up sequence, the vehicle will lurch forward, presenting
a hazard. If the driver applies the brakes, it is likely that the output
clutch would be damaged by overheating.
If the selector lever were forced from park position to reverse position
during the start-up, the vehicle will lurch backward. Whether or not the
vehicle's friction brakes are applied, the mode 1 clutch is likely to fail,
the fixed hydraulic unit is likely to overspeed, and the engine will prob-
ably stall. The constant energy control will, however, keep the flywheel
from overspeeding.
Because of this a positive lock on the park lever preventing premature
.shift from the park position would be implemented ensuring transmission
protection.
Shifting Into A Mode Not Compatible With Vehicle Operating Conditions
At The Instant Of Shift
Shifting the transmission into a mode that is not consistent with vehicle
conditions at the time of the shift, such as putting it in park or reverse
while it is moving forward, is very likely to cause internal transmission
damage and consequently loss of propulsion. It would not, however, pose
any direct threat to operator safety.
If the vehicle is moving in reverse and the driver suddenly shifts the
selector lever to the forward position, the vehicle will come to a sudden
Page 108 Sundstrand Aviation
drviilofl of Surtditnnd Corporation
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stop and try to accelerate in the forward direction. Engine speed and
variable hydraulic unit speed will suddenly increase and the clutches
might slip .somewhat, but no serious damage is likely to result.
If the vehicle is moving forward and the driver suddenly sMfts the
selector lever to reverse, the vehicle will decelerate suddenly to a stop
and try to accelerate in reverse. The engine and the variable hydraulic
unit will suddenly slow down and the flywheel will tend to speed up. The
flywheel cannot overspeed, however, because the constant energy control
would prevent it.
If the shift selector is in the forward range and the veMcle is moving
forward, and the shift lever is moved to the neutral position, the output
clutch will be disconnected and the controls will minimize working
pressure. No damage will occur.
If the vehicle is moving in either forward or reverse and the shift
selector is moved to the park position, the parking pawl will fail. The
vehicle will tend to decelerate as if the brake pedal had been depressed.
The engine and variable unit will slow down and the flywheel will speed
up. The clutches may slip, but the only part of the transmission that is
likely to be damaged is the parking pawl itself.
Conclusion
This transmission is not foolproof - but neither are conventional auto-
motive transmissions. The result of irrational maneuvers in either case
Sundstrand Aviation £^ Page109
dlvlilon of Sunditrnnd Corporiticm
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appears to be transmission damage, not danger to tTie driver, passengers
or the public.
Page 110 Sundstrand Aviation
fl of Suntfitrand COrporiHon
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VI. ESTIMATED TOTAL MANUFACTURING COST
Sundstrand Aviation
dlvlilon ol Sunditrand Corporation
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VI. ESTIMATED TOTAL MANUFACTURING COSTS
A. Definition of the Cost Analysis
The EPA Contract Specification requires an original equipment manufac-
turer (OEM) cost estimate for the transmission in quantities of 100, 000
and 1, 000, 000 per annum and a cost comparison made with a "conventional."
(unspecified) multi-speed automatic transmission with torque converter.
(See Appendix J. )
The figures shown in the following cost analysis are for the "total manu-
i
facturing cost" which can be broadly defined as the cost of labor and ;
materials, along with the operation and maintenance of existing plant
and tooling.
The price includes - cost of materials and purchased subcomponents,
direct and indirect labor (such as administration, supervision, produc-
tion control, quality control, plant maintenance, production engineering,
etc. ), and supplies and utilities for plant operation. Tooling and plant
amortisation, and taxes for existing plant and equipment are also included.
This price does not include engineering and development, advertising, sales,
distribution or interest.
13. Costing Procedure
Although Sundstrand is not a supplier of transmissions to the automobile
industry, it does produce large quantities of transmissions for the
trucking, farm equipment, construction and garden equipment industry.
In addition, it has personnel with cost estimating experience in the auto-
Sundstrand Aviation £»A Page 111
n of Sundltnnd Corporation
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automotive automatic transmission industry. Utilizing both actual pro-
duction hardware experience and the personnel experience, cost estimates
were made for the various transmission components.
This experience, coupled with the best cost data available, is the basis
for the estimate of production rates of 1, 000, 000 per annum. Additionally,
a "judgment factor" was applied to arrive at figures for 100, 000 per annum
production rates. This "judgment factor" accounted for the degree of
complexity, type of processing, and the degree of process simplification
possible with higher volume production for each type of component within
the transmission.
>x
In the area of the hydraulic units, Sundstrand produces approximately
30, 000 units per annum of a similar size and type as used in this study,
and again "judgment factors" were applied to this cost data to arrive at
figures for the production rates required in this study.
All of the above cost estimating assumed the use of highly automated
machine tools and material handling equipment used in very high volume
production.
C. Results of Cost Analysis
The cost for a typical three speed automatic transmission with torque
converter was estimated on a major subassembly basis, and is included
for reference along with the hydromechanical transmission costs in
Table VI-1.
Page 1 1 2 Sundstrand Aviation
f of SunditfMd Corporation
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For a major component cost breakdown for the flywheel transmission,
see Appendix K.
TABLE VI-1 Results of Cost Analysis
The flywheel transmission costs do not include the flywheel and its
accessories or the rear axle differential.
Yearly
Production Rate
100,000 1,000,000
Flywheel Transmission $264 $173
(Baseline, Version 8A)
"Typical" 3 Speed Automatic $ 89
with Torque Converter
Cost ratio for flywheel transmission to "typical" 3 speed automatic,
for I, 000, 000 annual production rate = 1. 95.
D. Transmission Cost-Per-Weight Parameter
Knowing transmission weight, the cost per pound can be calculated and
compared for each type of transmission. A weight of 150 Ibs. was
assumed for a "typical" 3 speed converter. Costs for the 1, 000, 000
per annum production rates were used. Flywheel weight and cost are
not included.
Flywheel Transmission 173 = 77£ per pound
(Baseline, or Version 8A) 223
"Typical" 3 Speed Automatic _89 = ^ Pef
Sundstrand Aviation m * Page113
SUKOSTRQND
division of Sunditrand Corporation
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The higher cost per pound of the flywheel transmission would be
expected, and can mainly be attributed to the hydraulic unit, which is
more complex and critical in manufacturing requirements than other
transmission components.
14
Sundstrand Aviation
dktilofl of Sundstrtnd Corporation
-------
VII. REFERENCES
Sundstrand Aviation
dlvltlon of Simditrtnd Corporation
-------
VII. REFERENCES
1) Federal Register Volume 35 - Number 219, 11/10/70, Part II
2) "Flywheel Feasibility Study and Demonstration" Final Report by
Lockheed Missiles and Space Company, Contract No. EHS 70-104,
Report No. LMSC D007915
T) "Design Practice - Passenger Car Automatic. Transmissions"
Part 1 & 2 issued by SAE.
_ _ Page 115
Sundstrand Aviation &JS
dlviilon ol Sundltrmd Corporation
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Page 116 Sundstrand Aviation
n o) Sunditrapid Corporation
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APPENDICIES
Sundstrand Aviation
dlvlilon of Sunilstrtnd Corporation
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A. Description of Transmission Performance
Computer Program (T8H)
Sundstrand Aviation
dlvtilon of Sunditrind Corporation
-------
APPENDIX A
DESCRIPTION OF TRANSMISSION
PERFORMANCE COMPUTER PROGRAM (T8H)
PROGRAM TITLE:
T8H (Transmission Performance)
LANGUAGE:
Fortran IV
PURPOSE:
To determine speeds, torques, horsepowers, hydraulic unit working
pressure, power losses, and overall efficiency for a compound planetary
hydromechanical vehicle transmission in conjunction with an energy
storing flywheel and a conventional engine, for a given vehicle speed and
tractive effort (steady state or acceleration).
REQUIRED INPUTS:
Gear ratios
Planetary definition
Flywheel speed constant
Axle ratio
Tire size
Hydraulic unit displacement
Number of gear meshes
Single gear mesh efficiency
Sundstrand Aviation ffi™£ Page 117
DM lion of 3unditrtnd Corporation
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Charge pump pressure range
Maximum clutch spin loss horsepower
Vehicle speed
Tractive effort (road load)
Tractive effort (acceleration)
OPERATION:
The program accepts as input the parameters which define the trans-
mission, vehicle speed, and tractive effort. For each condition of
speed-tractive effort, the program cycles through the equations which
calculate the required output. The following paragraphs explain each
section of the program in detail.
PROGRAM EXPLANATION:
The first section of the program defines those integer variables that are
to be used as floating point variables.
Data to be used in calculating hydraulic unit horsepower loss is contained
in the next section. It is basically coefficients for curve fits to empirical
horsepower loss data.
Transmission and vehicle parameters to be input to the program are read
in by the third section, and are printed out for the record by the fourth
section.
Vehicle speed and the instantaneous values of tractive effort are read by
the next section. By inputting the "steady state" road load tractive effort
Pa«e 1 18 Sundstrand Aviation
dlviifon erf 3undilr*nd Corporitlon
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separately, the program is able to distinguish between the power re-
quired from the engine and the power required from the flywheel.
Section six calculates transmission shaft speeds in RPM. Knowing the
vehicle speed, tire size, and the gear ratios, the transmission output
speed is calculated. Knowing the vehicle speed, and the function which
defines the flywheel speed so as to maintain constant system energy, the
flywheel speed is calculated. All the other speeds in the system are a
function of flywheel and output speeds and are calculated accordingly for
an interdependent engine speed type transmission.
Torques and horsepowers in the various transmission elements are
determined in section seven. (Horsepower loss in the hydraulic units
is also calculated in section seven, and is discussed further in the next
paragraph. ) Torques and horsepowers are found by a trial and error
procedure. A working pressure (which controls system torques) is
assumed. Hydraulic unit losses are calculated. Then the equations of
dynamic equilibrium are solved to find the unknown torques in the system.
The working pressure is then calculated. If the calculated working pres-
sure differs by more than 1 psi from the assumed working pressure, the
assumed working pressure is modified, and the whole process is repeated
until it iterates to a solution.
Section seven A calculates hydraulic unit losses. These losses are a
function of: (1) Unit Size, (2) Speed, (3) Pressure, (4) Displacement.
Sundstrand Aviation (LA Page 119
dUlilon ot Sunditrand Corporation
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The inter-relationships of all of these variables are quite complicated.
Since the hydraulic unit losses affect the solution of the equilibrium
equation mentioned in the preceding paragraph, section seven A must
be part of the iteration process. Hydraulic unit losses are estimated
by relating the variables involved with equations derived by curve fitting
empirical data.
Gear losses and summer (planetary) losses are calculated in section
eight.
In section nine, charge pump losses, clutch losses, total horsepower
loss, required engine horsepower, and overall horsepower efficiency
are calculated.
Section ten writes the calculated output and returns the program to
section five to read the next input conditions.
DEFINITION OF INPUT VARIABLES
Planetary nomograph dimensions
DIAW Tire diameter (in. )
DISP Hydraulic unit displacement (cu. in. /rev. )
EG Gear mesh efficiency (fraction)
FWSPD Flywheel speed constant
HPCLX Maximum clutch horsepower loss (HP)
KC Indicates which planetary element is the carrier
Page 120 Sundstrand Aviation
dl»ilion ol Sundilrind Corporation
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Number of gear meshes
Rated hydraulic unit speed (RPM)
Minimum charge pump pressure (PSI)
Maximum charge pump pressure (PSI)
Rear axle ratio
Gear ratios
ZKC
Acceleration tractive effort (Ib)
Steady state road load tractive effort (Ib)
Vehicle speed (MPH)
Indicates which planetary element is the carrier
DEFINITION OF OUTPUT VARIABLES
V Vehicle speed (MPH)
TESS Steady state road load tractive effort (Ib)
TEA Acceleration tractive effort (Ib)
TE Engine torque (ft. -Ib. )
NE Engine speed (RPM)
HPE Engine power (HP)
TFW Flywheel torque (ft. -Ib. )
NFW Flywheel speed (RPM)
Sundstrand Aviation
dlvlilon of Sundttrend Corporation
Page 121
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HPFW Flywheel power (HP)
TV V-unit torque (ft-lb)
NV V-unit speed (RPM)
HPV V-unit power (HP)
TF F-unit torque (ft-lb)
NF F-unit speed (RPM)
HPF F-unit power (HP)
Output torque (ft-lb)
Output speed (RPM)
HPCJ Output power (HP)
PREST Working pressure (PSI)
PLF F-unit power loss (HP)
PLV V-unit power loss (HP)
Pi/r Total hydraulic unit loss (HP)
HPSL Summer (planetary) power loss (HP)
HPGL Gear power loss (HP)
HPAL Accessory (charge pump) loss (HP)
HPCL Clutch power loss (HP)
HPTL Total power loss (HP)
EOAT Overall horsepower efficiency (fraction)
Page 122
Sundstrand Aviation £&
iiofl ot Sunditiand Corporillon
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// JOB
// FOR
oUST SOURCE PROGRAM
<• IOCS (CARD, 1 403 ?K INTER)
«OHE WORD INTEGERS
^ARITHXETIC TRACE
^TRANSFER TRACE
c(\//)DEFINE INTERCER VARIABLES TO BE USED AS FLOATING POINT VARIABLES
C
REAL MU.Nl,N2,N3,N4,N5,N6,N7,N8,N9,N10
REAL NNC.K1,K 10,K7,KO,K6.NRAT
c (Z^)HYDKAUUC UNIT HORSEPOWER LOSS DATA
c
DIMENSION Cl(6) ,C2(6>,C3I6) ,04(6) ,C5(6),CH(6),PCOL(6>
DATA Cl/.0304<,862,.061385 39, .0604410, .06695829,.03291727,.05511537
1 /,C2/3.304040,3.022136,2.877399,2.664500,4.773852,3.002219
2 / ,C3/-7.<)03354,-8.36357,>-6.749B45,-2.994856,-18.361 34,-9.990973 '
3 /,C4 /I 1.86243, .15. 3687 4, 1 2 . 65337, 7 .052987 , 37.09789, 24. 9*286
<. /,CS/-4.760933,-7.05246,-5. 1 3 140 1 ,-2.809606,- 17.87805,-12.10175
5 / .
DATA PCDL /O. ,.!2B05, .4924, .!7796, I., 1.1123/
DATA CH / 5. 17,5.124,5. 3 3,'6. 34, 7. 2 6,6.6 5/
C (jS.\EAU TRANSMISSION PARAMETERS
C
400 FORMAT(8F10.0)
40 READI2.400) A , B ,'C ,'0, RA, R 1
IF 16)900,900,41
41 READ(2,400)R2,R3.R4,R5,DIAW,DISP,FWSPD
READ12 ,400)K1 ,K10,K7,K8,'K6
READ 12,4oo)EG,ZKC,PCN,PCX,HPCLX
KC=ZKC
N«A1=7400./(OISP**.3333333)
TRANSMISSION PARAMETERS
wRirE(3,500)
500 FORMAT{//////1H1 ,-T<,5,'FLYWHEEL TRANSMISSION ANALYSIS')
WRITE13.501)
501 FORMAri/T53,'VERSION 8H',//)
WRITE(3,502)A,D,R2,R5
502 FOR.XAM F20, 'A = • , F 10. 6, T40,i' D « •-, f-10.6, T60, »R2= • ,F 10. 6, T80,'R5" •
C .F10.6)
WRI TE (3,503 )B,RA,'R3,DIAW
503 FORMATIT20,'B =',F10.6,T40," RA=',F10.6,T60,«R3=•,F10.6,T80,'DIAW=•
C.F8.3)
V.H\ TE(3,504)0,R1.R4,OISP
504 FORKATIT20,'C =',F10.6,T40,'R1=',F10.6,T60,•R4=•,F10.6,T80,'DlSP=•
C.F6.3,//)
WRITC(3,350IK1,K10,K7,K8
350 FOK MAT(T20,'Kt=',F3.0,T40,'KFW=',F3.0,T60,•KV=•,F3.0,T80,'KF••,F3.
CO)
WRITCI3.351 IK6,' EG.KC
3^1 FOKMATtT20,'KO='.F3.0.T40, T60,'EG=•,F5.3,T80,'KC=',I 3
C)
WRlfC ( 3,3'j2 )FWSPD,PCN, PCX.IIPCLX
352 FORMA Til 20,'FWSPD='.,FO.5,T40,'PCN=',F4.0,T60,'PCX-',F4.0,T80, 'HPCL
CX=' ,F6.2,//1 '
WRITF.13,5^0)
520 FORMAT (T15,'V ,'T24 , ' ETF ' , T35 , ' TE ' , T45, ' TFW' , T55, ' TV ' , T65 , • TF ' , T75 ,
C'TO' ,T84,'PUESS1 ,'T96,'PLF ' , T 104 , ' HPSL ' , T 1 14 , ' HPCL •)
WRITE I 3,521) '
521 HOR,V.AT(T14, 'TESS' ,T24,'CFF' ,T35, 'NE',T45, 'NFW',T55, 'NV , T65 , «NF • , T
C75,'NO1,T84,'PRESA1,T96,'PLV ',T104,'HPGL',T114,'HPTL')
WRITEI3.522)
522 FORMAT(T14,'TTEA',T24,«EFV,T35,•HPE',T45,•HPFW1,T55,'HPV•,T65,'HP
CF1,T75,'HPOl,T84,'PKESTt,T96,'PLT ',T104,«HPAL',T114,?60AT',/)
Sundstrand Aviation £»£ Page123
division of Sundiirand Corporation
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C (\ST)<£.AO VEHICLE SPEED AND TRACTIVE EFFORT
C
101 'JEAD(?i^OO)ViTESStTEA
I r I TESj)OOOi/«0>52
CU£\ritFT Sl'fcEUS
C
52 N6= (346. m*RA»V)/OI AW
N 10= U00)*((57600,1-IFWSPD ) *(V**2.I)**.5
• XSA=(,NIO/R3>-(R2«N6)
XSB=(K2*M6)
XSC=I-A)/(0-A)
XSO=lk4-A)/(D-A)
XSE=IC-A)/(U-AI
NU=(RO)»((XSC)*(XSA)+(XSB))
N1=(R1)*((XSO)*(XSA)*(XSB))
N7=(R',)«I(XSE)*(XSA)*(XSB))
N<,« (-1 ./R5) *MO
N?=(-l./kl)»N1
N3= ( - 1 . /R<. ) *N7
N0=(-K2)*N6
N9=(-1./R3)«N10
IF(V)80(80,81
N9-(-1./R3)«NIO
81 MU=NB/N7
C x—N
C I 7. JTORCUES AND HORSEPOWERS
Xt- A
xu=o-c
T6SS=ITbSS*OIAW)/(RA*2.«12.-)
T6A=(TCA«'UIAW)/(RA*2.*12.)
POHFW=TEA*V/375.
T10=POWF«*5252./N10
T5=T6/R2
c(/^-JCALCULAT£ HYDRAULIC UNIT HORSEPOWER LOSSES
(NOTE: The calculation of hydraulic unit
losses involves the use of proprietary
Sundstrand techniques, and is therefore
omitted. )
T07=5252.»PLV/ABS(N7)
T08=5252.«PLF/ABS(N8)
TD3=KA»T07
IF(KU)220,220,225
Page 124 Sundstrand Aviation wwm
di.mon 01 JunOllnng Corporillon
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220 T<.= ( ID<.<'lXA + XB)-r5«XB+TD3*XC-T9*(XOXO))/(ZA*XC-XA-XB)
T3=7A»T'.
T2=T5-T<,-TD'.-T3 + T03-T9
0 = AfiS(rjH)<-OISP/(231.*HAFAC)
T3R=T3-TU3
CO 1(J 230
225 !<•= ( TU<. <'UA4A»)+ (T5*XB)-TD3*XC>T9*UC + XD)
T 3 -- f A « f ',
T2= I'j-T', i fO'i + T3*T03-T9
0= AHS(NU)*D I SP*HAF AC/231.
230
H('HYU= ro»AOS(No)/ti2i>2.
DKLP=171<.. »H('HYD/0
IFUHSlUELP-OELrPl- 1. (260,260,250
GO 10
260 Ifi = T',K/U5
48 ) »T8/5252.
HP7=ADS(N7)*T7/5252.
I'RESS = 0.
PRESA=0.
PREST=OELP
T1=I2/R1
HPl=Tl»Nl/5252.'
HP10=T10*NlO/5252.
HP6 = T6*M6/5252.:
TT3"=R4«T7
TI5=T6/R2
C (^OcALCULATE SUMMER AND GEAR LOSSES
C
GO TO (301,302,303,304,305),KG
301 NNC=N2
GO TO 306
302 NNC=N3
GO TO 306
303 NNC = N<.
CO 10 306
304 NNC=K5
GO TO 306
305 NNC = N1J
306 HPP2 = ABS( ri2*(NNC-N2»
HPP3 = ABS(TT3*(NNC-N3 > )
HPP4 = AOS ( TT4MNNC-N4) )
HPP5=AOS(TT5*INNC-N5)I
HPP9=ABS(TT9*(NNC-N5)1
HPSL=(HPP2 + MPP3 + HPP4+HPP5 + HPP9)*(!.-EG 1/5252.
HPGL=(ABS(HP1)*K1 *ABS(HP10)*K10+ABS(HP7)*K7+ABS(HPO)*KB*ABS(HP6)*
CK6)*(1.-EG)
Sundstrand Aviation ft»A Page 125
dl.lilon of Sunditrand Corporallon
-------
ALCULATE CHARGE PUMP AND CLUTCH LOSSES AND OVERALL EFFICIENCY
HPEL'O.
HPFWL=0.
PLT=PLF+PLV
P&PM=(1.2*DISP+7.')*6000./7500.
PC= ( ( PCX-PCN1/6000. )*OELTP + PCN
HPAL=PC<'PGPK/I171<,.*.95)
HPCL = HPCLX*(ABSIV-30. >*>*2. 1/3025.
HP1=HP1+HPSL+HPGL+HPAL+HPCL
T1=5252.*HP1/N1
HPTL=HPSL+HPGL+IIPAL»HPEL+HPFWL+PLF+PLV+HPCL
EOAT=[HP1+HP10-HPTL1/IHP1+HP10)
WRITE CALCULATED UUTPUT
K'RlTE(3ii30)V,EIF,Tl,TlO,T7,TO,T6»PRESSiPLF .HPSLiHPCL
WKITEl3,5'JO»TESSiEFF,Nl,NiOiN7,N8,N6fPRESA,PLV iHPGL,MPTL
WRITE(3,5<.0)TEAiEFV,HPl,HP10,HP7iHP8iHP6iPKEST|PLTiHPALiEOAT
URI IE I 3,531)
530FORMAT(TU,F0.1,<.X,F6.3,3X,5(F7.1,3X),F8.1,3X,F7.2t2X,F6.2i5X,F6.2
C)
S'.O FORMAI(Tll,F8.1,AX,F6.3,3X,5(F7.1,3X),F8.1,3X,F7.2f2X,F6.2,AX,F7.'.
C)
531 FORMAT!/)
GOTO L01
900 CALL EXIT
END
Example of printed output from this program is shown in Appendix G.
Page 126
Sundstrand Aviation
dlvtilon ot Sundttnnd Corporall»n
-------
B. "Vehicle Design Goals - Six Passenger Automobile"
(Revision B - February 11, 1971)
Sundstrand Aviation
dlvlilon of SuniUtrand Corporation
-------
APPENDIX B
Exhibit B-2
AIR POLLUTION CONTROL G":VICE
ADVANCED AUTOMOTIVE POWKR SYriT.-'XS PROGRAM
"Vehicle Di::.; i.j-,11 Goals - Six P.ujiicii/ur Automobile"
(Revision B - February 11, L'J'/l - 11 i'uges)
The design goals presented below are intended to provide:
A common objective for prospective contractors.
Criteria for evaluating proposals and selecting
a contractor.
Criteria for evaluating competitive power systems
for entering first generacion system hardware.
The derived criteria arc based on typical characteristics of the class of
passenger automobiles with the Inrp.cst market volume produced in the U.S.
during the model years ]969 and 1970. It is noted chat emissions,
volurae and mos t weight ch.irar i.ur.isL ics presented are maximum values
while the performance ch.ir.icicr Lit Lcr: .ire intended as minimum values.
Contractors and prospective contractor.; who t...kc exceptions must Justify
these exceptions and relate these exceptions co the technical goals
presented herein.
1. Vehicle weight without propulsion system - WQ.
W is the weight of the vehicle without the propulsion system
and includes, but is not limited to: body, frair.e, glass and
trim, suspension, service brakes, seats, upholstery, sound
absorbing materials, insulation, wheels (rims and tires),
accessory ducting, dashboard instruments and accessory wiring,
passenger compartment heating and cooling devices and all other
components not included in the propulsion system. It also
includes the air conditioner compressor, the power steering pump,
and the power brakes accuating device.
W0 is fixed at 2700 Ibs.
2. Propulsion system weight - W_
Wp includes the energy scor.-ige unit (including fuel and containment),
power converter (including noth functional components and controls)
and power transmitting components to the driven wheels. It also
includes the.exhaust systcn, pumpj, motorb, fans and fluids necessary
for operation of the propulsion system, ar.d any propulsion system
heating or cooling devices.
Sundstrand Aviation £»± Page 127
dlvlilon ol Sundlirond Corporation
-------
-2- Rev. B - Feb. 11, 1971
The maximum allowable propulsion system weight, VL-j, is 1600 Ibs.
However, light weight propulsion systems arc highly desired.
(Equivalent 1970 propulsion system weight with a spark ignition
engine is 1300 Ibs.)
3. Vehicle curb weight - Wc
Wc • Wo + Wp !
The maximum allowable vehicle curb weight, Wcm, is 4300 Iba.
(2700 + 1600 max. =• 4300)
4. Vehicle test weight - Wt
Wc - Wc + 300 Ibs. Wc is the vehicle weight at which all
accelerative maneuvers, fuel economy and emissions are to be
calculated. (Items 8c, 8d, 8e)
The maximum allowable test weight, Wtn, is 4600 Ibs. (2700 -t-
1600 max. + 300 - 4600)
5. Cross vehicle weight - W
o
Wg = Wc + 1000 Ibs. Wg is the gross vehicle weight at which
sustained cruise grade velocity capability is to be calculated.
(Item 8f) The 1000 Ibs load simulates a full load of passengers
and baggage.
The maximum allowable gross vehicle weight, Wgm, is 5300 Ibs.
(2700 + 1600 max. + 1000 = 5300)
6. Propulsion system volume - Vp
Vp includes all items identified under item 2. V shall be
packagable in such a way that the volume encroachment on either
the passenger or luggage compartment is nor significantly different
than today's (1970) standard full size family car. Necessary
external appearance (styling) changes will be minor in nature.
V shall also be packagable in such a way chat the handling
characteristics of the vehicle do not depart significantly from a
1970 full size family car.
The maximum allowable volume assignable to the propulsion system,
Vpra, is 35 ft3.
Page 128 Sundstrand Aviation
ot SundiKand Corporation
-------
-3- Rev. B - Feb. ii, 1971
7. Emission Goals
The vehicle when tesced for emissions in accordance with the
procedure outlined in the November 10, 1970 Federal Register
shall have a weight of Wt. The emission goals for the vehicle
are:
Hydrocarbons* - 0.14 grurns/r.ile maximum
Carbon monoxide - 4.7 grams/mile maximum
Oxides of nitrogen** - 0.4 grams/r.iile maximum
Particulates - 0.03 grams/mile maximum
*Total hydrocarbons (using 1972 measurement procedures)
plus total oxygenates. Total oxygenates including
aledhydes will not be more than 10 percent by weight
of the hydrocarbons or 0.014 grams/mile, whichever is
greater.
**measured or computed as NOp-
8. Start up, Acceleration, and Grade Velocity Performance.
a. Start up:
The vehicle must be capable of beinp, tested in accordance with
the procedure outlined in the November 10, 1970 Federal Register
without special startup/warmup procedures.
The maximum time from key on to reach 65 percent full power
is 45 sec. Ambient conditions are 14.7 psia pressure, 60° F
temperature.
Powerplant starting techniques in low ambient temperatures shall
be equivalent to or better than the typical automobile spark-
ignition engine. Conventional spark-ignition engines arc deemed
satisfactory if after a 24 hour soak at -20° F the engine achieves
a self-sustaining idle condition without further driver input within 25
seconds. No starting aids external to the normal vehicle system
shall be needed for -20° F starts or higher temperatures.
Sundstrand Aviation fi»A Page 129
n ol Sundilrind Corporation
-------
-4- Rev. B - Feb. 11, 1971
b. Idle operation conditions:
The fuel consumption rate at idle operating condition will not
exceed 14 percent of the fuel consumption rite at the design
power condition. Recharging of energy storage systems is
exempted from this requirement. Air conditioning is offvthe
power steering pump and power brake actuating device, if
directly engine driven, are being driven but are unloaded.
The torque at transmission output during idle operation (idle
creep torque) shall not exceed 40 foot-oounds, assuming conventional
rear axle ratios and tire sizes. This idle creep torque should
result in level road operation in high gear which does not exceed
18 niph.
c. Acceleration from a standing start:
The minimum distance to be covered in 10.0 sec. is 440 ft.
The maximum time to reach a velocity of 60 mph is 13.5 sec.
Ambient conditions arc 14.7 psia, 85° F. Vehicle weight is Wt.
Acceleration is on a level grade and initiated with the engine
at the normal idle condition.
d. Acceleration in merging traffic:
The maximum time to accelerate from a constant velocity
of 25 T.ph to a velocity of 70 mph is 15.0 sec. Time starts
when the throttle is depressed. Ambient conditions are 14.7
psia, 85° F. Vehicle weight is Wt> and acceleration is on
level grade.
e. Acceleration, DOT High Speed Pass Maneuver:
The maximum time and maximum distance to go from an initial
velocity of 50 mph with the front of the automobile (18 foot
length assumed) 100 feet behind the back of a 55 foot truck
traveling at a constant 50 mph to a position where the back
of the automobile is 100 feet in front of the front of the 55
foot truck is, 15 sec. and 1400 ft. The entire maneuver taken
place in a traffic lane adjacent to the lane in which the truck
is operated. Vehicle will be accelerated until the maneuver is
completed or until a maximum speed of 80 mph is attained, which-
ever occurs first. Vehicle acceleration ceases when a speed of
80 mph is attained, the maneuver then being completed at a
constant 80 mph. (This does not imply a design requirement
limiting the maxir.ium vehicle upced to £0 mph.) Time starts when
the throttle is depressed. Ambient conditions are 14.7 psia,
85° F. Vehicle weight is W^, and acceleration is on level grade.
130 Sundstrand Aviation
division of Sunditnnd Corporation
-------
-5- Rev. B - Feb. 11, 1971
f. Grade velocity:
The vehicle muse be capable of st^rtir,^ from rest on a 30
percent grade and accelerating to 15 rr.^h and sustaining it.
This is the steepest grade on which the vehicle is required
to operate in either the forward or reverse direction.
The minimum cruise velocity thai: can be continuously maintained
on a 5 percent grade with an accessory load of 4 hp shall be
not less than 60 mph.
The vehicle must bo capable of achicvir.,-; a velocity of 65 mph
up a 5 percent grade and maintaining this velocity for a
period of 180 seconds when preceded and followed by continuous
operation at 60 mph on the same grade (as above).
The vehicle must be capable of achieving a velocity of 70 mph
up a 5 percent grade and maintaining this velocity for a
period of 100 seconds when preceded and followed by continuous
operation at 60 mph on the same grade (as above).
The minimum cruise velocity that can be continuously maintained
on a level road (zero grade) with an accessory load of 4 hp
shall be not less than 85 mph with a vehicle weight of W^.
Ambient conditions for all grade specifications are 14.7 psia
85° F. Vehicle weight is W,, for all grade specifications
except the zero grade specification.
The vehicle must be capable of providing performance (Paragraphs
8c, 8d, 8e 8f) with 5 percent of the stated 85° F values, when
operated at ambient temperatures from -20° F to 105° F.
Sundstrand Aviation
Page 131
-------
-6- Rev. B - Feb. 11, 1971
9. Minimum vehicle range:
Minimum vehicle range without supplementing cite euarcy storage
will be 200 miles. The minimum range shall be calculated for,
and applied co each of the two following modes: 1) A city-
suburban mode, and 2) a cruise mode.
Mode 1: Is the driving cycle which appears in the
November 10, 1970 Federal Register. For
vehicles whose performance does not depend
on the state of energy storage, the range
may be calculated for one cycle and ratioed
to 200 miles. For vehicles whose performance
does depend on the state of energy storage
the Federal driving cycle ir.ust be repeated
until 200 miles have been completed.
Mode 2: Is a constant 70 raph cruise on a level road for
200 miles.
The vehicle weight for both modes shall be, initially, Wt. The
ambient conditions shall be a pressure of 14.7 psia, and temperatures
of 60° F, 85° F and 105°.F. The vehicle minimum range shall not
decrease by more than 5 percent at an ambient temperature of -20° F.
For hybrid vehicles, the energy level in the power augmenting device
at the completion of operation will be equivalent to the energy level
at the beginning of operation.
Page 132 Sundstrand Aviation
dlvltlon of Sunditrind Corporation
-------
-7- Rev. B - Feb. 11, 1971
10. System thermal efficiency:
System thermal efficiency will be calcuL'-Ced by two methods:
A. A "fuel economy" figure bu:ied on i) nulc.s per gallon
(fuel type being specified) and 2) Lhe number of Btu
per mile required to drive the vehicle over the 1972
Federal driving cycle which appears in t.hc November
10, 1970 Federal Register. Fuel economy is based on
the fuel or other forms of energy delivered at the
vehicle. Vehicle weight is Wc.
B. A "fuel economy" figure based on i) miles per gallon
(fuel type being specified) and 2) the number of Btu
per mile required to drive the vehicle at constant
speed, in still air, on level road, at speeds of 20,
30, 40, 50, 60, 70, and 80 mph. Fuel economy is based
on the fuel or other forms of energy delivered at the
vehicle. Vehicle weight is Wt.
In both cases, the system thermal efficiency shall be calculated
with sufficient electrical, power steering and power brake loads
in service to permit safe operation of the automobile. Calculations
shall be made with and without air conditioning operating. The
ambient conditions arc 14.7 psia and temperatures of 60° F, 85° F
and 105° F. Calculations: shall be made with heater operating at
ambient conditions of 14.7 paia and 30° r (18,000 Btu/hr).
11. Air Drag Calculation:
The product of the drag coefficient, C^, and the frontal area, Af,
is to be used in air drag calculations. The product C^Af \\as a
value of 12 ft^. The air density used in computations shall
correspond to the applicable ambient air temperature.
12. Rolling Resistance:
Rolling resistance, R, is expressed in che equation
R •= W/65 [1 + (1.4 x 10~3V) + (1.2 10~5V2)] Ibs. V is the vehicle
velocity in ft/sec. W is the vehicle weight in Ibs.
Sundstrand Aviation &J& Rage 133
divlilon o( Sunditrend Corporation
-------
-8- Rev. B - Feb. 11, 1971
13. Accessory power requirements:
The accessories are defined as subsyotoir.s for driver assistance
and passenger convenience, not essential uo sustaining the
engine operation and induce: Lhc air conditioning compressor,
the power steering pump, the aliicrnator (except where required
to sustain operation), and the power brakej actuating device.
The accessories also include a device for heating the passenger
compartment if the heating demand is not supplied by waste heat.
Auxiliaries are defined as those subsystems accessary for the
sustained operation of the engine, and include condensor fan(s),
combustor fan(s), fuel pumps, lube pumps, cooling fluid pumps,
working fluid pumps and the alternator wher. necessary for driving
electric motor driven fans or pumps.
The maximum intermittent accessory load, ^a^, is 10 hp (plus the
heating load, if applicable). The maximum continuous accessory
load, Pacm, is 7.5 hp (plus the heating load if applicable). The
average accessory load, Paa, is 4 hp.
If accessories are driven at variable speeds, the above values
apply. If the accessories are driven at constant speed, Paim and
Pacm will be reduced by 3 hp.
Sundstrand Aviation
134
ouiiuoiiain
ol Sundttrind Corpor.tlon
-------
-9- Rev. B - Feb. 11, 1971
14. Passenger comfort requirements:
Heating and air conditioning oC tlic passenger compartment shall be
at a rate equivalent to that provided in the present (1970) standard
full size family car.
Present practice for maximum passenger corv.partTnent heating rate, is
approximately 30,000 Btu/hr. For an air conditioning system at 110° F
ambient, 80° F and 40% relative humidity air to the evaporator, the
rate is approximately 13,000 Btu/hr.
15. Propulsion system operating temperature range:
The propulsion system shall be operable within an expected ambient
temperature range of -40° to 125° F.
16. Operational life:
The mean operational life of the propulsion system should be
approximately equal to that of the present spark-Ignition engine.
The mean operational life should be based on a mean vehicle life of
105,000 miles or ten years, whichever coraes first.
The design lifetime of the propulsion system in normal operation will
be 3500 hours. Normal maintenance may include replacement of
accessable minor parts of the propulsion system via a usual maintenance
procedure, but the major parts of the system shall be designed for a
3500 hour minimum operation life.
The operational life of an engine shall be determined by structural or
functional failure.causing repair and replacement costs exceeding the
cost of a new or rebuilt engine. (Func'cional failure is defined as
power degradation exceeding 25 percent or top vehicle speed degradation
exceeding 9 percent).
Sundstrand Aviation &«£ Page 135
division ol Sunditrand Cor pout Ion
-------
-10- Rev. B - Feb. 11, 1971
17. Noise standards: (Air conditioner not operating)
a. Maximum noise test:
The maximum noise generated by the vehicle shall not
exceed 77 dbA when measured in accordance with SAE J986a.
Note that the noise level is 77 dbA whereas in the SAE
J986a the level is 86 dbA.
1
b. Low speed noise test:
The maximum noise generated by the vehicle shall not exceed
63 dbA when measured in accordance wich SAE J986a except
that a constant vehicle velocity of 30 mph is used on the
pass-by, the vehicle being in high gear or the highest gear
In which it can be operated at that speed.
c. Idle noise test:
The maximum noise generated by the vehicle shall riot exceed
62 dbA when measured in accordance with SAE J986a except that
the engine is idling (clutch disengaged or in neutral gear)
and the vehicle passes by at a speed of less than 10 mph.
the microphone will be placed at 10 feet from the centerline
of the vehicle pass line.
18. Safety standards:
The vehicle shall comply with all current Department of Transportation
Federal Motor Vehicle Safety Standards. Reference DOT/HS 820 083.
Page 136 Sundstrand Aviation
dM»lon of Suftdltrand Corporition
-------
-11- Rev. B - Feb. 11, 1971
19. Reliability and maintainability:
The reliability and maintainability of the vehicle shall equal or
exceed that of the spark-ignition automobile. The nean-time-between
failure should be maximized to reduce the number of unscheduled
service trips. All failure modes should not represent a serious
safety hazard during vehicle operation and servicing. Failure
propagation should be minimized. The power plant should be designed
for ease of maintenance and repairs to minimize costs, maintenance
personnel education, and downtime. Parts requiring frequent servicing
shall be easily accessable.
20. Cost of ownership:
The net cost of ownership of the vehicle shall be minimized for
ten years and 105,000 miles of operation. The net cost of ownership
includes initial purchase price (less scrap value), other fixed costs,
operating and maintenance costs. A target goal should be to not
exceed 110 percent of the average net cose of ownership of the present
standard size automobile with spark-ignition engine as determined by
the B.S. Department of Commerce 1969-70 statistics on such ownership.
Sundstrand Aviation
division ot Sunditrand Corporation
Pa9e137
-------
Page 138 Sundstrand Aviation
n of Sundiiftnd Corporation
-------
C. Automobile Accessory Loads
Sundstrand Aviation
division ot Sunditrand Corporation
-------
APPENDIX C
AUTOMOBILE ACCESSORY LOADS
Figure APP-C1 shows the accessory horsepower loads as a function of
engine speed. This curve was developed from accessory torque versus
engine speed data supplied to Sundstrand by EPA.
Sundstrand Aviation fi«A Page 139
division of Sundilrand Corporation
-------
0
1000 2000 3000 4000
ENGINE SPEED (RPM)
5000
Figure APP-C1 Typical "Full Size Car" Accessory Horsepower
vs. Engine Speed
Page 140
Sundstrand Aviation
Simdstfind Corporation
-------
D. Flywheel Horsepower Loss
Sundstrand Aviation
dMilon of Sundilrand Corporation
-------
APPENDIX D
FLYWHEEL HORSEPOWER LOSS
Figure APP-D1 shows the flywheel horsepower loss as a function of fly-
wheel speed. The values shown were jointly agreed upon by Sundstrand
and Lockheed. The horsepower loss numbers include bearing losses,
seal losses, gearing losses, windage losses, and vacuum pump power
required.
Sundstrand Aviation £«± Page141
dlvulon of Sunrtitrind Corporation
-------
3. 0
2. 5
C/3
1/3
o
2. 0
u
o
CU
W
§1.5
E
W
U
E
1. 0
. 5
5000
10000 15000 20000
FLYWHEEL SPEED ~
25000
Figure APP-D1 Flywheel Horsepower Loss vs. Fly-wheel Speed
Page 142
Sundstrand Aviation
dlvl*lon of Sund
-------
E. Federal Driving Cycle
Sundstrand Aviation
division o* Sundtlrand Corporation
-------
APPENDIX E
FEDERAL DRIVING CYCLE
Table APP-Elis a copy of the Federal Driving Cycle (Reference 1)
used in the computation of vehicle fuel consumption. Figure APP-E1
is a plot of the Federal Driving Cycle showing vehicle speed versus
time.
Sundstrand Aviation (Qfc Pa9e 143
dlvlilan ol Simtfttrand Corporation
-------
RULES AND REGULATIONS
17311
ArrcHDU A
•M«W OkOAH »TNAMOMCTtll DSIVINC SCIIKDUU
(Apetd VCMUI Timo Sequence)
Ttmt tf(t*
(9tC ) (».^.^>)
0 0.0
1 0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
10 0.0
11 0.0
13 0.0
13 0.0
14 0.0
16 0.0
18 0.0
IT 0.0
18 0.0
10 0.0
30 0.0
31 3.0
33 8.9
33 8.6
34 1 1 .8
28 14J
26 16.9
3T 173
38 18.1
29 20.T
30 31.T
31 33.4
33 33.6
33 33.1
34 31.9
39 30.9
36 30.4
37 19.8
38 17.0
39 149
40 14.9
41 193
42 155
43 18.0
44 17 1
48 10.1
4(1 21 1
47 22.7
4A 220
49 32.7
50 228
51 31.3
82 19.0
63 17.1
64 15.6
55 15.8
86 17.7
67 19.8
88 21.6
69 23.3
60 242
81 248
82 34.9
83 25.0
04 24.6
69 24.9
66 247
87 24.8
88 247
69 24.8
TO 346
71 35 1
72 268
T3 28.T
T4 39.4
T8 349
T8 39.0
77 38.4
78 36.0
T9 36.0
80 39.7
81 28.1
83 34.7
83 374
Time Bpcrd
84 28.0
89 29.3
86 29.8
87 30.1
88 30.4
89 30.7
90 30.7
91 30.9
92 30.4
93 30.3
94 30.4
95 30.8
96 30.4
97 29.9
98 39.6
99 39.8
100 30.3
101 30.7
103 30.9
103 3 1.0
104 30.9
106 30.4
106 29.8
107 29.9
108 30.2
109 30.7
110 31.2
111 31.8
113 32.2
113 32.4
114 32.2
115 31.7
116 28.6
117 25.3
118 320
119 18.7
120 15.4
121 12.1
122 8.8
123 5.5
124 22
125 00
120 0.0
127 0.0
12H 0.0
\'M 0.0
no oo
131 00
132 0.0
133 0.0
134 0.0
135 0.0
130 0.0
137 0.0
138 00
130 0.0
140 0.0
141 00
142 0.0
143 0.0
144 00
145 0.0
146 0.0
147 0.0
148 0.0
149 0.0
ISO 0.0
191 0.0
192 0.0
163 0.0
164 0.0
165 00
150 00
167 0.0
198 0.0
199 0.0
160 00
161 0.0
102 00
163 0.0
164 3.3
169 6.6
164 0.9
107 1JJ
Tine Siicri
(»rr. ) (m.p.A.)
1G8 16.5
109 19.8
170 22.3
171 243
172 25.8
173 26.4
174 25.7
175 25.1
178 24.7
177 25.0
178 26.2
179 25.4
180 25.8
181 27.3
182 265
183 24.0
184 32.7
189 19.4
186 17.7
187 17.2
188 18.1
189 18.6
190 20.0
191 22.2
192 24.9
193 27.3
194 30.9
195 33.5
196 38.3
197 37.3
198 39.3
199 40.5
300 42.1
201 43.5
202 45.1
203 46.0
204 4G.O
205 47.5
200 47.5
207 47.3
200 47.2
209 47.0
210 47.0
211 47.0
21 a 470
211 47.0
311 17. 'I
•I 1.1 474
2111 47.0
217 411. b
21(1 49.1
219 435
220 50 0
221 60.0
222 51.0
223 61.5
224 52.2
225 63.2
220 54.1
227 54.8
228 54.9
229 55.0
230 54.9
231 54.6
232 54.6
233 64.8
234 65.1
235 55.5
238 65.7
237 50 I
238 66.3
239 60.0
240 50.7
241 60.7
242 60.5
243 60.5
244 665
346 50.6
346 66.6
347 60.6
348 664
349 66.1
360 88.8
361 68.1
ArriNDU A— Continued
Timo Bprti
252 54.6
253 64.2
254 64.0
255 63.T
256 53.6
257 53.9
258 84.0
259 64.1
260 64.1
261 63.8
202 63.4
263 83.0
264 52.6
205 62.1
266 52.4
267 52.0
268 81.9
269 61.7
370 61.5
371 51.6 •
373 914
373 92.1
274 62.9
279 93.0
276 63.6
277 64.0
278 54.9
279 95.4
280 55.6
281 56.0
282 56.0
283 55.8
284 65.2
285 54.5
28G 53.6
287 52.5
288 51.5
289 61.5
290 51.5
291 61.1
292 60.1
293 50.0
294 50.1
295 00.0
29G 49.0
2IJ7 49.S
2f)fl 40.5
2'M 411.5
:inO 4:1.1
ri'ii mo
'JIM 411.1
303 47 2
304 40.1
305 4.1 0
30G 43.8
307 42.0
308 4 1 .5
309 10.3
3IO 3I1.6
31 1 37.0
312 35.2
313 338
314 32.5 .
315 31.5
316 30.8
317 30.5
318 30.0
319 29.0
320 27.5
321 24.8
322 21.5
323 20.1
324 19.1
325 18.5
320 17.0
327 15.5
32R 12.5
329 10.8
330 8.0
331. 4.T
333 1.4
333 0.0
334 0.0
335 0.0
336 0.0
33T 0.0
338 0.0
Time Speed
339 0.0
340 00
341 0.0
342 0.0
343 00
344 0.0
34S 0.0
346 0.0
347 1.0
348 4.3
349 T.6
390 10.9
351 14.3
353 173
353 30.0
354 32.5
355 23.7
356 25.3
337 26.6
358 38.1
350 30.0
360 30.8
361 31.6
363 33.1
303 32.8
364 33.8
365 34.5
366 34.6
367 34.9
368 34.8
369 34.5
370 34.7
371 35.5
372 36.0
373 36.0
374 36.0
375 36.0
376 30.0
377 36.0
378 36.1
379 36.4
380 3G.S
381 3G.4
3U2 3G.O
3U3 35.1
3114 34.1
3115 33.5
Mini 31.4
3117 21) 0
3llfl 2.1.7
311!) 2:1.0
390 20.3
391 17.5
392 14.5
393 12.0
394 8.7
395 6.4
390 2.1
307 0.0
390 0.0
390 0.0
400 0.0
401 0.0
402 0.0
403 2.6
404 5.9
405 9.2
406 12.5
407 15.8
408 19.1
409 22.4
410 25.0
411 25.6
412 27.5
413 20.0
414 30.0
415 30.1
416 30.0
417 29.7
418 29.3
419 28.8
420 28.0
421 35.0
422 31.7
423 18.4
424 18.1
436 11.8
Timo BfCCit
(tec.) (m p A.)
426 8.5
427 6.2
428 1.0
429 0.0
430 0.0
431 0.0
432 0.0
433 0.0
434 0.0
435 0.0
436 0.0
437 0.0
438 0.0
439 0.0
440 0.0
441 0.0
443 0.0
443 0.0
444 0.0
445 0.0
446 0.0
447 0.0
448 3.3
449 6.6
450 0.0
451 13.3
453 16.5
453 19.8
454 23.1
455 26.4
456 27.8
457 39.1
458 31.6
459 33.0
460 33.6
461 34.8
462 35.1
463 35.6
464, 36.1
4C5 3G.O
4GG 3G.1
4G7 3G.2
400 3G.O
4G9 35.7
470 3G.O
471 30.0
473 3.1.0
473 3.1.5
174 3.1.4
476 :i&.2
470 35.3
477 352
478 35.2
479 35.2
400 35.2
mi ' 35.0
482 39.1
483 35.2
484 35.5
485 35.2
480 35.0
487 35.0
488 35.0
489 34.8
400 34.0
491 34.5
492 33.5
493 32.0
494 30.1
.495 28.0
496 25.5
497 32.5
408 19.8
400 10.5
500 13.2
501 103
502 7.2
603 .'4.0
604 1.0
605 0.0
506 0.0
607 0.0
808 0.0
609 0.0
610 0.0
611 1.3
613 34
ArriMDix A— CoBtlaued
rims Bpcrd
(•ix;.) (m.p.ft.)
613 6.5
614 6.5
615 8.5
616 9.6
617 10.9
618 11.9
519 14.0
620 16.0
621 17.7
832 19.0
623 20.1
624 21.0
625 22.0
828 33.0 '
627 33.8
628 24.9
629 34.9
830 39.0
831 33.0
833 39.0
633 33.0
834 39.0
639 39.0
936 39.6
637 23.8
638 2G.O
539 33.6
540 25.3
541 25.0
512 25.0
613 25.0
544 34.4
545 33.1
646 19.8
647 16.5
548 13.3
549 0.9
550 6.6
651 3.3
552 0.0
553 0.0
65>k 0.0
65.1 0.0
650 0.0
557 0.0
5511 0.0
659 0.0
500 0.0
cm no
502 0.0
60.1 0.0
504 0.0
665 0.0
660 0.0
6G7 0.0
5G8 0.0
609 3.3
670 0.0
671 9.9
673 13.0
573 14.0
574 10.0
575 17.0
676 17.0 ••
577 17.0
578 17.5
579 17.7
580 17.7
581 17.6
582 17.0
583 10.9
584 10.8
685 17.0
BOO 17.1
0117 17.0
608 in.O
sno 10.5
600 10.5
591 16.6
692 17.0
693 17.6
894 18.6
695. 19.2
890 30.3
SOT 31.0
898 31.1
890 81.3
Time BpttJ
600 21.6
601 32.0
602 22.4
603 22.8
004 22.6
609 324
606 22.T
60T 33.T
608 33.1
609 36.0
610 36.9
611 37.0
613 36.1
613 33.3
614 19.8
618 18.3
616 13.9
61T 9.8
618 6.3
610 3.0
620 0.0
631 0.0
633 0.0
633 0.0
634 0.0
635 0.0
626 0.0
627 0.0
nnn o.o
62J 0.0
630 0.0
631 0.0
632 0.0
633 0.0
634 0.0
635 0.0
636 0.0
637 0.0
636 0.0
639 0.0
640 0.0
GU 0.0
G12 00 •
043 0.0
044 0.0
613 0.0
GIG 3.0
017 4.6
01 n 7.0
01!) 10.3
G.10 12.8
051 14.0
G52 16.3
G53 17.9
G34 19.6
655 31.0
650 32.3
057 23.3
058 24.5
G.19 353
GGO 35.0
CGI 30.0
GC2 26.1
GC3 2G.2
G64 26.3
665 26.4
666 36.5
6«7 26.5
668 36.0
OG9 25.9
670 336
G71 31.4
072 18.5
073 164
074 14.9
075 11.0
C7G 8.7
077 6.8
678 3.8
679 3.0
680 0 0
681 0.0
683 0.0
683 0.0
684 0.0
689 0.0
Time Eftfi
llee ) im n A 1
\m-'t \ni.p.n, i
634 0.0
687 0.0
688 0.0
683 0.0
€90 0.0
691 0.0
693 0.0
693 0.0
694 1.4
695 3.3
606 4.4
697 64
698 9.3
699 11J
700 134
701 14.6
703 104
703 16.7
704 164
709 164
706 18.3
707 10.3
708 30.1
709 314
710 334
711 334
713 33.1
713 33.7
714 33.3
715 334
716 32.3
717 31.6
718 304
710 18.0
720 19.0
731 13.0
732 0.0
T23 6.2
T24 4.9
725 3.0
726 2.1
727 0.5
720 0.5
739 3.2
730 6.5
T31 0.0
731! 12.3
733 14.0
734 10.0
735 1BO
730 100
737 21.6
73S 33.1
739 24.5
740 25.6
741 30.5
742 27.1
743 27.6
744 27.0
745 38.3
740 38.0
747 38.6
748 28.3
749 28.2
T50 38.0
751 37.9
752 36.8
753 35.5
754 23.9
758 31.9
750 19.0
T5T 16.5
758 14.9
759 r.:.5
700 9.4
701 6.3
703 3.0
763 1.9
T64 14
768 0.9
766 0.0
T6T 3.0
T68 6.3
T69 0.6
770 13.0
771 18.8
772 174
Mo. aio—Ft. 11-
Page 144
MDIIAL MGISTiR, VOL IS. NO. 31«—TUESDAY, NOVIMIH 10, 1970
Table APP-E1 DHEW Urban Dynamometer Driving Cycle
Sundstrand Aviation
dlvltlon of Sunditrand Corporation
-------
17312
RULES AND REGULATIONS
AmNon A— Continued
fini Bpted
\9n ) (•* P A.)
773 18.4
774 104
773 30.7
779 33.0
777 33.3
778 35.0
770 39.8
780 37.6
781 38.0
783 38.3
783 38.0
784 38.0
785 38.9
786 38.8
787 364
783 38.3
789 38.9
790 38.3
701 38.3
703 37.6
793 374
704 374
705 374
706 974
797 374
798 374
799 37.8
800 38.0
801 384
803 30.0
803 81.0
804 83.0
805 33.0
80S 83.0
807 83.6
808 84.0
809 844
810 34.3
811 84.0
813 84.0
813 83.0
814 53.6
819 93.1
819 33.0
817 83.6
818 320
810 31.9
820 31.6
821 31.3
822 30.6
823 30.0
824 29.9
829 29.9
826 29.9
827 29.9
823 29.6
829 29.5
830 29.9
831 39.3
833 38.9
833 38.3
834 37.7
833 37.0
836 294
837 33.7
838 32.0
830 30.5
840 19.3
841 19.3
843 30.9
844 31.4
845 32.0
848 33.6
847 .33.3
848 34.0
849 35.0
830 36.0
851 30.0
853 39.6
863 36.8
854 37.0
855 374
856 374
847 38.1
868 38.8
839 38.0
Tim* Bpced
(««.) (m.p.k.)
801 29.1
863 29.0
803 38.1
804 374
869 37.0
806 358
867 25.0
808 24.8
809 24.8
870 251
871 25.8
872 25.7
873 26.3
874 36.0
878 37.5
876 374
877 38.4
878 30.0
879 39.3
880 30.1
881 39.0
883 38.9
883 38.5
884 38.1
889 38.0
888 28.0
887 37.6
888 37.3
889 39.6
890 37.0
891 37.5
893 37.8
893 28.0
894 37.8
895 28.0
896 28.0
897 28.0
698 27.7
899 27.4
900 26.9
901 36.6
903 26.3
903 26.9
904 26.9
909 26.3
906 2G.2
007 2G.2
008 25.9
909 25.6
910 25.6
911 25.0
013 25.8
913 254
914 246
915 23.5
018 22.2
917 21.6
918 21.6
919 21.7
020 226
921 234
923 24.0
923 24.2
924 24.4
925 24.0
928 25.1
927 252
928 25.3
029 35.5
930 23.2
931 25.0
932 250
933 25.0
934 247
933 24.5
936 24.3
937 34.3
938 345
039 36.0
940 35.0
941 24.6
942 34.6 '
943 34.1
044 244
045 25.1
048 35.6 •.
Time Kfttd
(•re.) (nt.p.A.)
048 34.0
040 32.0
050 20.1
051 16.0
953 13.6
953 10.3
054 7.0
055 3.7
050 0.4
067 0.0
058 0.0
950 0.0
000 3.0
961 6.3
963 86
963 11.0
064 15.3
005 174
066 16.8
067 30.0
068 31.1
060 33.0
070 33.0
071 344
073 36.3
073 374
074 38.1
075 38.4
076 38.5
077 384
078 38.5
979 37.7
980 37.6
981 37.3
983 26.8
983 364
984 36.0
985 25.7
986 25.3
987 24.0
988 32.0
989 21.6
990 21.1
991 21.8
992 22.8
903 23.0
994 23.8
995 22.8
906 23.0
997 22.7
90S 32.7
999 22.7
1.000 23.5
1.001 24.0
1,003 246
1.003 24.8
1,004 25.1
1.005 25.5
1.006 35.6
1.007 25.5
1.008 25.0
1.009 24.1
1.010 23.7
1.011 23.3
1.012 229
1.013 22.9
1.014 22.0
1.019 31.6
1.018 20.8
1.017 174
1.018 14.3
1.010 10.9
1.020 7.6
1.021 43
1.022 1.0
1.023 0.0
1.024 0.0
1.025 0.0
1.021 0.0
1.027 0.0
1.028 0.0
1.020 0.0
1.030 0.0
1,031 0.0
1.033 0.0
1.033 0.0
ArpiNDix A— Continued
Time Bfttil rim* Btetd Tint Speed
(«ce.) (m.p.k.)
1.035 0.0
1.036 0.0
1,037 0.0
1,038 0.0
1,039 0.0
1.040 0.0
1.041 0.0
1.042 0.0
1.043 0.0
1,044 0.0
1,045 0.0
1.046 0.0
1,047 0.0
1,048 0.0
1.049 0.0
1.050 0.0
1,051 0.0
1.052 0.0
1,053 1.3
1.054 4.0
1,035 7.3
1.058 10.8
1.057 13.9
1,058 17.0
1,059 18.5
1,060 30.0
1.061 31.8
1.062 33.0
1.063 34.0
1.064 34.8
1.065 33.6
1.066 364
1.067 36.8
1.068 37.4
1.069 37.9
1.070 384
1.071 38.0
1,073 374
1.073 37.0
1,074 37.0
1.076 26.3
1.076 24.3
1.077 22.5
1.078 21.9
1.070 20.6
1.080 18.0
1.081 15.0
1.082 12.3
1.083 11.1
1,084 10.6
1,083 10.0
1.086 9.5
1.087 9.1
1.088 8.7
1,089 8.6
1.090 8.8
1.091 9.0
1.092 8.7
1.093 8.6
1,004 8.0
1,095 7.0
1.090 6.0
1.097 4.2
1.098 3.6
1.099 1.0
1,100 O.O
1.101 0.1
1.102 0.6
1.103 1.6
1.104 3.6
1,105 9.9
1,106 10.0
1,107 12.8
1.108 14.0
1.109 14.5
1.110 16.0
1.111 18.1
1.113 20.0
1,113 31.0
1,114 31.3
1.113 31.3
1.116 31.4
1.117 31.7
1.118 33.5
1,110 23.0
1.130 33.8
800 39.0 047 38.1 1,034 0.0 1,131 344
(•ce.) (mp.k.)
1,122 25.0
1.123 24.9
1.134 34.8
1.135 35.0
1.126 35.4
1.137 36.8
1.138 36.0
1,120 26.4
1,130 26.6
1,131 26.0
1.132 27.0
1,133 27.0
1.134 27.0
1.135 26.0
1.136 26.8
1.137 368
1.138 384
1.130 364
1.140 26.0
1.141 334
1.143 34.8
1.143 334
1.144 314
1.145 30.0
1.148 174
1.147 16.0
1.148 14.0
1.149 10.7
1.160 7.4
1.151 4.1
1.153 0.8
1.153 0.0
1.154 0.0
1.155 00
1.156 00
1.157 0.0
1.158 0.0
1.159 0.0
1.160 0.0
1.161 0.0
1.162 00
1.163 0.0
l.lGi 0.0
1.163 0.0
1.166 0.0
1,167 0.0
1.168 0.0
1.169 2.1
1.170 6.4
1.171 8.7
1.173 120
1,173 15.3
1,174 18.6
1.175 21.1
1.176 23.0
1.177 23.5
1.178 23.0
1.179 224
1.180 20.0
1.181 16.7
1.182 13.4
1.183 10.1
1.184 6.8
1.185 34
1.186 02
1.167 0.0
1.188 0.0
1,189 0.0
1.160 0.0
1.101 0.0
1.192 0.0
1.193 00
1.194 0.0
1.105 0.0
1.108 0.0
1.197 0.3
1.198 1.6
1.199 3.9
1.200 6.5
1.201 9.8
1.203 12.0
1.203 12.9
1.204 13.0
1.205 12.6
1.206 12.8
1.207 13.1
1.208 13.1
(•ec.) (nt.p./h.)
1.209 14.0
1.210 19.5
1.311 17.0
1.313 18.6 .
1.313 19.7
1.214 21.0
1.218 214
1.210 21.8
1.217 21.8
1,218 21.6
1.210 21.3
1.220 214
1.221 21.8
1.222 22.0
1.223 31.9
1.224 21.7
1.225 31.8
1.226 314
1.227 31.4
1.228 20.1
1.323 19.5
1.230 10.3
1.231 19.8
1.232 19.8
1.233 20.0
1.234 104
1.235 17.5
1.236 15.5
1.23T 13.0
1.238 10.0
1.239 . 8.0
1.240 6.0
1.241 4.0
1.242 3.5
1.243 0.7
1.244 0.0
1,245 0.0
1,2-16 0.0
1.247 0.0
1.248 0.0
1.249 0.0
1.250 0.0
1,251 0.0
1.252 1.0
1.253 1.0
1.254 1.0
1.255 1.0
1.25G 1.0
1.257 1.6
1.258 3.0
1.259 4.0
1,260 5.0
1.261 6.3
1.262 8.0
1,263 10.0
1.264 10.5
1.2G5 9.5
1.2GG 84
1.267 7.6
1.268 8.8
1.269 11.0
1.270 14.0
1.271 17.0
1.272 19.5
1.273 21.0
1.274 21.8
1,275 22.2
1.278 23.0
1.277 23.0
1278 34.1
1,279 34.5
1,280 24.5
1.281 24.0 .
1.283 23.5
1.283 23.5
1.284 23.5
1,285 23. S
1.286 23.5
1.267 234
1.380 34.0
1.289 34.1
1.290 34.6
1.291 24.7
1,292 29.0
1.293 29.4
1.294 35.6
APPENDIX A — Continued
r<«« Eftt'l
(trc.) (m.p.A.)
1.236 20.0
1.297 2G.2
1.298 37.0
1.309 37.8
1.300 38.3
1.301 39.0
1.303 29.1
1.303 29.0
1.304 38.0
1.303 34.7
1.306 31.4
1.307 18.1
1.308 14.8
1.309 11.6
1,310 8.3
1411 4.9
1413 1.6
1413 0.0
1414 0.0
1415 0.0
1418 0.0
1417 00
1.318 0.0
1419 0.0
1420 0.0
1.321 0.0
1.295 25.7
Ttnt Bpttd
(ice.) (*>.p>.)
1.322 0.0
1,323 0.0
1.324 0.0
1.325 0.0
1428 0.0
1427 0.0
1.328 0.0
1.329 0.0
1.330 0.0
1.331 0.0
1.332 0.0
1.333 0.0
1.334 0.0
1.335 0.0
1436 0.0
1437 0.0
1.338 1.6
1430 48
1.340 8.1
1.341 11.4
1443 13.3
1.343 131
1444 168
1445 18.3
1449 10.5
Ti.-nH Bpltrt
(ire.) (m.p.A.)
1447 J0.3
1.343 314
1449 31.9
1.350 33.1
1451 32.4
1.353 32.0
1.363 31.8
1.354 31.1
1.355 304
1.359 20.0
1457 19.8
1.358 18.5
1.359 174
1400 16.5
1491 154
1462 14.0
1463 11.0
1.364 8.0
1.365 8.3
1466 34
1,367 0.0
1468 0.0
1469 0.0
1470 0.0
1471 0.0
PEOEIAl ItOlSTEt, VOL 3S. NO. 319—TUESDAY. NOVEMBEI 10. 1970
Table APP-E1 DHEW Urban Dynamometer Driving Cycle (Continued)
Sundstrand Aviation CA
dlvlilon of Sunditrand Corporation
-------
5"
CO
CL
CO
OQ
C
t)
o
r^-
O
H
V
<
o
1-^
(D
(A
80
70
60 .
50 <
40
30 «
20
10 ,
300
ron
TIME SEC.
120-'
1350
-------
F. Tractive Effort Vs. Vehicle Speed
Sundstrand Aviation
dlvfelon of Sunditnnd Corporation .
-------
APPENDIX F
TRACTIVE EFFORT VS. VEHICLE SPEED
Figure APP-F1 shows the tractive effort vs. vehicle speed profile sup-
plied to Sundstrand by EPA for the purpose of defining the flywheel
transmission performance envelope.
In calculating the steady state tractive effort versus vehicle speed, the
method outlined in "Vehicle Design Goals - Six Passenger Automobile",
(reference Appendix B), was used. The following defines the equation
and parameter values used in carrying out these calculations.
TESS = TEAERO + TERR
(A
FRONTAL
AERO 2g
TERR = 53- £ + (1-4 x 10'3) V + (1.2 x 10~5 x V2)J
Where:
- Tractive Effort Steady State (Lbf)
- Tractive Effort Required to Overcome
Aerodynamic Resistance (Lbr)
TER~ - Tractive Effort Required to Overcome
Rolling Resistance
AFRONTAL * Frontal Area (Ft2)
Cjj - Drag Coefficient
X (Cd> = 12
AIR - Air Density (Used . 0728 lb/ft3 @ 85°F)
V - Vehicle Speed (ft/ sec)
Page 147
W - Vehicle Weight (Ib)
Sundstrand Aviation C&
(JMilon of Sundltrind Corporation
-------
Figure APP-FZ shows the tractive effort available for vehicle
acceleration. Per discussions with EPA, for the purpose of defining
part load acceleration, the following was established:
Example: (See Figure app-F2 for definition of terms)
50% Acceleration Load
50% Acceleration Load = . 5 x TE
Tractive effort available for acceleration therefore equals
148 Sundstrand Aviation m**™
dlvlilon at 3undit/ind Corporation
-------
REVERSE
BRAKING
5
o
2400H
2000-
IGOOi
2500 Lb.
2150 Lb.
m
H 1200-J
° \
LL f
"• !
u 800 -
01
^ 400
QC
FORWARD
DRIVING
Hp
107 Hp
REVERSE
DRIVING
10 20 30 40 50 60
VELOCITY, MPH
70
-1437 Lb
M^^MM
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Figure APP-F1 Tractive Effort vs. Velocity Requirements
for Heat Engine/Flywheel Hybrid Passenger Car
Drive System
Sundstrand Aviation
dlvlilofl of Sundltrand Corporation
Page 149
-------
o
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Maximum Aceleration Load
per Figure APP-F1
Vehicle Speed
TE = Total Tractive Effort Available
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= Tractive Effort Required to maintain steady state speec
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Figure APP-F2 Tractive Effort Available for Acceleration
150
Sundstrand Aviation *
dMilon of Sufiditnnd Coipoiition
-------
G. Computer Readouts Program T8H
Sundstrand Aviation
dlvlilon of Suntfitnnd CO'porttlon
-------
APPENDIX G
COMPUTER READOUTS PROGRAM T8H
The following are examples of readouts obtained from Sundstrand
computer program T8H described in Appendix A. Results are shown
for "J transmission configurations:
(1) Baseline (8A) transmission "Non Flywheel"
(2) Baseline (8A) transmission
(3) Alternate (8C) transmission
Sundstrand Aviation Oo Page 151
dlvltlon of Sundilnnd Corporation
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CA«T SPEC
0060
CART AVAIL PMV OHI
0060 0001
0003 0000
ACTUAL 16K CONFIG 1 h*
FLYWHEEL TRANSMISSION ANALYSIS
VEKSION bM02
A - 0.000000
n * 0.715100
C • 0.715100
0 • 1.000000
RA> 2.766600
»!• 0.535810
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2.290000
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Page 160
Sundstrand Aviation
dlwlllon ol Sunditrtnd Corporation ^P W g
-------
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Sundstrand Aviation
dlvUtofl (H Sunditrind Corporation
Page 161
-------
Pag€ 162 Sundstrand Aviation
n of Sunditnnct Corporation
-------
H. Engine Fuel Economy Map
Sundstrand Aviation
division of Sundttrand Corporation
-------
APPENDIX H
ENGINE FUEL ECONOMY MAP
Figure APP-H1 shows a fuel economy map for a typical medium sized
automobile engine. This curve was supplied to Sundstrand by EPA.
Figure APP-H2 shows the minimum specific fuel consumption curve
generated by Sundstrand from the data on figure APP-Hl for the purpose
of use with the Sundstrand computer programs. It should be noted that
the fuel consumption performance shown throughout this report is
predicated on the fuel consumption plots shown on figure APP-Hl.
A different fuel consumption profile could significantly effect the fuel
consumption results of this study.
Sundstrand Aviation £n± '***163
n ot Sundtlrand Corporation
-------
i
"j
u
13
X
- i.T: I :'. I ! ' '
--:!--:frrnit!4fhf
1"0 TYPiCAT, IETJIUM ^IZE ENGINE >'t1
. ': '. i'; ,,:,j....|:i:.|j j ; J"..
'"™": 'h'tfj-i'tf r! "t"':" 'T
.
L ...:.,.J_i.,J. ....'
:.!.: ' .; i i
< • ' i
• ' U ' ^^ : t I ' * ! !
O . L * ' I • • * •
L.' '.j. *J°.*.i.! .w*° ; ..1200 ikbo' ;-"."uoo*
'ateo :3coo 3200* 3^00.. ; 36c
.: I ; ••" i i I : -I . : l
T ' ' I'
Congiant Specific
:on«umptlon Una* (Lb/
. i. .1.; ;
36o
-------
800
Figure APP-H2 Engine Speed vs. Engine Power for Minimum SFC
Sundstrand Aviation
dlvllion Of Sundltrand Corporation
Page 165
-------
Sundstrand Aviation
divition ol Sunditrend Corporation
-------
I. HP Flow Within the Transmission
Sundstrand Aviation
dlvlilon ot Sunditrend Corporation
-------
APPENDIX 1
HP Flow Within the Transmission
The following figures define the direction of horsenowpr
flow within the transmission (8A) during the various conditions
of operation. Each figure shows a schematic of the system with
arrows to show direction of power flow, a speed nomoqrnph and
a torque nomograph.
x
The symbols used on the following figures are listed
below:
' Engine Input Leg
Transmission Output Leg
Five Element Planetary
Variable Displacement Hydraulic Unit
Fixed Displacement Hydraulic Unit
Clutch (Open)
•Clutch (Closed)
Flywheel
Output Link
Fixed Hydraulic Unit Link (1st Mode)
Fixed Hydraulic Unit Link (2nd Mode)
Engine Link
Variable Hydraulic Link
Flywheel Link
Sundstrand Aviation age
divi»ion of Sunditrond Corporation
-------
The plus and minus symbols at the bottom of each fiaure
indicate the product of the speed and torque vectors. A positive
sign indicates that the horsepower flow is into the summer and a
negative sign indicates that the horsepower flow is out of the
summer.
Also given are the transmission system speeds, torques, and
horsepower for 20 MPII and 70 MPH for both Versions 8A and 8C
(Figure APP-10).
VER&lON tC
O
-------
Speeds
Torques
3
f
Figure APP-I1
Start Up
Sundstrand Aviation
division ol Sunditrand Cotporalion
Page 169
-------
\ FW-'l
Speeds
r
I
ll
I -'
r
Torques
-r
*~
F
Figure APP-I2
1st Mode - Acceleration
Page 170
Sundstrand Aviation
-------
i ar Mare
Torques
Figure APP-I3
1st Mode- Cruise
Sundstrand Aviation £.«£
division ol SunOHrand Cinpoi«!ioi
Page 171
-------
Speeds
r
Torques
V F--
Figure APP-I4
1st Mode - Deceleration
Page 172
Sundstrand Aviation S,
division of Sunditfand Corporation
-------
Speeds
-FT t-
Torques
-J
Figure APP-I5
2nd Mode - Before St. Tru.
Acceleration
Sundstrand Aviation
division ol SuMDitrand Corporal
Page 173
-------
•\ -
Torques
Figure APP-I6
2nd Mode - Before St. Tru.
Cruise
Page 174
Sundstrand Aviation
diviilon of SundSirand Corporilion
-------
Speeds
I T
u
Torques
Figure APP-I7
Znd Mode - Before St. Tru.
Deceleration
Sundstrand Aviation
division of SundM'and Corporeiio
Page 175
-------
Speeds
I
1 -I
Torques
Figure APP-I8
2nd Mode - After St. Tru.
Acceleration
Page 176
Sundstrand Aviation ™™«TO
dxiiion ot Sundlti ind Corporciion V) 9 'D
-------
-3t—E£
C r-
i
Speeds
Torques
Figure APP-I9
2nd Mode - After St. Tru.
Cruise
Sundstrand Aviation
division of Sundttumd Corporation
Page 177
-------
Speeds
H
<^_
i
Torques
Figure APP-I10
2nd Mode - After St. Tru.
Deceleration
Page 178
Sundstrand Aviation
division ol Sunditrand Corporation
-------
».
/. . xl
'If- >' •" £T
Speeds
To rt(iu-p
Figure APP-I11
Reverse
Sundstrand Aviation
Page 179
divmon ol Sundttrand Corporation
-------
Page 180 _ . . . A . ..
Sundstrand Aviation
dn-von ol SundMrand Corpoidtion
-------
J. Attachment 1, Scope of Work, Contract No. 68-04-0034
Sundstrand Aviation
diviiion ol Sundilrand Corporation
-------
APPENDIX ,T
Attachment 1, Scope of Work, Contract No. 68-04-0034
ATTACHMENT 1
SCOPE OF WORK
I. Purpose
The purpose of this contract is to quantitatively assess the practicality
of a transmission that will meet the requirements of the heat engine/flyvhecl
propulsion system. The contract will furnish information regarding the
optimum transmission fron both the technical and economic standpoint.
The information about the ultimate practicality of such a transmission will
be the major input for a go/no go decision on further development of the
concept.
II. Requirements
1. The transmission system is to be considered for application
to a full size "family car" automobile. The specifications of
this vehicle are included in the attachment to the scope of
work as Exhibit B-2 "Vehicle Design Goals."
2. Functionally, the transmission may be considered to consist of
three links that transmit torque and power.
A schematic dl.-^rnn, for the pvrpoco o' if.c::LiI;yin0 I'l.c IJ.I.'..L. ,
'•is shown below.
I .FLYWHEEL
HEAT __ ..-.LOAD
'ENGINE 3
A. Link 1 couples the heat engine to the flywheel for the
purpose of increasing the flywheel energy.
B. Link 2 couples the flywheel to the load for acceleration,
and the load to the flywheel for regenerative braking.
C. Link 3 couples the heat engine to the load, for cruise.
3. Transmission Link Characteristics
A. Link 1 • . ' •
Link 1 is the transmission subsystem that "recharges"
the flywheel. For the purposes of Phase I, the control
parameter that determines the flywheel "state of charge"
is the requirement that the total kinetic energy of the
flywheel plus vehicle remain constant. This is the key
control parameter. The system ti;r.e constraint should be Page 181
euch that the system chows minimal, history dependence.
-------
-2-
F.or example, the acceleration capability of the system
should not be history dependent. The design ranges for
Link 1 are set by the engine operational mode specified
in Link 3.
B.Link Two
Link two includes supplying the acceleration and some
regenerative braking from the flywheel to the road and
vice versa. This is expected to be the most difficult problem
area. Since the usable energy in a flywheel is proportional
to the difference of the squares of the operational speeds,
this implies a high flywheel speed. ratio.' This ratio is one
of the Phase I parameter.1;.
It shall range from 3:1 (24000 rpni to 8000.rpm) to 3:2
(24000 rpm to 16000 rpm). Since the flywheel decreases speed
as the vehicle accelerates the product of the vehicle speed
ratio and the flywheel spe'jd ratio is necessary for Link tv:o.
The overall Link 2 speed ratio is another paranoter and shall
vary from maximum output to input speed ratio C-'o/Ni) for
.10 to .033. Over this speed ratio the. "gear ratio" must be
continuously variable. The vehicle speed ratio for Link 2
has to be aided by some low speed mechanise. This "clutching"
function is another parameter to be studied in Phase I.
The nominal peak values for the torque and horsepower for
Link 2 are 300 ft-lb and 200 horsepower respectively. These
are nominal figures and indicate the acceleration figures.
Regeneration imposes a different and unusual requirement on
Link 2. It is recognized that vehicles under maximum braking
may develop instantaneous horsepowers in excess of three
times the maximum installed horsepower. However, since the
application of front wheel drive or four wheel drive does not
appear at this time to be a cost-effective solution, the
vehicle is considered to have rear wheel drive. This limits
"the amount of regeneration that is possible. Another of the
parameters of Phase I will be the ratio of maximum regeneration
power to maximum acceleration power. For values of this
parameter exceeding one, the regeneration power is the Link 2
sizing parameter. Due to the rearwheel drive aspect of the
considered vehicle the parameter probably will not exceed one
by a large amount. One of the tasks of Phase I will be to
assess the amount of power practically generated by the rear
wheel service brakes of conventional vehicles a:id consider
the effects on transmission cost and complexity of using
all or a fraction of this power.
Page 182 Sundstrand Aviation
division ol Sundvfand Corporation
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-3-
Link Three
Link one includes supplying the cruise power to the road,
between 60 and 100 horsepcu/er , and supplying flywheel windage
and bearing losses and nsakeup in the transmission/control system.
The input speed and load ratio for link one (essentially
the operating range of the heat engine: - v;hich here is taken
to be a spark ignition internal combustion engine) will consist
of four cases :
1. Variable speed, variable load.
2. Variable speed, constant load.
3. Constant speed, variable load.
4. Constant speed, constant load.
The maximum speed ratio is 3.1. The maximum lor.d ratio is
from idle to continuous rated power. Each of the four heat
engine operational modes is to be analyzed for its effect
on the total transmission and associated control system feasibility
and cost. ;
The ttansiiiiasioii ty^co lor each ol tliti three llakj to be
considered include:
1. Mechanical
2. Hydrostatic
3. Power splitting (a combination of 1 and 2).
»
Each of the transmission types are to be studied for each
of the 3 Link functions. This does not imply that three
separate transmissions are considered necessary. The three
Links are to be considered power and torque transfer functions.
Ill, Statement of V.'ork
Phase I
Task I - Feas ibi ] i ty Analy s is
The contractor shall conduct feasibility analysis of the various
types of transmission for the Link functions outlined in II 3. The
contractor shall provide, when requested by the project officer, but
not earlier than 90 days -from the effective date of the contract
layout drawings of the transmission or parts of the transmission, in
order that independent checks of stress analysis, thermal analysis
and safety analysis can be nade. .-••-.
Sundstrand Aviation £Jk Page 183
of Sun
-------
-4-
Task 2 - Control Systcn Analysis
j
.The contractor shall conduct control systems analysis on the
entire transmission/engine/vehicle system. Control system analysis
shall include:
a) stability analysis
b) safety analysis
c) analysis of possible "pathological case" operator induced instability,
Task 3 - Performance Analysis
The contractor shall compute transmission efficiency based on
full load ;iccelci\-it ion operation to maximum vehicle speed, and part
load acceleration efficiency at 10 percent load, 20 percent load,
30 percent load and 50 percent load. Steady state cruise
calculations of efficiency shall be made for vehicle speeds of 30,
50, and 70 miles per hour.
Task 4 - Cost Analysis
The contractor shall perform cost analysis of the various transmission
concepts. The quantity of transmissions in units per year to be
considered are 100,000 and 1,000.000. This shall be original
cqi.l^..i<_.iU manufacturer (OEM) cost. The reference transmission,
against which all cost and performap.ee coir.parisons shall be made, is
the conventional multi-speed torque converter ("automatic")
transmissions.
'Task 5 - Transmission Recommendation
A recommendation of an optimum transmission based on the system
cost and efficiency shall be made. This recommendation shall include
designs of the optimum transmission in such detail that accurate cost
estimates required in Task A above can be made. The recommendation
shall include the optimum flywheel speed ratio, heat engine operational
mode and physic?.! configuration of the' system.
- If in the opinion of the Contractor no optimum transmission/control
system can actually be found that fulfills the requirements this
conclusion should be made.
Phase II
Task I - Transmission Detail Desif.n
The contractor shall rcake shop drawings for the fabrication of
the optimum transmission of Phase I.
Page 184 _ . . . A . .
Sundstrand Aviation
div.non ol Sundsuano Corporation
-------
-5-
Task 2 - Test Plan
A. The contractor shall submit to the Project Officer a
detailed plan for the testing of the optimum transmission.
B. The system to be tested shall be a "breadboard" consisting
of a heat engine, a flywheel, and an engine dynamometer.
The choice of flywheel and engine shall be made Jointly by
the project officer and the contractor,
C. The contractor shall make measurements of system efficiency
at the points calculated in Phase I.
D. The contractor shall make off design system specific fuel
consumption maps.
E. The contractor shall perform detailed control system tests,
including experimental exploration of possible operator induced
stability.
F. The contractor shall identify and attempt to resolve and
explain any discrepancies that arise bctvr?.c:n the prcclic'.:/?-..;•.
Phase I and the experimental results.
C. The contractor shall make graphical representations of
all efficiency data generated in Phase II including part load
data. Comparisons to the reference transmission identified
in Phase I, point 6 shall be made.
Task 3 - Transmission Fabrication
The contractor shall build the transmission from the detail
plans obtained in Task 1.
Task 4 - Test Program
-'The contractor shall, after the concurrence of the project officer,
conduct a transmission test program from the plans outlined in
Task 2. .
Task 5 - Program Plans
The contractor shall, after the completion of the major portion
of the test program, prepare program plans for future work; vhf.ch
would be oriented toward system installation in a vehicle.
Task 6 - Reporting
Sec Article III - Reports. ^^^ Page 185
Sundstrand Aviation
division of Sunditund Corporation
-------
Page 186
Sundstrand Aviation
dmtion of Sundsirand Corporation
-------
K. Drawings
Sundstrand Aviation
division of Sundstrand Corporation
-------
APPENDIX K
DRAWINGS
This section contains thr following drawings:
2724A-LI .Layout Baseline (8A) Transmission
2724A-L2 .Layout Alternate (8C) Transmission
2724A-L3 Layout Baseline (8A) Control Schematic
2724A-EI Outline Baseline (8A) Transmission
Sundstrand Aviation
dMiton of Sundilrtnd Corporation
Page 187
-------
Page 188
Sundstrand Aviation
dimion of Sundilrand Corporation
-------
-------
-------
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-------
-\-
i PARTS LIS"
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-------
-(XL TOUTS TO t FROM COOLED
( OH. LEVEL CHECK M MS
AKA. TO BE COORDINATED
-SELECTOR LEvEfl fcR,N.F1,CONNECTION TC
(MINE COMtROL t CONNECTION TO BRAKE I
ACCELERATOR PtD»v M THIS AREA.
10 Bt COORDINATED
TO BE COO«0"»»T£0
-------
L. Major Component Cost Breakdown
Sundstrand Aviation
dlvfiton of Sunditund Corporation
-------
APPENDIX L
COST INTIMATE
BREAKDOWN 13 Y MAJOR
SUBASSEMBLY
(Baseline 8A Transmission)
Item
Planetary Gear Set
(14-26, 28-30, 193-195)
Transfer Gears
(30, 108, 32, 148, 71, 123, 83, 147)
Shafting
(188, 46, 47, 81, 80, 59, 86, 137,
109, 122, 154)
Mode 1 Clutch (Excluding Clutch Hub)
(70, 63-68, 98)
Output Clutch (Including Mode 1
Clutch Hub)
(62-68, 79, 98)
Mode 2 Clutch (Including Clutch Drive
Gear)
(124, 126, 128, 129, 132-136)
Hydraulic Units
(115-117, 120, 121, 161)
Charge Pump
(170, 173-179)
Housing, Covers, Oil Pan
(156, 157, 166-169, 186)
Control System
(203, 208-210)
Anti-Friction Bearings
Thrust Washers, Liners
Seals, Gaskets
Misc. Hardware
1,000,000
Per Year
$14.20
$13.50
$27.50
$ 5.26
$ 8.46
$ 8.90
$36.35
$ 2.75
$24.70
$13.05
$13.75
$ 2.10
$. 1.55
$ .60
100,000
Per Year
$21.30
$24.30
$44.00
$ 8.95
$14.40
$15.10
$60.45
$ 4.13
$33.40
$19.60
$13.75
$ 2.10
$ 1.55
$ .60
TOTAL $172.67 $263.63
* Reference Balloon sheet and parts list
Drawing 2724A-L1 (Appendix K)
These costs include assembly and production test costs. age
Sundstrand Aviation |
dklilon of Sunditrtnd Corporation
-------
age Sundstrand Aviation
division of Sundilrand Corporation
-------
M. Analog Computer Simulation
Sundstrand Aviation
dlvUlon of Sundttrand Corporation
-------
APPENDIX M
ANALOG COMPUTER SIMULATION
Analysis of the dynamic properties of a hydromechanical,
energy storage transmission and its controls was accomplished
on an EAI 690 hybrid computer.
Figure APP-M1 shows a pictorial diagram of the system
analyzed. Figure APP-M2 shows the gear ratio's and torque
nomenclature used in the anlaysis. Table APP-Ml shows the
equations used in the analysis. Table APP-M2 defines para-
meter nomenclature.
Table APP-M3 defines the torque required out of the
transmission to maintain constant road speed. Fioure APP-M3
shows the torque available from the engine at various throttle
settings and engine speeds. These curves were assumed from
the "typical medium size engine fuel economy map" (reference
Appendix H) supplied by EPA.
Figure APP-M4 and APP-M5 show the analog computer
wiring diagrams. Figures APP-M6 and APP-M7 show representative
analog traces of vehicle acceleration and deceleration.
Only one mode of operation was simulated due to the
similarity of both operationg modes.
Page 191
^"S^
Sundstrand Aviation
n of 5
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-------
: 'F
.452
'EL r
EL
T'
WE
F HYDRAULIC
UNIT
"TWE TWO
-T
W
W
In-ocrr
' .785
t
Figure APP-M2 Transmission System Schematic
Sundstrand Aviation
dlmlon o) Sunditrond Corpor*tl»n
Page 193
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TABLE APP-M1
Equations
Variable Unit Flow, Qv -
Qv = Qf + QI + Qc cis
Where :
Qf = DfWf
= LPw
Pw
DyXvWv = DfWf + LPW + (V/B) Pw
Solving For PW, Yields -
Pw = (B/VS) (DVXVWV - DfWf - LPW)
Also:
PW = Tf/Df' Substituting this into the previous equation
and solving for Tf, yields - -
1) Tf = (BDf/VS) [DyXvWv - DfWf - (L/Df) Tf] in-lb.
2) Tv = (DvXv/Df) Tf in-lb.
3) Te = f (We, 0t) in-lb.
4) T1 = f (W ) in-lb.
Referring to Figure APP-M2.
/ /
fri __ rri fri
1 el ~ we el
T/el = <*Tf/.452
Where: * = -1.2164 Xy - 0.71778
Therefore -
Tel = -2.691 XT- - 1.588 Tf AND
Tel = 19.88 Tw + 2.691 XyT-f + 1.588 Tf
We = (Te-Tel)/Jes
Sundstrand Aviation
pang 1 04 dlvlnon of Sunditr«ntf Cofporatlon
-------
(Table APP-Ml Continued)
5) We = (Te - 19.88 Tw - 2.691 XyTf - 1.588 Tf)/Je S Rad./Sec.
To = To' + Two
T
0
, =
Tf/.785 = 1.5496 XvTf + 2.1883 Tf
TQ = 1.5496 XvTf + 2.1883 Tf + 15.5 TW
wo = (To - T!)/JOS
6) WQ = (1.5496 XyTf + 2.1883 Tf + 15.5 Tw-T1)/JQs Rad./Sec.
The three equations which relate the speeds for Figure APP-M2 are
Wg = 0.751 Wv + 0.452 Wf
WQ = 0.545 Wv 4- 0.785 Wf
Ww = 19.88 We - 15.5 WQ
Also -
7) Ww = 19.88 We - 15.5 WQ = TW/JW Rad./Sec.2
Equations 5, 6, & 7 can be combined and solved for T,
8) Tw = (.049815 Te - .080243 Tf - .13486 XyTf + .00052 TI) .in.-lb.
The foregoing equations describe the basic rotating hardware.
The load torque, equation 4, was generated on an analog variable
diode function generator. The engine torque, equation 3, being
a function of two variables, was generated on the digital
computer using a bi-variable D.F.G. subroutine.
The controls consist of an acceleration valve (or stroke
control valve) and an energy balance valve (or engine throttle
control valve). The following equations apply to the controls:
Sundstrand Aviation IU& Page 195
division of Sundatrand Corporation
-------
(Table APP-Ml Continued)
9)
= (ko/AcS) (Ay
in,
10) Ay = CyY" in.
11) y" - y1 - (AV/K ) P,, + F^/K in,
y
12) y1 - y/20 in.
Fx = Acpc = kxxv -
13) Pc = (kvXv + AbPb)/A psi
14) Pb = Ps-Pc psi
* Fz = Fo + Fw - kzz - FP1Z
15) Z = (FQ + Fw - Fplz)/kz in,
16) F = (mr)
Ib.
17) F,., =
w
Q =
(mr)w (Ww/6)2 Ib.
•f
= ko (Az /Ps-Pt
18)
19)
(ko/AtS) (Az/Pg-Pt
2
CZZ in.
20) Pt = ktWt/At psi
21) 9 = C.W degrees
Page 196
Sundstrand Aviation
dlvitlon ot SunOttfind Corporttlon
-------
TABLE APP-M2
PARAMETER NOMENCLATURE
Qf -
QC -
Dv -
DF -
L -
Bw -
vw -
pw -
tO -
v
U) -
w
Tf -
Tv -
To -
Te -
Tw -
Tl -
J_ -
- Variable Unit Flow
Fixed Unit Flow
Internal Leakage Flow
Compressibility
Variable Unit Displacement Per Unit Stroke
Fixed Unit Displacement
Internal Leakage Coef.
Bulk Modules of Working Fluid
Volume of Working Fluid
Working Pressure
Angular Velocity of Fixed Unit
Angular Velocity of Variable Unit
Angular Velocity of Engine
Angular Velocity of Flywheel
Fixed Unit Torque
Variable Unit Torque
Transmission Output Torque
Engine Output Torque
Flywheel Output
Vehicle Retarding Torque
Equivalent Polar Moment of Inertia of
Vehicle Refered to the Transmission Output
Jw -
Je - Polar Moment of Inertia of Engine
Polar Moment of Inertia of Flywheel
- Engine Throttle Angle
- Variable Unit Control Stroke Position
CIS
cis
cis
cis
1.218 in2/rad
1.035 in3/rad
.00624 cis/osi
200,000 psi
10 cu. - in.
psi
rad/sec.
rad/sec.
rad/sec.
r ad/sec-.
in-lb.
in-lb.
in-lb.
in-lb.
in-lb.
in-lb.
223.9 in-lb-sec2
2
3.0 in-lb-sec
4.68 in-lb-sec
degrees
+ 0.85 in. (max.)
Sundstrand Aviation
dlviuo" of Sundiirand Corporation
Page 197
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( Table APP-MZ Continued)
kz -
ky-
KX -
ko -
Ac -
Ab -
Av -
pb -
p -
s
pc -
pd -
Ay -
Az -
y -
y1-
y"-
z -
cy -
cz -
ct -
Fpiy "
Fplz -
F -
o
F -
w
wt -
At -
Energy Valve Spring Coef.
Accel. Valve Spring Coef.
Control Piston Spring Coef.
Porting Area Flow Coef.
Area of Control Piston
Area of Control Piston
Area of Accelerator Valve
Control Piston Bias Pressure
System Supply Pressure
Control Pressure
Drain Pressure
Acceleration Valve Porting Area
Energy Valve Porting Area
Accelerator Pedal Position
Accelerator Pedal Position Referenced
to Accelerator Valve
Accelerator Valve Spool Position
Energy Valve Spool Position
Circumference of Accel. Valve Spool
Circumference of Energy Valve Spool
Throttle Control Linkage Ratio
Preload Force on Accel. Valve Spool
Preload Force on Energy Valve Spool
Output Governor Flyweight Force @ 3294 rpm
Flywheel Governor Flyweight Force @ 4000 rpm
Throttle Control Piston Position
Area of Throttle Control Piston
100 lb/;n.
1000 Ib/in.
50 Ib/in.
100
0.4 in2
0.4 in2
0.0491 in2
psi
200 psi
psi
psi
in2
in2
2.0 in.
(max. )
0.1 in.
(max. )
in.
in.
1.57 in.
1.57 in.
80 deg./in.
Ib.
Ib.
9.75 Ib.
10.0 Ib.
1.0 in.
(max. )
0.5 in.2
Page 198
Sundstrand Aviation
divlnon ot Sundiirand Corpcrilion
-------
TABLE APP-M3
TORQUE REQUIRED TO MAINTAIN
CONSTANT ROAD SPEED
T3
0
10
20
30
40
50
60
70
80
85
Vehicle
TL
-u
3
a
.p
3
O T3 —
QJ E
. a; a
e a M
w w -^
c
(TJ
M
EH
0
387.5
775.0
1162.5
1550.0
1937.5
2325.0
2712.5
3100.0
3293.7
Tractive
= f
-------
o
300 .
250
200 -
'50
100
50
\
400 800
1200 1600 2000 2400
SPEED~RPM
2800 3200 3600
Figure APP-M3 Engine Torque vs. Speed
Page 200
Sundstrand Aviation
SUNOSIRDNO
division of Sunditrand Corporotloi
-------
[V/fl lx"
*s
v -
~r ,
-------
ro
O
TO
CO
C
3
8-
=r
fO)
13
= 0.
O M* ^
10 5*
S3 TO
e no
C
rf
m
H
(->•
3
o
TO
p
3
-------
400 in-lb
0.0 in-lb
-400 in-lb
Figure APP-M6 Representative Analog Trace Vehicle Acceleration
Sundstrand Aviation
n ol Sunditrand Corporation
Page 203
-------
-.L;..^.., / /.U ;,'
i/::.:- •• ;::-!!;•; /.: :r\.
Page 204
Figure APP-M7 Representative Analog Trace
Vehicle Deceleration
Sundstrand Aviation
dlvlllon nt Sundstrand Corporation
-------
N. Weight Summary
Sundstrand Aviation
dlvUlon of Sund»lrind Corporation
-------
APPENDIX N
WEIGHT SUMMARY
ESTIMATED WEIGHT
PLANETARY GEAR SET 18. 0
T RA NS F ER G EA RS 1 lj. 6
SHAFTING & BEARINGS 30. 5
CLUTCHES 19.5
HYDRAULIC UNITS (Excluding Shafts) 42. 0
HOUSING 68.0
CONTROL SYSTEM & CHARGE PUMP 10. 5
MISC. HARDWARE 15. 0
TOTAL, I3ASEL.INE (HA) 2?.3. 1 Ll>
OPTIONAL INPUT:
Total Additional Weight (Approx. ) 15. 2 Lb.
Clutch, Gears, Housing, Etc.
TOTAL, ALTERNATE (8C) 238. 3 Lb.
Sundstrand Aviation CJfe PaQe 205
division ot Sundttrond Corpo'Blion
-------
Page 206 Sundstrand Aviation
-------
0. Transmission Schematics Considered
Sundstrand Aviation
n ol Sundtlrind CoflWfillon
-------
APPENDIX O
TRANSMISSION SCHEMATIC EVALUATION
Many transmission schematics were derived and considered in the early
part of this study by procedures discussed in Section II A. These
procedures can be summarized as follows:
1) Elimination of undesirable schematics using the link
function matrix.
2) Using existing and known hydromechanical schematics.
3) Trial and error coverage of possible combinations of
hydraulic units and differential summers.
4) Logical Progression - refinement of a known schematic.
r>) Combination of the features of two or more schematics.
The various schematics were tested in the preliminary schematic
evaluation to see if they satisfied a set of "schematic ground rules"
which were established. If any schematic failed to satisfy all of the
ground rules, it was eliminated from further consideration.
The following is a tabulation of the "schematic ground rules" as stated
previously in Section II A.
a) Speed relationships must be reasonable and functional.
b) Torque reactions must be in directions that will balance
each other at all times, be reasonable in magnitude, and
functional.
Sundstrand Aviation fife Pa9e 207
divlnan of Sunditrand Corporation
-------
c) Power flow must be in the right direction at all times so
that the power loops close or balance, be reasonable in
magnitude, ami functional.
(1) Schematic must be capable of translation into reasonable
hardware; as far as planetary gear sets, shaft arrange-
ment, and general ability to be packaged within the
limitations of the vehicle installation.
e) "Special" performance conditions such as flywheel charge
and reverse capability must be attainable without undue
complication.
f) The transmission must be capable of being controlled
within the general framework of a reasonable and
established control system philosophy.
g) The transmission must be capable of operating throughout
the entire range of operation with a reasonable degree of
efficiency.
Schematics which failed to meet any of the ground rules and could not
be modified to meet them were dropped from further consideration.
Many more schematics were considered than are presented here. Only
those that appeared to have some merit are presented. The schematics
not discussed here had some obvious flaw, such as not meeting the
speed criteria.
208 Sundstrand Aviation
SUNOSIHQNO
division ot Sundilrand Corporation
-------
The schematics which were felt to initially have sufficient merit to warrant
further study arc shown on Figures APP-01, APP-02, and APP-03. These
schematics have been grouped according to tht,1 reasons for their rejection.
The specific reason or reasons for schematic rejection is discussed below.
SCHEMATICS CONSIDERED AND REJECTED
The first prerequisite was that the speed variations of the various
transmission elements had to be reasonable and functional. All the
schematics presented here meet this basic prerequisite.
Schematics I and 2 fail ground rules (b) and (c). The torque reactions
do not balance and the horsepower loops don't close properly. Torque
is exerted on the flywheel during certain steady state operating conditions
causing power to flow from the flywheel in violation of the constant energy
restraint placed on the system. It appears very difficult to design a
system using "sprag" (or overrunning) clutches as shown in schematic 2
since power tends to flow in opposite directions during acceleration and
deceleration.
Schematics 3, 4, 5, and 6 were developed in an effort to provide a
system with independent engine speed control so that the full advantage
could be taken of operating on the engine minimum specific fuel consumption
curve. In schematics 3 and 4, the torques and horsepowers don't balance.
Sundstrand Aviation £»£ Pa*e 209
ion ol Sundttrand C
-------
(ENGINE)
O/P
(OUTPUT)
(FLYWHEEL)
y OVER-RUNNING
CLUTCH
O/P
O/P
V
O/P
V
O/P
7.
O/P
O/P
FW
V"
FW
9.
V F
O/P
V
Figure APP-O1
Transmission Schematics
FW
Page 210
Sundstrand Aviation
n nt Sur-dtirono Corpoifltn
-------
10.
0/P
(OUTPUT)
OVER-RUNNING
CLUTCH
11.
0/P
0/P
14.
15.1
TORQUE
CONVERTER
0/P
CLUTCH
Figure APP-O2 Transmission Schematics
0/P
Sundstrand Aviation i
Page 211
cJivmon ol Sundstrand Corporation
-------
(OUTPUT)
(FLYWHEEL)
OVER RUNNING
CLUTCH
I FW I
Figure APP-O3 Transmission Schematics
Page 212
Sundstrand Aviation
t Sundnrand Corporation
-------
These schematics were eliminated from further consideration. Although
schematics 5 and 6 seem to work in principle, torque and control problems
would be encountered at small variable unit displacements. Controls in
general would !)«• complicated because- two variable hydraulic units would
have to be control I erl in conjunction with each other. The port plate
between the: hydraulic units would be large and heavy because hydraulic
forces aren't balanced as they are in a normal back-to-back hydraulic
unit configuration.
Schematic 7 satisfies all the ground rules. Its only fault is that it
doesn't satisfy them as well as version 8. It requires larger hydraulic
units and is less efficient than version 8. Schematic 8 became the basis
for the final transmission configuration as it is presented in this report.
Schematics 9, 10, II, IZ, 13, 14, and 15 satisfy all of the schematic
ground rules with the possible exception of ground rule (d) (reasonable
hardware), and ground (g) (reasonable efficiency). The following is a
discussion of the rational associated with their rejection.
The hydraulic horsepower in schematic 9 tends to be very large due to
recirculate in the power loops. The hydraulic units would have to be very
large and the efficiency would be poor.
Schematic 10 is quite versatile and satisfies all the ground rules except
that the efficiency at low power levels is quite poor.
Sundstrand Aviation £»i± Page 213
division ot Sundllrand Corporation
-------
Schematic 11, which is essentially two separate hydromechanical
transmissions coupled at the output, has large parasitic losses and
therefore poor efficiency because both sets of hydraulic units must be
relatively large.
Schematics 12 and 13 are the result of an attempt to carry a greater
share of the engine power mechanically rather than hydraulically. The
second set of hydraulic units serves only a speed trim function. The
efficiency is improved, but not enough to justify the associated complexity.
Schematics 14 and 15 resulted from an attempt to improve the fuel
economy at both low and high vehicle speeds. Schematic 14, as well as
several other torque converter versions, were rejected for several reasons.
Flywheel spin-up presented a problem. It is impossible to back drive
through a torque converter without creating a speed difference such that
the output side of the converter goes slower than the input side. It is
difficult to control the speed ratio, and a torque converter is a dissipative
device which didn't seem desirable.
Schematic 15 seemed to hold some promise, but after considerable analysis,
it became apparent that the parasitic loss from the second hydraulic unit
tended to cancel any engine speed optimization gains.
Page 214 .
Sundstrand Aviation
dimion ol Sunditrand Corporation
-------
FINAL CANDIDATES
Much of the schematic survey was dedicated to trying to find a schematic
that would allow independent engine speed variation and the associated
specific fuel consumption optimization. However, optimization gains
seemed to be voided by excessive losses associated with additional or
larger hydraulic units.
The most promising schematic candidate has proven to be version 8
and its variations. Without any modifications, version 8 was a main
initial contender of this, study. It was then realized that efficiency gains
and hydraulic unit size reduction could be realized by going to a dual
mode configuration which is similar to Sundstrand's dual mode truck
transmission. Hence, version 8A was derived. Schematic 8B was derived from
8A and offers slight improvements in efficiency. However, 8B proved
to be very difficult to translate into hardware. (A six element summer
would have been required. )
Schematic 8C was derived in an attempt to operate the engine closer to
its minimum specific fuel consumption curve by mechanical means.
ENGINE SPEED VARIATION
The following table (APP-01) indicates the manner in which engine speed
varies with respect to vehicle and flywheel speeds for each of the schematics
considered herein:
Sundstrand Aviation £«A Page 215
(]i«i»iOn of Sundllrand Corporation
-------
TABLE APP-01
ENGINE SPEED VARIATION
SCHEMATIC
1
2
'3
4
5
6
7
8, 8A, 8B, 8C
9
10
1 1
12
13
14
15
ENGINE SPEED
VARIATION
D
D
1
I
I
I
ID
ID
I
1
I
I
I
*D/D
**I/D
I = Independent
D= Dependent
ID = Inter-dependent
#Torque Converter Dependent (D) in First Mode
Mechanically Dependent (D) in Second Mode
^-Independent First Mode, Dependent Second Mode
Sundstrand Aviation £
Page 216
n of Sundlt'Bnd Corporation
-------
P. Sundstrand Dynamic Simulation and Performance
Analysis Programs (ESTMN and ESTPF)
Sundstrand Aviation »««««»>
dlvlilon ol Sundilrand Corporation ^V IV 4,
-------
APPENDIX P
SUNDSTRAND DYNAMIC SIMULATION AND PERFORMANCE ANALYSIS
PROGRAMS (ESTMN AND ESTPF)
The following is a discussion of Surulstranrl's system dynamic simulation
and performance analysis computer programs.
In order to evaluate the system's performance characteristics in response
to various types of operating environments, it has been necessary to
develop a set of mathematical representations for the individual
components within the system and to combine these sub-totals into an
interactive: simulation of the complete system. There have been two
approaches taken in developing this system simulation starting from tin-
same basic set of component sub-models.
The first step in this analysis was to resolve the total system into a set
of self-contained functional units and then to identify the mathematical
relations representing the stimuli-response characteristics of those units.
Then with knowledge of the input-output requirements of the individual
blocks, the second step was to inter-relate them to form the aggregate
simulation. This may be accomplished by treating the dynamic operation
as a continuous process evolving from the system's response to
environmental stimulations or as a discrete process imposing the
environment and deriving the resulting system response. Both approaches
start from a set of differential equations for the time response of the
system's inertial components and differ only in the method of solution employed.
Sundstrand Aviation £«£ Page 21?
div.non OP Sundit'dnd Corporation
-------
A continuous simulation duplicates as realistically as possible the actual
dynamic operation of the system and is limited only by the detail included
in defining the individual functional blocks. The simulation progresses
in time as the real system would respond to the environment with the
actual physical processes replaced with their mathematical analogs.
This type of simulation is identical in concept to the analog computer
except a numerical integration algorithm replaces the electronic
integrators. The discrete simulation reverses the cause and effect
relation from the continuous approach. It starts with the response
required and computes the conditions necessary within the system to
obtain that response. The results obtained by both methods are equally
correct, but differ due to t.wo factors. The continuous simulation allows
the inclusion of a representation of the control system found on the actual system
and reflects the ability of that control to cause the system to follow the
environmental stimuli. Since the discrete simulation starts with the
result desired and directly derives the internal conditions required, it
does not reflect the effect of the controls. Lastly, the resolution of the
discrete simulation may not be as accurate as the continuous simulation.
This is a controllable difference and is incurred only if the time step
size is too large. Since the main advantage of the discrete simulation is
computation speed, this difference may be voluntarily accepted so that
many experiments may be made to study system performance qualitatively,
if not with high precision. If the effect of controls and greater precision
are needed, the experiment may be repeated with the continuous simulation.
Sundstrand Aviation £,s.«£»
218 dlvUion of Sunditrand Corporation
-------
Both approaches begin with the system schematic (Figure APP-P1) and two
differential equations for the inertia components in the system. These
equations in simplified form arc:
Vehicle Acceleration = Tractive Force - Drag Force
(Vehicle Total Inertia) (1)
~, u i A i .• (Torque Applied - Drag Torque)
Flywheel Acceleration ••- * «- s -1
Flywheel Moment of Inertia (2)
To determine the forces and torques necessary to solve these equations,
the system must be resolved into the functional relations generating its
operation.
The speeds and torques applied to the summing gear-set establish all
others in the system. Therefore, starting al the summer, speeds may be
related by a nomagram (Figure APP-P2) which is based on the linear
relation between the speeds. With knowledge of any two speeds in the
system, all others are set. Logically these two are the speeds of the system
inertial components - vehicle and flywheel - which may be calculated by
integration of the differential equations above. The torques are established
by a set of simultaneous linear equations (Figure APP-P3) based on
conservation of torques and power within the summer. There are three
controllable torques in the system which form the input to the torque matrix,
the engine torque and the two reactions generated within the hydrostatic loop.
By applying these torques and solving the torque matrix, all other torques
are fixed. To complete the system representation , to the basic speed
and torque calculation, several refinements must be added. page219
Sundstrand Aviation
divulon ol Sunditrar.d Coloration
-------
MODE 1
CLUTCHES
OVER-
RUNNING
CLUTCH
Figure APP-P1 System Schematic (Version 8C)
Page 220
Sundstrand Aviation i«,*M
division ol Sundst/and Corpou
-------
OUTPUT
MODE 1
FIXED UNIT
+4000-
co
<
cc
+3000.
+2000
Q.
cc
Q.
in
-1000-
11000
\
« 3
a 4
MODE 2
FIXED
UNIT
-2000-
-3000-
Figure APP-P2 Summer Speed Nomagram
Sundstrand Aviation *»*£
divisinn «-,! Sundstrand CorpOfOtioi
Page 221
-------
•o
o>
re
ro
10
NJ
CTQ
-t
CO t
^™ nn
3 i
o. ^d
!•*
5 "i CA1
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IS-. H
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13 n
^D \
-*° n
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ff.
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Ul
I
^R1
-6R8
-R4
- = R6
I
~R2 I & R6
I
1
1
S2/Sg S3/Sg S4/Sg Sg/Sg
1
- "R3 1
*
TE
T2
T3
T4
T5
TO
TV
TF
T9
TW
TE (THR, SE)
TV (p, PW, SV)
TF (1.. PW.SF)
« = 1ABS(MODE-1) tf =MADE
/3 = 1ABS(MODE 2) 6 = (1-MADE)
-------
These involve such things as engine speed - torque - throttle relations,
engine speed - power - fuel consumption relations, hydrostatic losses,
accessory losses, flywheel windage, control concepts and parameters,
transmission mode switching, and driving cycle generation. Each of these
areas was analyzed and reduced to either mathematical functional
relations or data tables for numerical interpolation.
The remaining problem was to integrate all of the functional elements into
an operational structure, so that the .system response could be determined.
This can be accomplished in either of two ways, continuous or discrete;
and diagrams of how this was done are shown in Figures APP-P4 and
APP-P5. The simulation was then programmed to run over a variety
of duty cycles, for example the Federal Driving Cycle 'DHEW) (Figure
APP-P5). The results of one such run are shown in Figure APP-P6.
Sundstrand Aviation
-'223
vision o( S^ndstrand Corporation
-------
Mainline
Data Input
Model. Set-Up
Runge-K utta
•Numerical
Integration
Model Equa.
Controls
Diff. Eq.
Fuel Econ.
Trans. Eff.
Pump:Motor
Characteristics
Optimiza.
Set-Up
Optimiza.
Subroutine
Trans. Speed
Calculation
Transmission
Torque
Calculation
Hydraulic
Loss
Calculations
Figure APP-P4
Continuous Dynamic Simulation
Program Structure
Page 224
Sundstrand Aviation
-------
Mainline
Data Input
Model Set-Up
Automatic
Ito ration
Roul inn
Model Equa.
Diff. Eq.
Fuel Econ.
Trans. Eff.
Pump:Motor
Characteristics
Transmission
Speed
Calculation
Transmis sion
Torque
Calculation
Hydraulic
Loss
Calculation
Figure APP-P5 Discrete Simulation Program Structure
Sundstrand Aviation
division of 5undilran0 Corporation
Page 225
-------
I
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r_ ! i i - > • ! i : i : : i ! rrf
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... : i : .,-.•
j ' i ' • i ' - ' ' i~
Li , . :._i LL_j '. lid /' j u L
_
1380 SEC.
ENERGY STORING TRANSMISSION PERFORMANCE OVER COMPLETE FEDERAL DRIVING CYCLE
Figure APP-P7 Example of Dynamic Simulation Output
-------
SYSTEM DYNAMIC SIMULATION PROGRAM
MAINPGM
Mainline Program for Continuous Dynamic Simulation
ESTDV
Differential Equation Generation and Interconnection
of All Other Routines
Page 228
Sundstrand Aviation
dlvluon of Suidtirand Corporation
-------
>OS FORTRAN IV 160N-FO-479 J-«
HAINPGM
I IME
oool
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tOUIVALENCt (IK 1I,R(1)
EQUIVALENCE (Ul 2SI,VMCT
EQUIVALENCE ITU 2fi),FWCT
COUIVALENCE ini 3*1,CNA
tUIMVALFNCE 1111 17I,CNC
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tint 261, MJM
10
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DATA
DATA C./12.1T*/
U4IA IR,IP,IH/l,2,3/
CONTINUE '
UU 2 J=lt*0
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UD * J=l,30
YIJ)=0
YUI JMO
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DO 3 l«li*
r>Y( I ,J)-0
CONT INIIE
TSTRT,TMX,XINT,XPR.T,XPUN,XbER
10
KEAOI IR.102I ( IPARIJI ,J«l,2IFIXIXPAT/XINTt.2)
IFIXPUNI *9,*<),50
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CONTINUE
HEAD 11 ft.101 I VW&r.WJW.IDItt.FwGT,TvnF,niSP
REAUIIR.101I tNDES.GNA.ONft.GNC.GNO.GNF.GNF, PWL
(IK i
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Sundstrand Aviation ^^^
n of Sundltrand Corporation ^f J $
Page 229
-------
DOS f-ORTRAN IV 160N-FO-*7<1 5-<-
HAlNPf.M
OATE
10/29/71
TIME
PM.E
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00'.'.
00'. S
00«.h
oo<> r
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0059
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0062
0063
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0066
0067
0068
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0072
0073
0074
REAOI IR. 101 I IRIJI , J'1.81
KEAIH I K, 101 I At.
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HH I TE I I W. I 10> ISIRT , IHX , XPRT ,XPUN, XI NT
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CONTINUE
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GO TO 1
CALL EXI r _ •
FHKMATIBF10.51
5S
56
80
99
101
lOh FIJKHA1 11,113, FlS.->> )
107 FORMAT!//1
108 FORMAT!//1
M
INTECKATOR INITIAL CONO I T 1 (INS ' / )
INTECRAFOR OUTPOT VARIABLES'/
1 VEHICLE SPEED _ rT/SEC'/ ___ _
2 FLYWHEEL SPEED " IPHV
j DISTANCE MOVED FI •/
« FUEL USED t>OUNDS'l
ENERGY STORINC. TRANSMISSION OYNAM I C MOUEL •
109 rOKMATI
110 KOHMAII
I1 TIME START .'.F9.0.' SEC
2« PRINT INT VAL-'.Fq.O,' MS
V INT- INTERVAL «'.F9.0.t MS'I
111 FOKMATI
!• VEHICLE W&T ••,F9.0,1 LOS
2* TIRE OIA •• ,F9.4,« FT
3' TIRE INERTIA ••,F9.J.< F«L«S2
TIME FINISH
PUNCH INT VAL
.F9
//I
.0, '
SCt
MS
WHEEL INtRFIA .',F'I.*,' LFS2 •/
LOG DISP •'.F9.2.' IN3/R •/
FUEL WEIGHT •'.F9.J.' LO/GL'I
Page 230
Sundstrand Aviation
di»lnon ol Sunditrand Corporiilon
-------
DOS FORTRAN IV 360N-FO-4T9 3-*
MAINPGM
DATE
10/2V/7I
TIKE
.08
PAi.C DC
0075
0076
0077
0078
0079
OOBO
0061
I 11 FORMAfI
I- CNKRG* LEVEL ='.E10.3.' FT«LBS
11* FORMAT I
!• WOH GAIN »',E10.lt'
WKf. PKES LIM >• ,F'*.0, • PSI
TMR CAIN PROP •1,C10..1,1 "
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3< GAIN E
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117 FORMAT!/'
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120 FORMATI* »»»',ei2.»,6(13,E12.*I I
tNO
Sundstrand Aviation
dulnon of Si*ndiirand Corporallon
Page 231
-------
(/OS »OM«AM IV J60N-f d-".
>-»
r.irov
TIME
14.40.46
10
UU.Jl
U0u2
UOui
00u<.
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0007
0008
0004
0010
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0016
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0018
001V
0020
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MOOSfc(2)
0025
0026
0027
002U
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0030
0031
0032
003}
EQUIVALENCE
CUUIVALENCE
sumt LIU INC c:,uwir.Y,Yo,DY,i,iwi
DIMENSION IUI'0141 , M'lNG 191 ,RI 10 I. AL (51 , POM I 101 ,
niMi Nil ON iPACIOI.IAC(n>,FSPO(5).FiaS<5>
0 I Ml. MS I UN h MOI
COMMON || I 40 I
bOUlVALENCE 101 1 I,R( I I
(U( 25I.VWGT
101 2U I ,Fwr,T
IUI Jl ,PM
,IDI 16I.DISP
,101 27I.TDIA
,101 30>,PriL
,IHI 3h).tNUES
, IBI39I.GNE
> I«I121,THROT
. IWI 151, EFF
LOSS HOK^EPOhER vs. SPEED IKRPMI
DATA PSPO/O.0,8. ,12. , 18. ,2
-------
OUS FORTRAN IV J6f)N-f:n-47'> »-<.
ESTDV
DATE 11/16/71
IMF
14.40.46
PACE (
00 J 4
00 J5
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00 I/
0038
00 l<)
0040
0041
0042
004)
0041.
0045
0046
0047
0048
0049
0050
0051
0052
0053
0054
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0056
0057
0050
0059
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0061
0062
CALL CL IP IO.O.ADE , I . )
HADK -&nt'
CALL E S T SP < SO , SH , S P . R . AL . MODE , MADE I
CALL ESIDCI T.iPOES.GRADt
IFIL-1 I 6,6,7
Ci ACCCL •( SPOES-SPOLID/U-TOLDI
sPrun-SPDES
T CUNtlNUE
CAIN C
GltAO'GNC
SPnES-SPI)ES»l. 46667
SPOES«SP()ES».2
Of RR'( Vhf. T/65. l»ll.«l . 12E-4«Y(1 )*.14E-2)*YI 1) 1
OFKl)-12.«UEN«V(l)«Y(l)/(2.*GI
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I
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GAIN A
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CALL CUPI-PML.WPR.PWL)
GAIN C
UYtL.5).GNE»IWPR-YI5l)
()MP-ORAr,«Y( I 1/550.
TE-IJMP/SPI1I/CON
CALL INTpLIO.I.SPENGfTORQ.SPI I I .TENT,, I NIT, I END I
CALL INTPLIO,?.SPAC,TAC,SPI1I . T »CC , IN I T , I END I
THR.|TE»IACCI/fENr,
GAIN 0
GAIN 0 ' x
IHROT-TMR»GNB»IENDES-ENRGVI*GNO»ACCEL
Sundstrand Aviation
Civilian ot Suni»|f»nd Corporctlon
Page 233
-------
cos FOKTMN iv j<,ON-fo-*r<) 3--.
Esrov
DATE 11/16/71
TIMI
0003
006*
OOA!)
OU66
0007
0068
CALL CLIP IO.O.THROT, 1. I
voro
00/1
00/2
COD
00?*
oo/i
0076
0077
0076
0079
ooao
OOHl
OOH2
0083
008<>
OOU1)
UUB6
0087
0088
OOu-V
O0'(0
OO'M
0092
0093
009*
0094
0096
00') 7
0096
0099
TUI I I'TENG-TACC
CML ESUGIXPU.PW, SPI?I .spm .rom , TOI SI.OISP.CA.CB.CU
CALL CSIIHISM, lO.rt.MODt.MAUE, IWI
TRAO-IOI6I/I 1DIA/2. )
(JYIL i I )•! IRAr.-[)RAG)/( I VMCT»TVREI/C)
CALL INtl'L (0.2 ,FSPO,FLnS.Y( ?l . THLOSt INIT, IENOI
TMLUS«tWLOS/SW/CON
nriLi2)>l-TQ( 101-IWLOS )/WJW«( 30./PI 1/1000.
nr(L.3i«Y(ii
CALL KONISPI 1 I iTENGiSFCI
DYILi*! • SPIIIMtNG »CON»S»:C/3600. |
IFIYIJOII •JY.II.SO
50 tFRftC=CNVEH/ENRr,Y v
00 2S JM ,10
2? POWI.II'SPIJI*TOIJ)*CON
XMPG'VI 3)/Y(*l /FWGT
IF (Timor) 26,27,26
26 XMPGI«OY(L,3I /OYIL.'.l/FWGr
27 PHH'PIIMI 101
PUU°Pf)H(6>
OWH^PMH
OOU'PUU
CALL CLIP IC.O.PHH, 1000. I
CALL CLICIO.O.POU.IOOO. )
CALL CLIPI-1000. , OWM, 0.01
CALL CLIPI-1000. .XJOU.0.0)
EFF=ABS(OOU»OWH)/(POW(I )»PWM»POU)
-«l tfl IW.110I SO.SH.YI 1I,SPOES,XMU,HPR,THROT,SFC,TENG,TACC
MKITCI IW.1U ) TRACtORAG,PW,TWLOS,ENRGY,EFRAC.XMPG,OHP,XMPGI.EFF
URI IT I I W, 101 1 (J,SPIJI,TQ(J) ,POW(J) , J- 1,10 I
00 90 LL'10,15
90 YILL)'W(LL)
S9 RETURN
101 FORMAM2I I5,3F11.2) I
1 10 FORMAT (/
l« OUTPUT « ,F9.3 RPH
2' OUTPUT • ,F9.2 FPS
3' LOG SPD RATIO-
*• THHOTTLE •
•>• ENGINE TORQUE*
,F9.3
,F9.2
,F9.5
,F9.S
,F9.2
0/0
FTLB
FLYWHEEL
TARGET SPEED
COMMAND PW
SFC
ACCESSORY TORU
• ,F9.0,
• ,»=9.2,
' ,F«V.l.
• ,F9.5.
1 ,F9.2,
RPM •/
FPS '/
PS1 '/
L/HH •/
FTLB ')
Page 234
Sundstrand Aviation
divinon of Sundllrend Corporation
-------
00$ FORTRAN IV J60N-FII-4T9 3-*
ESTDV
DATE
11/16/71
T (H6
14.40.46
PACE OC
0100
0101
111 FOKMAM
TRACTIVE F
LOO PRES
TOTAL ENERGY
FUEL CONS C
FUEL CONS 1
END
•• .F9.?. •
•• iF9.Z,'
•=' .F9.0i •
•' iF9.T.'
•• tF9.3,«
in
MSI
FTLB
MPG
MPG
DRAT, FORCE '',ft.?,' LH •/
FLYWHEEL DRAG «>,H9.*.' FTLB •/
OUT FRACTION ••.F9.5i< 0/0 •/
DRAG HP _ ••.F9.2,'HP '/
EFFICIENCY '•',F9.2,1 0/0 •/>
Sundstrand Aviation
diction oi Sundtfand Corporation
Page 235
-------
PERFORMANCE ANALYSIS PROGRAM
MAINPGM Mainline Program for Discrete Performance Analysis
Page 236 Sundstrand Aviation
SUNOSTKQIjp
dmglon ol Sundit'And Corporation
-------
OUS r-ORTRAN IV 360N-FO-479 3-*
CATE 11/16/Tl
TIME
15.32.46
PAGC 0
ooui
coo;
C003
0004
COO1*
COOft
COO/
ooue
000-J
0010
0011
0012
0013
001*
0010
U016
COIT
0018
0011
0020
0021
C022
002)
C024
0025
002C.
C02/
0028
0029
OUlO
00)1
00)2
0013
0014
00)5
00)6
00)7
00)8
003T
0040
OOM
0042
,RI IOI.ALCSI . rui 101 , SP( 10 1
01 MANSION sr>Aciu>.TACia>.FSPn
COMMON nciO
DMA SITNC/BOO. . i? no., ihon. , 2000. ,?soo.,300o.i ssoo-.'.ooo. , *50o./
UATA Iill(Q/2.)h.. 2(>n.. 279., 21?!.. 702.. 271., 25S., 230., 198. /
DATA FSPO/0.0,8. ,12. , 16..24./
OAIA FinWO.O,. I0'». .<•*, 1.26.2.746/
UATA PI , I, ,UEN,CnN/3. 141 59265,32. 174,. 0728,. 1901996E-J/
DATA IR, I P.lh/1,2, J/
l)ATAASTK/'»»o««/
DArANPAGl:/)5/
MPAf.FiNPAGE
1 CONTINUE
RfAO I IR,101 I TSTRT,TMX.XINT
IF i r^xi9').<;9, 2
2 NS1P = IP I
I«l
I TMX-TSTRM/XINT».2I
ur.AOIIK
HEAOII3
KEAOI |R
KCAQIIK
READIIR
HEAOIIR
101) vwr.r .WJH.TOI A.PWCT.TYBE.OISP.ENOES
1011 IRI J) , J=l .8)
101 ) AL
101) SPAC
101) TAG
1011 CtAOE,ni40) ,VERS
WHI TC I IH.IOI)
MRI THI IW, 1 10) T$rRT,THX,XINT
Will FE I I W, I 1 1 I VWCT,WJHlTOIA,OISi>,TYRE,FMGT,ENOES
fcHI rri IM, 112) GRADE. BI40I.VERS
z. i**2i
UKI ICI IM, 115) IR( Jl , Jnl ,8)
MRI IF. I IK. 116) AL
XMTOT=O
PW=2280
NP = 0
00 7<> NS'l ,NS1P
I'TSTRT*NS*XINT
CALL ESTOCIT.SPOM ,GRAO)
CALL ESinCIT-.2,SPM,GRAni
CALL ESIUCII».2,SPP,GRAOI
ACCEL«l.46667«(SPP-SPH)/.4
CALL CLIPI-6. .ACCEL. 6. I
Sundstrand Aviation
riuiiion ot Sundslrand Corporation
Page 237
-------
00} FORTRAN |v )»ON-Fn-«V>
OAT» 11/U/T1
TINE
COO
CMAO-CRADh
00*5
00*6
00*7
00*8
oo«-s
ooso
00"; ">
OQ-jb
OO'i /
oosa
OOV»
001,0
0001
001,1
OOoi
0066
006 I
oocu
OOC')
COfO
oo n
0072
oon
C074
00/0
00/6
COM
0078
007<)
OONO
008 I
0002
OOH)
00t>*
*1.A666T
«.^
iM>ri)iAi»60.
tvucr* rYRCi/ci»SPoes»i(>r>Es/z.
MADCMF IXISPnES/73.3)*IFlXI I MADE* 1 ) »THROI / . 95 I
CALL CLIPIO.U.AOE, I. )
MAOE'AOC
CALL ESI&PI SOiSW.SPiRiAL .
OFRR'IVWC. r/6*>. 1*1 I . • I . 12E-4*SPUES*. l*E-2l|»SPDESI
DRAG •
DMP'UKAO '
K.llAL'IIVhG ftTYRcl/r, I»ACCEL»DRAG
CALL INll'L(9,3,SPENC,IORO,SP( 1 I iTENG, INI ft IENOI
r. ALL iNM'na.^.SPAC.iAC.SPi u .1 ACCt INIT .IENOI
LALL IN1PLIS.2,FSPD,FLOS,SW/1000.,TULOS,INIT, I END I
PWUL **'>00
10 (.Ml INUE
HI'L^O
U(.l 13 L = 1 , t
Un 5 K=l,10
* TUIKI=0
IMHOT' I I0( 1 I » [ACCI /TENf,
CALL CL IPIC.U. iimnr, i. i
10(11=16NC»IHRO'-I*CC
CALL ESILC(XKU,PH,SP(7),SP(8),10I7),IO(8),OISP)
CALL ES I IR I SP,IU.HiMOUE.KAOE,IW)
PLVSPI /••IQI 7I»CON
PLF-SPI8I «I(J(8l«CnN
HPLS»ABSIPLV»PLFI
CONTINUE
TRAC«-TC)(6)/I TDI A/2. )
IF IABSIITRAC-T&OALI/TCQALI-1.E-3) 20.20.IS
Page 238
Sundstrand Aviation
OlvUIOn o( Sundttttnd CoipO(«llon
-------
OOi
IV 160N-FO-»79 )-*
MA1NPGM
DATE
11/16/71
TIME
11.
PACC
OUtJ}
OOH6
OOeJ
0088
OOH9
00*40
0041
OO'M
OOSH
0100
01UI
0102
0103
010<.
01J5
0106
0107
0108
0109
0110
01 I 1
0112
Oil)
0114
0115
0116
Oil I
0118
out
0120
0121
0122
H CALL CNVUGIPW.PWLL.PWUL.
IMITFR-25) 10.16.16
16 CUNTINUE
ACLIf-l IR AC-DRAG I *r,/(VWCT» TYRE)
..ice) TGOAL.TRAC.ACLIM
TRACiTlOtL. ITER.XQLO.OXO.IW)
20
pfc = iP( I i»rci II«CON
PWH = SPI10)MOIIOI«CON
POU'SPIM »TQI6I»CON
UWIUPHII
OIJU'PUU
CALL CLIP lO.n.Pwn,1000.I
CALL CLiPio.u.pnu,moo.)
CALL CLIIM-1000. ,OWH,0.01
CALL CL HM-1000. ,0011,n.01
EPF« AHS ICUIJ'OHM) / (PE»PHH»POUI
ft = TQ(I I»IACC
PE =TF.»SP( 1 I »CON
CALL fcCnruSPI I I .TH.SFCl
XMPC. I=SPUQS/IPE»SFC/3600. 1/FWCT
XMTOI=XMinl»XHPCI
I•TOI6l«CnN
PMHcSPI10)*TQI10l*CGN
If(NS-NP'VPACtI 78,77,77
77 k.1! I IF I I W, 10'JI
WKl TC I Ik, 121 I USTK, JAST. 1 ,52)
7R URI IE I I W, 120) T,SPOH,ACCEL,P()U,SM,PHH,THROT,
• SPI1),PE.XNU.PW,SFC,XMPCIfXHPC,EFF
PUMCH PUNCH UN
XKSH=SW/10CO.
/el KRITCI IP,1011 SPOES.XKSM,r,THROT,XKU,PW,EFF,XHPCl
79 CONTINUE
on ro i
99 CALL P.XIT
101 FORHATI6F10.4)
10ft FORMA!(• CONVERGE FAILURE IRAC COAL -'.FlO.l.' IRAC AVAILIOLE-'
Sundstrand Aviation
Page 239
n of Sunditrand Cirpon»lon
-------
fount* iv
i-»
CATE Jl/16/71
TIME
1).32.48
PAGE 00
012 I
012*
• ,110.1.' ACCFl LIMIT «',F10.3)
Ifl1* inwMAfl'l (:NfKGY SI Oil ING TRANSMISSICN PERFORMANCE ANALYSIS'//)
i in i IJIIMAI i
I' I I f I if Ah I ••,('!.
-------
SUB-ROUTINES COMMON TO BOTH PROGRAMS
ESTTR Transmission Torque Simultaneous Equations
ESTSP Transmission Speed Relations
ESTLCi Hydrostatic Loop Torque Generation
ESTLS Hydrostatic Loop Loss Calculation
ECON Engine Furl Consumption Map
ESTDC Numerical Evaluation of DHEW Driving Sequence
_ Page 241
Sundstrand Aviation a
-------
JOS FOUTIUN IV 360N-fO-179 J-* CSTTR DATE 10/2V/71 TIME l».*7.*7 I'Aol.
OOul SUHROUTINE Eif TRI SiT,R,MODE,MADE, IWI
OOU2 DIMENSION S1101,r<10),R(10),41100)
ooul no 10 j=>it 100
OUu* 10 A(JI=0 .
ooo^ un ->o j-i ,iooi 11
OOOfc SO AtJ) •! _
oou; A \e).-»111»Mftut
O0')b Al 1) >-RIUI*l I-HAUC I
Odlt't AtlM.I
00 I 0 A I I'M 'SI/ I/SI '')
on 11 AI2'> I >i
oo i ^ A i ? 11«:, i 11 / s i •> i
001 J Al »•>)*!
00l<. Al I'll "SKI/SI9I
0015 AI«bl=-R<2)
0016 AC.1I >SI5I/SI 91
0017 A(63I»-RI«)
OOlB Al74I=-KI5I»IAOSIMOOE-1)
OU19 AI76I" R(6I«IAHSIHOOE-21
00^0 A 1851'I
00^1 AI10I>-1./RI3I
0022 CALL siMQiA.r.IO.KSI .
0021 IFIKSI 99,9<9.98
OO/* <>fl MRMEIIW,102)
0025 - - <)q RETURN ...--.-.-
0026 10? FORMAT!' SINGULAR SOLUTION')
0027 END
Pa9e 242 Sundstrand Aviation
SUNDSTRRNO
ition ol Sundtlrond Coroomtion
-------
DIP', I OUTRAN IV 360N-ri)-<./'>
ESTSP
10/24/M
I 1Mb
PA..C J'
Odol
00u2
OOu 1
ooo /
OOOH
ooov
0010
0011
0012
001 3
001*
001%
0016
001 r
00 18
0020
00? 1
0022
002J
002^
002S
SUM M i M 1 1 INK i:jisp( sot SN.SiRi AL> MODE , MAOE i
I) I Ml Ml ION SUO),H(10)iALIS)
M()lir:'l
SIM -SI]
SI mi SI6I •Rid)
IFINOOE-II 20.20il5
IS SI 8) =SI<-I »RISI
20 CONt INUE
r, 121 =S(3I 'Rial
IFIMA1IE) 30.30.2i
2«> S(2I-SLOPE«AL(2)«S(5I
30 CONTINUE
RETURN
END
Sundstrand Aviation
Page 243
-------
ULli f-UMRAN IV J60N-I (I--./1) !-<.
FitLf. DATE
PAi.L J:
ooui
000 I
00u<.
OOUi
OOU6
000 I
OOOH
0004
oo to
001 I
0012
001 )
OOK.
OOli
OOlh
Obi 7
0018
0019
0020
0021
0022
ji 111 ><' in r INI
DMAI'I / I.
HHII.M /SV
r. :, u<,i XHU.PWK . sv ,
, TV, if ,01 !>HI
UtL -IBS! IXHUt IPWX/1.E6))»SVI-AHSISF)
CALL E5Il.SIXMU,SV,PH,DI SP.PLV.ILV)
CALL ESTLS(1.0,SF|PHiOISP|PLF,TLFI
IFIDEL) 10i20.30
10 MMP-SF
CU TO 34
20 MH1' = 0
SOEL'1
CO (0 *S
30 MIIP^XMU^SV
31 SOEL=OEL/ftOSIOEL)
1,0 HHP = AHSIHHP I »OI SP'PK/ 12. /3 JOOO.
-------
DOS rORThaN IV JtOH-fn-i.lt
ECON
CATE 09/22/71
T IhE
PACL 00
COul
COU2
COU3
coo<.
coos
COO 6
ooor
coon
oooo
cnio
ooi i
0012
001 3
001*
0015
0016
0017
0018
0019
0020
0021
0022
002)
0024
0023
0026
0027
suiinrui IHE f.r.r.'ii :,, t ,r. i
o i MF- K s i nu SMISI.PPII SLIMS.isi,P'tisi
DIMENSION CA| IS) .cm 111 .CCI 1SI.CDI ISI.CEI ISI.Cr-l IS) .CGI ISI.CHl IS)
ClllSI,CJ(l5l,CKIlSI,C(.U5),CM(lSI,CNI15),Cnil5l
I
I
I
I
I
i vAir.Nr.E 1/1 11 .r.Ai 11 >. in is) ,cni 111,in 3i),r.C(i
i/i «.fti .cm i)). IM MI.CFIIM.I/I /Ai.r.rii
IQUIVAlfNCC I/I -II I ,Cr,( I I I . (!( 10M ,CH( 1 I I , I /( 121 I ,C I ( 1
IZI I 1M ,C.M 1)1. I/I 1SI I ,CKl I I I. I/I I66),CLI 1
I /( IH1 ) .CM I I I . I/ I 19ft I .CM I I I . 1/121 I I ,CU( I
coui vAi.cNcr
DATA CON/.I
DATA ss/ HOO.,lonn.,
1200.. i«.no.. ihno., inoo..2coo.,2200.. ,".oo..
OATA I'M/ Jd.-i,', 7. t,(,O.S . 73. .«'• .1 ,'»6. I . 10 <>.<'. 1 IM. , I 29 . * , I 1').2, I
• 155. . 162. , 1611. .1 72./
OAIA CA/1. <. MO,0.') 1 72.0.723S.0.5737.D.50'16,0. 5022,0.SCD.0.5155,
• 0'. 521) 2.0.531'..0.5197,0.513 r..O. 50 2*.0.5C07,0.5)CO/
• o.oioo.n.sT. •i,o.'i??s,n.'.o')?.o.si?i.o.rj2ir,
DATA cc/i.3auo.o. 77(,n.o.'.non,o.si. \ s.
DATA CD/1. 1H02. 0.7111 ,O.SqOO.O.^?3<5.0.*n<>6,0.*BOn.O
• o.4irio.o.so?0i0.<>ir>u.o
OAIA r.E/l.Cdl?,0.71J6,O.S7'l'i,0.^)?n(. .O.'tr)06,0.'in03,0
• 0.'.(lh7,O.OlSI>.O.S1U.,n.51jr.O.S312.0.52<.ft,0
DATA CF/I .(I'M! ,0. 702''iO.'i8l l,n.S70?.0.47')3.0.'i72'.,0
<.7H 1.0.'.81 5.
', 7'.C.O.*5M ,
*6C. ,0.,
DATA Cr,/l.CH77.0.(.OS2,0.57I)q,0.51')1.0.<.7B910.'.710.4<)26,O
OAIA CH/I.On/>.0. 7012. O.Snl7,O.S14n.O.0 2,0. 5300. 0.
58 2 <),0.5<.00, 0.52* 1,0.
S'iOO/
S027.0
S)20/
SOSfl.O
5
-------
UOS fORTR»N IV J60N-FO-479 1-4 ECON EATE 09/22/71 TIME 10.Zl.3i PACE 00
» 0.5196.0.5403,0.5S03.0.5511,0.5496,0.54 59,0.5'tOO/
0028 DATA CO/1. 3809,0.B969,0.6975,0.6049,0.5502.0.5340,0.5227,0.5155,
• 0.5284,0.5523,0.5609.0.56 I 2,0.5594.0.5557,0.S5GO/
0029 P>S*T*CON
0030 CALL INTf>lll»,},SS,PM,S,PC, INITilENOI
0031 PC«P/PC
C032 CALL INTRNIl»il9t2i2iPPiSStZiPCtSiCiINXiKRX,INY.KRY,15)
0033 RETURN
00)4 END
246 Sundstrand Aviation
W f.*
238
SUNOSIRDNO
n oi Sundilrand Corporation
-------
U(J!> rOftTMN
UOS-fU-US
PAT* U'l<>>/»
T IMC
PAufc 00
0001
0002
000 )
00u4
0005
0006
ooo r
0008
0009
0010
ooi i
0012
0013
Sim R (iii r inc ES rnr. i r ,sno,r.Ri
niMFN'ji on A 17om .(1(601 ,r. (601 ,ni60i ,M60i ,M 6oi ,GI 60) .11(60)
OIMF.N', IT,N P (601 ,<,)(60) ,H 1601 .S( 601 ,11160 I
L1IU w l)l( | V I fl(J CVC.I I.
W! Ill ACCFI RUN
COUI VALI'-NCt
EouivALCNr.r
fcQUI VAir-Nf.i;
DATAA/ 0.0.
« 11.5,
• 22.').
• 25.6,
• 10.4,
OATAH/1'i.'. .
• 0.0,
• 16.5.
• 24,'j,
• 47.'),
uarAC/56. /,
« 52.6,
• 51.5,
• 35.2.
• 0.0.
OATAO/30.0.
• 34. I ,
• IT.1 ,
• 0.0.
• 27.11,
DAIAE/3S.^,
• 1.0,
• 24.S,
• 0.0,
• 1 7.11,
UAfAT/21.6,
• O.I),
• 7. /I ,
• 18.5.
OAtAG/15.0,
* 27.9.
• 6.3
I A I 611
IAMOI I
I A (S4| )
0.0, 0.
1 6 . 9 , 1 H ,
22. fi, I'I,
2-i.4,25,
2'l.b. in.
•i.n, 2,
o.n. o.
22.2.25,
30.5, 16,
'.').! ,50.
56. -,,56.
52.4 ,'Jl .
SI .'j.-iO.
12. 5. )0.
o.o, n,
32.1,33,
31.4,25.
25.0,27.
0.0, 0.
31.5,13.
3i.I, )S
O.O, 0
21i.0,2'>
0.0, 0
1 '.S.17
22.«.,22
U.O, 0
12. •>, 1 S
1'. . S , H
1.2,13
1.0, <•
2II.6,28
12.9,17
Mil
Mil
Oil )
0, 0
1 .71
0,1S
0,2h
3,30
2. 0
o, n
0,2'.
2, (9
.1.51
. 1 .50
.6, 30
,0, 0
.6,34
,7,20
,5,30
,0, 0
.5,3',
,n, o
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.0. 0
.'/. 1 7
.5,??
.0, 0
.3,19
7, 3
,5,16
.5. 2
.3,28
.5,19
I , I A( 1 ?\
I , Ml 161
I . I AI601
.0. n.n,
.7,22.5,
.n, 17.7,
. 0 , 2 '. . 7 ,
.1.30.9,
.0, 0.0.
. 0 , O.O,
. I ,?<•. I ,
. J.'-2.1 ,
.0,52.2.
.5. 56.'. ,
. 5 , 5 1 . n ,
. 1 ,<-1.6,
.0.27.1,
.0. 0.0,
0.
0.
25.
0,30.0,
0. 0,0.
1,16. I ,
0,35.0,
O, l.S,
0,25.6,
0, 0.0.
0,16.6,
/.25. | ,
0. 0.0.
A. 22. 2.
•i, 0.0,
<•. 16.5,
1, 0.5,
0,26.8.
5,22.0,
i, r. 1111
i . r, i i i )
i.R 1111
o.o, o
21 .5,20
21.6,24
26.7,20
2->.S. 30
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Sundstrand Aviation
Page 247
-------
DOS ro«T«4H IV J6rtN-FO-«,70 3-* f SIUC BATE 11/16/71 TIME 1*.12.46 PAI.E 00
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0020 r,« = o
0021 INIT-T/2'I
.0022 SPO-A(INIT|«(AIINIt»l I-AIIN1T) |*(T-2.*I IN IT-1)1/2.
0023 RETURN
0024 ENO
Page 248 Sundstrand Aviation
division ot Sunditranrj Corporation
240
-------
MATHEMATICAL ROUTINES
SIMQ
I NT PL
1NTRN
VAPRK
CNVRG
CLIP
OPT
OPTSU
Solution of Simultaneous Equations
One Dimensional LaGrangc Interpolation
Two Dimensional LaGrange Interpolation
Runge-Kutta Fourth Order Numerical Integration
Automatic Iteration Routine
Min/Max. Limiter
Multi va riable Optimization by Scope Curvature Teehniqui
Set-Up Routine for OPT
Sundstrand Aviation £
Page 249
-------
Page 250 _,«•*•
Sundstrand Aviation
division of SuridiUnno Corporation
-------
Q. Lockheed Computer Program Results
Sundstrand Aviation
dlvlilon of Sunditrand Corporation
-------
APPENDIX Q
LOCKHEED COMPUTER PROGRAM RESULTS
Lockheed's computer program calculates fuel consumption over the
Federal Driving Cycle from Sundstrand supplied data. Sundstrand
data gives transmission efficiency versus vehicle speed and engine speed
versus vehicle speed. Tin: Lockheed computer program is different from
the Sundstrand program in that results are quickly and economically
available, and are not dependent on the particular transmission schematic.
The Sundstrand program simulates the actual transmission schematic
and its controls, and calculates the transmission losses directly.
The results of the Lockheed program which follow are typical. To conserve
space only the first 138 seconds of the Federal Driving Cycle for the
Baseline (8A) transmission in its "real" (actual losses) and "ideal" (/.ero
transmission losses) conditions are shown.
Page 251
Sundstrand Aviation
•MvisiG'i nt Sundifuno Corporation
-------
DATA rn^M /7,o TRAN u2/
• • * too L'^>
n*TEl
16158
,. 24 SO
D.C8EF... • •}
FUEL DEN. 5.75
(9A)
DHEW CYCLE MI, z
TIME ACCEL VELOC 01ST
(SO (MPM/S) (MPM)
1
2
3
*
5
6
7
8
9
10
11
12
• 13
14
15
16
17
18
19
20
21
22
?3
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
4?
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44
45
46
47
48
49
50
51
52
53
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55
56
57
58
59
60
61
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(./CUM)
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G
CBMSU^P
(MPGIX
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Page 252
Sundstrand Aviation
division of Sundstrand Corporation
-------
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di.ilion ot Sunditiand Corporaiio
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-------
Page 256 Sundstrand Aviation
division ol Si<')dstrand Coiporation
-------
R. Sundstrand Vehicle Performance Program (B32)
For Automatic Transmissions
Sundsfrand Aviation
SUNOS! RDM D
division o' Sonfitiana Corporation
-------
APPENDIX R
VEHICLE PERFORMANCE WITH AN AUTOMATIC TORQUE
CONVERTER TRANSMISSION
A. Sundstrand Vehicle Performance; Program B32 lor Automatic Transmissions
The following curves (APP-Rl, R2, R3, R4) and computer output were
generated from Sundstrand Vehicle Performance Program B32. (This
program was not developed under this contract, but previous to it. )
This is a digital program and computes the system conditions every one
mile per hour (for compactness, a print-out increment of two miles per
hour was used for this appendix).
This program can be used to predict vehicle performance in either of two
modes:
(i) A cceleration. Using the given engine speed-torque data, the program
accelerates the vehicle from rest through I he gears (changing ratios
at the given shift point speeds) until maximum vehicle speed is
reached. The program does this by incrementing road speed, and
for each increment calculating time and distance since start, instan-
taneous acceleration rate, systetn speeds, torque efficiencies, and
road drag and driving forces. (See Run No. 's 01, 02, 03, and 04. )
(2) Constant Speed Cruise. Here the vehicle is not accelerating, and
all the calculated speeds, torques, and efficiencies, etc. , are for
constant speed cruising at the speed given in the left hand column.
Sundstrand Aviation £J& Page 257
-i Ol SumfMranrt Corco'niton
-------
It should be noted that for each speed print-out, the road drag and
driving forces are equal, indicating constant speed equilibrium.
Values of time, distance, and acceleration are printed out as zero
as they are meaningless for this mode of operation.
Assumptions used in Performance Calculations
The following data was supplied by EPA or assumed from their data.
(1) Engine power curve (Appendix H)
(2) Engine accessory loss curves (Appendix C)
(3) Torque converter, transmission ratio, and
spin loss data (given as input data on computer
print-out sheets)
(4) Vehicle drag and resistance forces (Appendix B)
(5) Test vehicle weight, 4300 Ib.
(6) Gross vehicle weight, 5000 Ib.
(7) Ambient air temperature, 85°F.
The following data was assumed by Sundstrand.
(1) Rear axle ratio 2. 75:1
(2) Rolling radius of drive wheels, 1. 10 feet
(3) Transmission shift speeds (see Fig. APP-R3)
(4) Tire-road slip factors, transmission and axle
efficiency (given as input data on computer
printout sheets)
(5) Total wheel, tire, and brake inertia, 11.2 slug ft^
Pa9e 258 Sundstrand Aviation
division at Suna»uond Corporation
-------
(6) Engine and torque converter inertia, . 3 slug ft'
Transmission Efficiency
The values given for transmission efficiency in the computer print-out
sheets include the torque converter efficiency, and represents the power
out of the transmission divided by the power into the torque converter.
B. Performance Summary for the "Typical" 3 Speed Automatic Transmission
Grade and Acceleration Performance
(test vehicle weight 4300 Ib. except where noted)
(I) Acceleration from Standing Start
Distance in 10 sec.
Time to 60 MPH
(2) Acceleration in Merging Traffic
Time 25 to 70 MPH
(3) Acceleration, DOT High Speed Pass Maneuver
Time to Complete
Distance to Complete
(4) Grade Velocity
Speed Sustained from Rest on
a 30% Grade
Speed Sustained on a 5% Grade
Speed Sustained on a 0% Grade
(vehicle weight 5000 Ib. )
482 ft
10. 9 sec.
11. 8 sec.
12.0 sec.
1175 ft.
31 MPH
94 MPH
114 MPH
Sundstrand Aviation
n oi SundstranC Corpo.-euoi
Page 259
-------
Fuel Consumption Performance
(1) Constant speed fuel consumption. (4300 Ib. vehicle weight!
Speed
MPH
20
30
40
50
60
Without Air
Conditioner
MPG
15.
17.
17.
16.
14.
58
86
92
92
30
With Air
Conditioner
MPG
14.
16.
16.
15.
13.
81
20
60
48
21
70 11.91 11.18
80 10.34 9.72
(2) Federal Driving Cycle fuel consumption. 4300 Ib. vehicle weight,
without air conditioner - 11.41 MPG. (This figure was computed
by Lockheed based on efficiency and engine speed data supplied by
Sundstrand. )
C. Cost and Weight Assumptions for the "Typical" 3 Speed Automatic Transmission
(1) Estimated unit total manufacturing cost based on 1, 000, 000 units
per year (which includes labor, materials, and plant operating
expenses, and excludes engineering, development, advertising,
sales, etc. ). ($89)
(2) Estimated weight for a "typical" 3 speed automatic transmission,
including torque converter (150 Ib. ).
Page 26° Sundstrand Aviation
division ot Sundit'and Cotppritioi
-------
3
a
Si
CD
Figure APP-R1 "Typical" 3 Speed Automatic Transmission
(Vehicle Speed versus Transmission Efficiency
-------
O)
to
SP
c
(000
MPH >*<•
(FOR TRACTIVE. SFKO«.T
>0
20
so
60 -TO
MPM
Figure APP-R2 3 Speed Automatic Transmission (per EPA)
MPH versus Engine Speed
-------
a.
I
A
S
}£
If
CD
Figure APP-R3 "Typical" 3 Speed Automatic Transmission
Tractive Effort versus Vehicle Speed
-------
100
— MAXIMUM ACCELERATION
—c
-CONSTANT SPEED CRUISE
10
20
30 40 50
VEHICLE SPEED (MPHI
60
70
80
Figure APP-R4 Transmission Efficiency vs. Vehicle Speed
"Typical" 3 Speed Automatic Transmission
Page 264
Sundstrand Aviation I!
ilivition of Sundltona Corporation
-------
RUN NO. 01
I 130-6)2,TORQUE CONVERTER-FLUID COUPLING SUING AND PERFORMANCE ANALYSIS
VEHICLE PERFORMANCE VERSION REVISION E
VEHICLE.. FULL SUED CAK (PhR LPA)
ENCINF...: TYPICAL MtDIUM SIZE -AIR CONDIIIONEK OFF (PER EPA)
TRANSMISSIUN..3 SPEtO AUTUMATIC (2.5 1ST, 1.5 2ND) (PER tPA)
CONVERTER 11.7S INS UI A ,2.0 SFR (PER EPA)
INPUT DATA
AXLE RATIO 2.750
AXLE EFFICIENCY ' 0.960
VEHICLE WE I GMT 5000.
DRIVE WHEEL RADIUS,FT 1.100
TOTAL WHEEL I NERT 1 A , SLUG-F T-F T 11.200
FRONTAL AREA,SO.FT 24.00
AIR TEMP.,UbG.F 85.0
AERODYNAMIC DRAG FACTOR 0.500
ROAD GRADE .PERCENT. 0.00
INPUT CONDI TlfJNS
INPUT INEKTIA 0.30000 SLUG-FT-FT
INPUT SPEED,RPM
800. 1200. 1600. 2000. 2500. 3000. 3500. 4000. 4:500.
INPUT TORQUE, LB-HT
223. 254. 267. 269. 269. 260. 243. 217. 104.
TKANSM SSION
RATIOS
2.500 1.500 1.000
EFFICIENCIES
0.920 0.930 0.970
SHIFT SPtEDS.MPH (ENGINE RPM IF GREATER THAN 100.)
50. 75.
SPEED FOR TIRE SLIP FACTORS,MPH
0.0 10.0 20.0 30.0 40.0 50.0 60.0
TIRE SLIP FACTORS
0.880 0.910 0.940 0.960 0.970 0.980 0.990
Sundstrand Aviation |L± Pa9e 265
-------
RUN NO. 01
1 1 30-D 32 i TOT.OUL COflV t R T bK-FL U I 0 COUPLING SIZING A NO PfcRFbKMANCE ANALYSIS
VEHICLE PEKFOKMANCF. VtrfSIQN KEVlilON E
VEHICLE.. FULL sufco CAB (PER EPAI
ENGINt" .......... TYPICAL MtOlUM S I L t -A[K CUN01TIUNEK UFF (PtK EPA)
TRANSMISSION..3 iPF.EO AUTOMATIC (2.5 1ST,1,5 2ND) (PER EPA)
CONVERTER 11.75 INS D1A ,2.0 STR (PtR EPA)
TRANSMISSION ACCESSORY LOSSES
H.P. LOSS = 0.00000 MTP.ANS. I/P SPO.) + 0.00
TRANS. INPUT
0. 1000. 2000. 3000. 4000. 5000.
TRANS.INPUT TORO..FT.Lb.GEAR NO. 1
0.0 3.0 6.0 8.5 11.5 14.
TRANS.INPUT TORO.,FT.LB.GEAR NO. 2
0.0 1.5 2.2 3.5 4.5 5.6
TRANS. INPUT TURG. ,F f .LH.GFAK NL). 3
6.5 6.4 6.5 7.0 7.5 8.5
11.75 IN. REFERENCE CONVtRTER/COUPLING WAS GIVEN AS INPUT DATA
SPEED RATIO
0.000 0.200 0.400 0.600 0.800 0.900 0.925 0.950 0.975 0.985 0.990
TORCUE RATILi
2.000 1.800 l.:600 1.370 1.120 1.000 1.000 1.000 1.000 1.000 l.GOO
CAPACITY FACTbR.K
106. 112. 120. 131. 151. 171. 190. 222. 343. 380. 422.
Page 266 Sundstrand Aviation
n of Sundtlrand Corporation
-------
RUN NO. 01
1 13.0-BJ2, TUKQUE CONVEH TEK-FLU1 D COUPLING SUING ANU PERFORMANCE ANALYSIS
VEHICLE PERFORMANCE VbKSION RtVISlUN t
VEHICLE.. FULL SIZEU CAR (PF.K FPA)
ENGINE. ..:..... .TYPICAL MCUIUM SI/F -Aln CONDI T KINM UFF (PER EPA)
TRANSMISSION..3 SPIiCI) AUTOMATIC (2.5 1ST, 1.5 2NDI (PER EPA)
CONVERTER 11.75 INS OIA ,2.0 STR (PER F.PA)
VEHICLE ENGINE-
PPH TIME DISI ACCEL RPM FFLb
SEC (-T F/S/S
CONVERTER
HP SPO TOKO EFF
RAT 10 RATIO
—THANS-- RUAH
0/P EFF OCAG 0«1V£
RPM LB LB
TRANSMISSION IS IN GEAR
I REAR AXLE EFFICIENCY * 0.960
0
i
O.b3
0.65
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0.66
0.86
0.66
0.87
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78
78
80
81
83
85
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104
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808
794
780
765
749
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697
TRANSMISSION ShIFTEU INTO GEAR 3 AT 75. MPH. LiRlVE AXLE tFFIENCY * 0.960
76 20.29 1416 2.96 2979 260 187 0.88 1.00 0.04 2644 0.84 268 7b6
Sundstrand Aviation
division cf Sundstrand Corporation
Page 267
-------
RUN NO. 01
78 21.81
HO 23.42
82 25. 10
fi'. 26.07
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90 32.83
92 39.10
94 37.58
96 40.28
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102 50.70
104 55.47
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108 69. 39
110 81.77
112109.91
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151
15 \
154
156
15B
159
160
162
16?
163
164
164
165
165
165
0.91
0.92
0.92
O.V3
0.')3
0.93
0.94
0.')4
0.94
0.94
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.99
0.9'y
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
l.OJ
1.00
1.00
1.00
1.00
1.00
1.00
1.00
U.rM
0.92
0.92
0.93
0. V3
O.VJ
0.94
0.94
0.94
0.94
0.95
0.9b
0.95
0.95
0.95
0.95
0.95
0.95
..''Mo
2'rn
21.35
2t!9V
2962
3025
3UBH
3150
3212
3274
3336
339«
3459
3520
3501
3641
3701
3761
O.U6
0.«7
O.U7
O.il?
O.ud
O.UH
O.dU
O.b9
0.89
O.d9
0.69
0.89
0.09
O.B9
0.09
0.89
O.U9
0.09
278
289
29V
310
32i
332
34)
35»
367
379
391
40<,
417
430
443
457
471
484
i)M)o
OH J
•JHO
576
572
567
5i>3
558
5^3
54d
539
533
526
520
513
505
498
ROAO LOAD SPEED KEACHEO AT 114. MPH
Page 268
Sundstrand Aviation
di»i*ion ol Suntftt'and Corpora
-------
RUN NO. 02
1 130-B 32,Tl)KOUF COHVERTER-FLUIO COUPLING SUING A Nil PtKFlMMAiUE ANALYSIS
VEHICLE PERFORMANCE VERSION HEVISIOM E
VEHICLE FULL SUED CAR (PFR EPA)
ENGINE.... TYPICAL MEDIUM SIZE -AIR CONDITIONER OFF (Pt'R EPA)
TRANSMISSIUN..3 SPEED AUTOMATIC (2.5 1ST,1.5 2ND) (PER EPA)
CONVPRTER. ..... 11.75 INS OIA ,2.0 STR ( PtR EPA)
INPUT DATA
AXLE RATIO : 2.750
AXLE EFFICIENCY : 0.960
VEHICLE WEIGHT 4300.
DRIVE WHEEL RADIUS,FT 1.100
TUTAL WHEEL INERTI A , SLUO-F T-F T 11.200
FRONTAL AkEA.SU.FT...: 2*. 00
AIR TEMP..DL-G.F., 85. 0
AERODYNAMIC DRAG FACTOR o.soo
ROAD GRADE,PEHCENT...: 0.00
INPUT CONDITIONS
INPUT INERTIA 0.30000 SLUG-FT-FT
INPUT SPEED,RPM
800. 1200. 1600. 2000. 2500. 3000. 3500. 4000. 4500.
INPUT TORQUE, LB-FT
223. 254. 267. 269. 269. 260. 243. 217. IB4.
TRANSMISSIUN
RATIOS
2.500 l.bOO 1.000
EFFICIENCIES
0.920 0.930 0.970
SHIFT SPEEDS,MPH (ENGINE RPM IF GREATER THAN 100.)
50. 75.
SPEED FOK TIRE SLIP FACTORS,MPH
0.0 10.0 20.0 30.0 40.0 50.0 60.0
TIRE SLIP FACTORS
0.880 0.910 O.:940 0.960 0.970 0.980 0.990
Sundstrand Aviation £»»£. Pa9e 269
ol Sundsirand Corporation
-------
RUN NO. OZ
1 130-632.TURQUc CCK.VE R T Ek-F LU I D COUPLING SIZING AMU PL'HFuKMA.MCE ANALYSIS
VEHICLE PERFORMANCE VERSION REVISION E
VEHICLL.. KILL SIZEl, CAR (PIK FPA)
ENGINE.... TYMC..L HI: U I UK f, I / t: - A 1 •< LLH& I T 1 UNt R l-FI- (PcR EPA)
fKANSMI <,!> lUN. . 3 bPH'tO AullJMAIIf. (2.5 1ST, 1.5 ?N|j I IPFH L:PA)
CUNVER I LK 11. f5 IN'j IMA ,2.0 STK ll'tK FPA)
fPH Tl ME L)l ST ACCl 1. RI'M FTLI1
SF.C Ft F/S/S
HP ';PU TOKO Er
k A I 1 1) R A M I)
1- U/P
RPM
kNS-- RUAO
EFF OKAG ORiVt
Lb LO
TRANSMISSION IS IN GEAR
1 REAR AXLE EFFICIENCY = 0.960
0 0.00
2 0. 15
4 0.32
6 0.49
8 0.68
10 O.OC
12 1.09
14 1.32
16 1.56
18 1.81
20 2.08
22 2.37
24 2.68
26 3.01
28 '». ^
)') H . 6 M
32 4.03
34 4.39
J 6 '..76
3B 5.1'.
40 5.55
42 5.98
44 6.43
46 6.92
40 7.44
50 8.01
0
0
U
0
1
3
5
9
1 J
19
25
3J
43
54
66
HO
4'j
1 1 I
129
14
8. V)
ri. 12
7 . ft f,
7.49
7.13
6.75
6. 34
5.93
S.'-R
5.09
F TED
6.20
4 . y ?
4.oO
4.47
4. 34
4.23
4.04
3.67
3.70
3.b3
3.34
3.15
F TED
3.82
1 M6
1/65
1613
1869
1931
199?
2060
2133
2207
2291
238 3
244 7
2535
2669
2M1?
2961
3 1 0 0
32'.^
342".
359H
3768
3935
4099
4260
4418
4567
INTO GEAR
3075
309?
3177
3267
3359
345',
3550
3646
3742
3837
3931
4024
INTO GEAR
3002
268
268
268
269
269
269
26V
269
269
269
269
269
268
266
264
260
2W
2V
24';
2 Ml
230
220
210
200
109
179
?.
257
257
254
251
248
244
240
236
231
226
221
215
3
259
88
H7
89
92
95
98
101
105
109
113
I 17
123
124
12H
134
1 19
144
148
152
153
155
156
155
154
151
149
AT
184
149
151
154
156
159
159
161
162
162
162
162
AT
198
0.00
0. 1 I
0.21
0.31
0.40
0.48
0.55
0.62
0.68
0. 73
0. 78
0.83
0.87
0.89
0.91
0.92
0.93
0.94
0.95
0.95
0.95
0.96
0.96
0.96
0.97
0.97
50. MPH
0.90
0.93
0.93
0.94
0.94
0.94
0.95
0.95
0.95
0.95
0.95
0.96
75. MPH
0.88
2.00 0.00
1.88 0.21
. 78 0. 38
.68 0.52
.59 0.64
.50 0. 72
.42 0.79
.34 O.b3
.26 0.86
.20 0.88
. 14 0.89
.06 0.88
.01 0.88
1.00 0.89
0.99 0.91
0 . 9 'V 0.92
1.00 0.93
1.00 0.94
1.00 0.95
1.00 0.95
1 .00 0.95
1.00 0.96
1 .00 0.96
1.00 0.96
1.00 0.97
1 .00 0.97
0
79
157
233
309
384
458
531
603
674
744
814
864
954
1024
1093
1163
1233
1303
1373
1443
1512
1581
1649
1M7
1785
. DRIVE AXLfc EFF
0.99 0.90
1.00 0.93
1.00. 0.93
1.00 0.94
1.00 0.94
1.00 0.94
1.00 0.95
1.00 0.95
1 .00 0.95
1 .00 0.95
I. 00 0.95
1.00 0.96
1B53
1920
1^87
2054
2121
2187
2253
2319
2384
2450
2514
2579
. DRIVE AXLE EFF
1.01 0.88
2644
0.00
0. 19
0.35
0.48
0.5b
0.66
0. 72
0.75
0.7B
0. 79
0.80
0. 79
0. 79
0.80
0.81
0.82
O.b3
O.U3
O.t)3
0.83
0.83
0.83
0.83
0.63
0.83
0.83
IENCY
0. 63
0.85
0.86
0. 66
0.66
0.86
0.87
0.87
0.87
0.87
0.87
0.87
IENCY
0.84
66
66
67
68
69
70
72
74
76
78
81
84
87
90
94
98
102
106
111
115
121
126
131
137
143
150
= 0.960
156
163
170
177
185
193
201
209
218
227
236
245
• 0.960
254
2962
2719
2546
2403
2270
2142
2016
1901
1791
1690
1602
1326
1411
1 364
1343
1320
1301
126/
1234
1186
1 139
1090
1038
984
927
877
1042
839
827
817
805
798
778
763
747
731
714
695
801
Page 270
Sundstrand Aviation ™™*°™
flivinon of SunOitiand CorpO'Btion
-------
RUN NO. 02
78
no
02
84
06
80
90
92
94
96
OH
100
102
104
106
108
110
112
18.58
19.91
21 . 30
22. /6
24.29
25.91
27.64
29..40
31. '.a
31.6'.
36.02
30.71
41. 78
45. 36
49.67
55. 13
62..67
74.86
114108. 70
1335
1488
1653
1030
2020
2226
i'451
2697
2968
3768
3605
3994
<,448
498H
5651
6507
7713
9697
15314
2.27
2.17
2.08
1 .99
i . u n
1.78
1 .M/
I. '.i5
1.44
1.3?
1.20
1.U5
0.92
U.78
0.64
0.50
0.35
0.20
0.06
2952
3007
3060
3110
3163
3219
3275
3333
3391
34<,0
3^U9
3569
3628
3688
3747
3806
3864
3922
3980
261
259
258
256
255
253
251
249
247
?45
242
239
237
234
231
227
224
221
218
146
14H
149
151
153
154
156
157
159
160
162
162
163
163
164
164
165
165
165
0.91 0.99
0.92 0.90
0.92 1.00
0.93 1.00
0.93 1.00
0.93
0.94
0.94
0.94
0.94
0.95
0.95
0.95
0.95
0.95
0.95
0.95
.00
.00
.00
.00
.00
.00
.00
.00
.00
.00
.00
.00
0.95 1.00
0.96 1.00
0.01
0.92
0.92
0.93
0.93
0.93
0.94
0.9<,
0.94
0.04
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.96
270H
2772
2035
2099
2962
3025
3088
3150
3212
3274
3336
3398
3459
3520
3501
3641
3701
3761
3821
0.(36
O.W7
0.6V
O.d7
O.Htt
0. bti
0.8P
0.89
O.&O
0.89
0.«9
0.89
O.b9
O.U9
0.89
O.B9
0.69
0.89
0.89
204
274
2U4
2-»S
306
31 J
32U
340
351
36 J
176
3RM
401
414
427
4<,1
454
468
481
569
585
582
579
575
571
567
562
557
55 J
548
539
533
526
520
512
505
490
490
ROAD LUAO SPEED REACHED AT 115. MPH
Sundstrand Aviation
i^ii.c^ "' Sondltrend Corporoimn
Page 271
-------
RUN NO. 03
1 130-B32 . TUK'JUb CDi'lVERTEK-FLUIt) COUPLING SUING AND PtRFURKANCE ANALYSIS
VEHICLE CEKFfjRMAiJCl VEKSIOl ---------------------------------------- REVISION E
VEHICLE ....... FULL jlZEL CA,< IPFK LPA)
ENGINE ........ TYPICAL MEDIUM SUE -AIR CONDITIONER OFF (PEk tPA)
TRANSMI SSIGN. . 3 SPEED AUTOMATIC (2.5 lSIil.5 2NL» (PER EPA)
CONVERTER ..... 11.75 INS DIA ,2.0 STR (PEK EPA)
INPUT DATA
AXLE RATIO 2.750
AXLE EFFICIENCY 0.960
VEHICLE WEIGHT
-------
RUN NO. 03
1 130-B32tTCKCUE CDNV t R T bR-FLU I 0 COUPLING SUING AND l> t RFOKMANCE ANALYSIS
VEHICLE PtKFGHMAIv'Ct V6KSIUN (UVISICN E
VEHICLE.. FULL SUED CAR (PER tPA)
ENGINE ...TYPICAL MEDIUM SUE -AIR CONDITIONER UFF (PfcH LPAI
TKANSMISSIUN..3 SPEED AUTOMATIC I / . 'j 1 S T , 1 . 5 2ND) O'EK tPA)
CONVERTER 11.75 INS I1IA ,2.0 ili< (PER I:PA)
VFHICLL
TIME HIST ACCLL
SEC FT F/S/S
FNGINF CUNVMUfcR 1HANS-- KIJAU
HPM FTLI) HP SPD fUMCl tFF U/P EKF DKAG DRIVl
RATIO RATIO RPM Lb I»
TRANSMISSION IS IH GEAR
1 REAk 4XLE EFFICIENCY = 0.960
0
2
t.
6
8
10
12
14
16
18
20
22
2*.
26
2H
.10
52
34
16
38
40
42
44
46
48
50
0.00
0. 16
0. 34
0. 54
0. 74
0.96
1.20
1 .46
1.73
2.02
2. 33
2.67
3.03
3.42
3.1)2
4.23
4 . 64
S.08
'j . 5 3
6.00
6.51
7.05
7.63
8.26
8.97
9. 75
TRANSMI SS
52
54
56
58
60
62
64
66
68
70
72
74
10.24
11.13
L2.06
13.02
14.03
15.09
16.21
17.41
10.70
20.09
21.61
23.31
0
G
0
0
1
3
6
10
15
21
29
38
49
62
77
<>J
1 1 1
131
153
178
206
237
272
313
161
417
ION SHI
452
520
594
674
760
054
957
1070
1 195
1335
1492
1672
18.77
17.10
15.41
14.41
13.77
13.06
12. 17
11.35
10.57
4.65
4.22
U.65
7.U4
7.50
7. 32
7.14
6.97
6.71
6.40
6.08
5.72
5.34
4.93
4.51
4.06
3.65
FT En
4.15
3.24
3. 12
'3.00
2.07
2.75
2.56
2.40
2.23
2.06
1.87
1 .68
1736
1766
1815
1872
1934
1996
2064
2136
2211
2294
2387
2450
253R
267 1
2815
2963
3107
3264
34<;9
3599
3769
3936
4100
4262
4420
4570
INTO GEAR
3049
3093
3178
3268
3360
3454
3550
3647
3743
3838
3932
4025
268
268
268
269
269
269
269
269
264
269
269
269
26,T
266
?/.'«
2>>0
257
?'.2
245
230
229
220
210
200
18)
179
2
258
257
254
251
248
244
240
236
231
226
220
215
08
88
89
92
95
98
102
106
109
1 13
1 18
124
125
130
1 35
140
145
140
154
155
157
158
157
156
153
151
AT
169
15C
152
154
157
159
160
162
163
163
164
163
0.00
0. 11
0.21
0.31
0.40
0.48
0.55
0.62
0.68
0.73
0.77
0.83
0.87
O.B9
0.90
O.r<2
0.93
0.94
0.15
0.95
0.95
0.96
0.96
0.96
0.97
0.97
50. MPH
0.91
0.93
0.93
0.94
0.94
0.94
0.95
0.95
0.95
0.95
0.95
0.96
2.00
l.BH
1.7H
1.68
1.59
1.50
1.42
.34
.26
.20
. 14
.06
.01
.00
0.99
O.TJ
I .00
1 .00
1 .00
1 .00
1.00
1.00
1.00
1.00
1 .00
1.00
. UR
0.99
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
0.00
0.21
0. 38
0.52
0.64
0.72
0. 74
0.83
0.86
0.88
0.89
0.88
0.88
0.89
u.90
0.92
0.9 i
0.44
0.45
0.95
U.45
0.96
0.96
0.96
0.97
0.97
0
79
157
233
304
384
458
531
603
67<,
744
814
8H4
954
1024
10') J
1 163
12M
1 303
1373
1443
1512
1581
1644
1717
1785
IVE AXLE EFF
0.91
0.93
0.93
0.94
0.94
0.94
0.95
0.95
0.95
0.95
0.95
0.96
1853
1920
1987
2054
2121
2107
2253
2319
2384
2450
2514
2579
O.uO
0. 19
0.35
0.46
0. 58
G. 66
0.72
0. 75
0.78
0. 79
0.80
0. 79
0. 79
0.60
0.81
0. ti2
O.H J
0.03
O.U4
0. H3
O.b3
0.83
0.63
0.63
O.H3
0.83
IENCY •
O.b3
O.b5
0.86
0.86
0.86
0. 66
0.87
0.87
0.07
0.87
0.87
O.B7
2bl
2H1
282
283
?04
285
287
2b9
291
293
296
299
302
305
309
313
31 /
121
326
330
336
341
346
352
358
365
0.960
371
378
385
392
400
408
416
424
433
442
451
460
J9C-2
2723
2555
2412
2200
2151
2026
1911
1801
1700
1613
1534
1422
1 377
155
33 t
313
280
/r.2
190
153
104
1051
997
939
887
465
842
832
821
010
801
7H3
768
752
736
719
TOO
TRANSMISSION SHIFTED INTO GEAR > AT 75. MPH. DRIVE AXLE EFFIENCY * 0.960
76 25.76 1886 1.42 2939 261 165 0.89 1.00 0.89 2644 O.H5 469 673
Sundstrand Aviation
uiv.vor. o1 Su <-d Sir A,id C
Page 273
-------
RUN NO. 03
78 20.90
80 13.03
82 37.80
84 A3. 43
86 50.42
88 59.74
90 74.03
92107.21
2295
2Y74
3339
4023
4B93
6083
7949
12384
0.77
O.o8
009
0.49
0.39
0.29
0. 18
0.06
2952
30o7
3062
3111
3164
3219
3276
3333
261
259
258
256
255
253
251
249
146
148
150
152
153
155
157
158
0.91
0.92
0.92
0.93
0.93
0.93
0.94
0.94
0.99
0.9V
1.00
1.00
1.00
1.00
v.oo
1.00
0.91
0.92
0.92
0.93
0.93
0.93
0.94
0.94
270b
2772
2835
2099
2962
3025
306b
3150
O.o6
0.87
0.07
0.67
0. 68
0.88
O.b6
0.89
479
4C-)
499
510
521
532
543
555
590
587
584
581
5/7
573
569
564
ROAD LOAD SPEED RtACHEU M 94. MPH
Page 274
Sundstrand Aviation
lion ol SundH'ond Corpoiolion
-------
RUN NO. 04
1130-032,TORQUE CONVERTER-FLUID COUPLING SUING AMU PERFORMANCE ANALYSIS
VklUCLE PERFORMANCE VERSION IU.VISMJN t
VEHICLE FULL SI2EO CAH (PER fcPA)
ENGINE...: TYPICAL MEDIUM SIZE -AIR CONDITIONER OFF (PC* hPAl
TRANSM1SSION..3 SHtfU AUTOMATIC ( 2 . '> 1ST.1.S 2ND) (Pt:.M KPA)
CONVERTER 11.75 IMS DIA ,2.0 SIK (P£R FPAI
INPUT DATA
AXLE RATIO ' 2. 7 DO
AXLE EFFICIENCY ! 0.960
VEHICLE WEIGHT 4300.
DRIVE. WHEEL RAUIUS.FT. 1.100
TOTAL WHEEL INERTI A , SLUG-F T-F T . . 11.200
FRONTAL AREA.SU.FT.... 2
-------
RUN NO. 04
1 130-11J2 , iURQuE CU.'.VER rEK-FLUlO COUPLING SIZING ANO PERFORMANCE ANALYSIS
VEHICLE PERFORMANCE V&RS1CN REVISION E
VEHICLE ...(-DLL SIZeO CAR (PER tPA)
ENGINE... TYPICAL MEDIUM SIZE -AIR CONOIf I ONER OFF
TRANSMISSION..J SPEED AUTOMATIC (2.5 1ST,1.5 2ND) (PER
CONVERTER 11.75 INS DIA ,2.0 STR (PER EPA)
(PER
EPA)
EPA)
VEHICLE
TIME OIST ACCEL
SEC FT F/S/S
ENGINE CONVERTER TRANS-- ROAD
RPM FTLB HP SPD TORO EFF 0/P EFF DRAG DRIVE
RATIO RATIO KPM LB LQ
TRANSM SSION IS IN GEAR
1 RfcAR AXLE EFFICIENCY = 0.960
0 0.
2 0.
4 0.
6 0.
8 1.
10 1.
12 2.
14 3.
16 3.
18 4,
20 6.
22 8.
24 11.
26 18.
28 30.
30 72.
00
29
62
99
4 1
89
45
12
94
96
2fl
22
98
46
:35
63
0
0
0
2
5
10
18
29
46
70
106
165
292
529
1000
2812
11.25
9.73
0.65
7.69
6.77
5.66
4.99
4. 18
3.40
2.70
2.09
1.30
O.b8
0.39
0.21
0.04
1736
1773
1627
1806
1949
2012
20*0
2154
2228
2312
2405
2461
2552
2685
2828
2975
268
268
268
269
269
269
269
269
269
269
269
269
268
266
264
260
88
89
91
94
98
101
105
109
113
117
122
126
130
136
142
147
0.00
0.11
0.21
0.31
0. 39
0.47
0.55
0.61
0.67
0.72
0.77
0.82
0.86
0.88
0.90
0.91
2.00
1.68
1.78
1.69
1.60
1.51
1.42
1.34
1.27
1.20
1.15
1.07
1.02
1.00
0.99
0.99
0.00
0.21
0.38
0.52
0.63
U1. 72
0.78
0.83
0.86
0.88
0.89
0.88
0.88
0.89
0.90
0.91
0
79
157
233
309
384
458
531
603
674
744
814
884
954
1024
1093
0.00
0. 19
0.35
0.48
0.58
0.66
0.71
0.75
0.78
0.79
0.80
0.79
0.79
0.80
0.80
0.81
1356
1356
1357
1358
1359
1360
1362
1364
1366
1368
1371
1374
1377
1380
1384
1388
2962
2747
2593
2456
2326
2198
2075
1961
1852
1754
1669
1560
1474
1437
1414
1394
ROAO LOAD SPEED REACHED AT 31. MPH
Page 276
Sundstrand Aviation
divition ol Sunditrand Corporation
-------
S. Distance and Velocity as a Function of Time
Sundstrand Aviation
-------
APPENDIX S
DISTANCE AND VELOCITY AS A FUNCTION OF TIME
Figures APP-S1 and APP-S2 show distance and velocity as a function of
time for the baseline (8A) transmission with the maximum hydraulic-
pressure limited to 6000 and 4500 psi respectively. These curves
were plotted for zero grade acceleration from data obtained from
Sundstrand's continuous computer program (rrf. Appendix P).
Figure APP-S3 shows the same type curve for the "typical" 3 speed
automatic transmission using Sundstrand's torque converter program
(ref. Appendix R).
Sundstrand Aviation sQ, Page 27?
divmor. ol Sundikonfl C
-------
89 10 11 1Z 13
TIME SECONDS
14 15 16 17 18 19 20
Figure APP-S1 Distance and Velocity vs. Time
Pressure Limited to 6000 PSI
Page 278
Sundstrand Aviation
divi«,io» of Sunditrand Corporation
-------
Figure APP-S2 Distance and Velocity vs. Time
Pressure Limited to 4500 PSI
Sundstrand Aviation
Page 279
-------
10 II 12 13 14 15 16 17 18 19 ZO 21 22 23 24
Figure APP-S3 Distance and Speed vs. Time
"Typical" 3 Speed Automatic Transmission
Page 280
Sundstrand Aviation
division ot Sundstiand Coipo ratio
-------
T. Constant Speed Fuel Consumption Calculations
Sundstrand Aviation £*J&
-------
APPENDIX T
CONSTANT SPEED FUEL CONSUMPTION CALCULATIONS
For transmissions 8A and 8C, the fuel consumption in MPG was cal-
culated in the following manner:
Fuel Consumption (MPG) =
Where:
MPG - Miles Per Gallon
/O - Density of Fuel (5.75 Lb/Gal)
V - Vehicle Speed - MPH
T R
Q - Specific Fuel Consumption - jaup UP
( Reference Appendix H)
- Engine HP from Computer Program
(Reference Appendix A)
- Flywheel HP (Reference Appendix D)
- Engine Accessory HP (Reference Appendix C)
Example: Transmission 8A at 60 MPH
Without Air Conditioning
HP = HPE +HPFW + HPACC
HPE = 36. 3 HP @ 1787 RPM (From Computer Program T8H,
Reference Appendix A)
HPpW =1.1 HP (From Figure APP-Dl, Reference Appendix D)
HPACC = 4-2 Hp (From Figure APP-C1, Reference Aopendix C)
HP = 36. 3 + 1. 1 + 4. 2
= 41.6
Page 281
Sundstrand Aviation £.»,!,
division ol Sunditiund Coiporotion
-------
(Q)(HP)
= 5. 75 Lb/Gal
V = 60 MPH
HP = 41.6
Q = . 50 — (from Figure APP-H1, Reference
BHP HR A ,. „.
Appendix H)
MPG = (5. 75) (60)
(.50) (41.6)
= 16.59
Tables APP-T1 through APP-T3 show the calculations of the constant
speed fuel consumption for transmission 8A, 8C, and the "typical"
three-speed automatic.
The energy required from the engine in terms of BTU/Mile was cal-
culated for transmissions 8A, 8C, and the "typical" three-speed
automatic under steady speed conditions. The results of these calcu-
lations is shown in Tables APP-T4 through APP-T6.
Page 282
Sundstrand Aviation »«««»
division ol SundlKend Corporation
-------
TABLE APP-T1
CONSTANT SPEED FUEL CONSUMPTION. VERSION 8A
(A) With Ai
VMPH
20
30
40
50
60
70
80
(B) Without
20
30
40
50
60
70
80
MPG =
r Conditioning:
NE
1372
1506
1622
1718
1787
1817
1765
(yO X V) / (Q X
HPE HPACC
12.
21.
23.
27.
36.
47.
66.
3
5
1
9
3
7
1
7.
7.
8.
8.
8.
8.
9.
1
8
1
6
8
9
1
HPFW
2.5
2. 3
2. 0
1.6
1. 1
.7
. 2
HP)
P
> = 5.75 Lb/Gal
ui-p
^TOTAL
21.
31.
33.
38.
46.
57.
75.
9
6
2
1
2
3
4
Q
. 580
. 530
. 530
. 510
.495
.465
. 495
MPG
9.
10.
13.
14.
15.
15.
11.
05
30
07
80
09
11
•'-
Air Conditioning:
1372
1506
1622
1718
1787
1817
1765
12.
21.
23.
27.
36.
47.
66.
3
5
1
9
3
7
1
3.
3.
3.
4.
4.
4.
4.
5
7
9
0
2
3
2
2. 5
2. 3
2.0
1.6
1. 1
. 7
.2
18.
27.
29.
33.
41.
52.
70.
3
5
0
5
6
7
5
.640
. 550
. 550
. 535
. 500
.470
.490
9.
11.
14.
16.
16.
16.
13.
82
41
42
04
59
25
32
Sundstrand Aviation £
Page 283
-------
TABLE APP-T2
CONSTANT SPEED FUEL CONSUMPTION. VERSION 8C
MPG =
(A) With Air Conditioning:
VMPH
20
30
40
50
60
70
80
(B) Without
20
30
40
50
60
70
80
NE
879
902
912
905
1787
1817
1765
HP
12.
22.
23.
28.
36.
47.
66.
(,0 x V) / (Q x
IT HPArr-
E ACC
6
1
9
8
3
7
1
5.
5.
5.
5.
8.
8.
9.
0
1
2
1
8
9
1
HPFW
2.5
2. 3
2.0
1.6
1. 1
.7
.2
HP)
t
> = 5.75 Lb/Gal
HPTOTAL
20.
29.
31.
35.
46.
57.
75.
1
5
1
5
2
3
4
Q
.505
. 530
. 530
. 510
.495
.465
.495
MPG
11.
11.
13.
15.
15.
15.
12.
33
03
95
88
09
11
32
Air Conditioning:
879
902
912
905
1787
1817
1765
12.
22.
23.
28.
36.
47.
66.
6
1
9
8
3
7
1
2.
2.
2.
2.
4.
4.
4.
1
2
2
2
2
3
2
2.5
2.3
2.0
1.6
1. 1
.7
.2
17.
26.
28.
32.
41.
52.
70.
2
6
1
6
6
7
5
. 530
. 520
.525
.525
. 500
.470
.490
12.
12.
15.
16.
16.
16.
13.
62
47
59
80
59
25
32
Page 284
Sundstrand Aviation
division ol Sundttrand Corporation
-------
TAEL,£ APP-T3
CONSTANT SPEED FUEL CONSUMPTION
THREE -SPEED
(A) With Aii- Conditioning:
MPH
20
30
40
50
60
70
80
(B) Without
20
30
40
50
60
70
80
NE
893
1167
1483
1837
2353
2826
3248
Air C
893
1167
1483
1837
2353
2826
3248
AUTOMATIC TRANSMISSION
MPG =
HPE HPACC
6.
10.
16.
24.
38.
56.
77.
1
7
4
5
5
1
0
5.
6.
7.
9.
11.
13.
15.
0
2
5
1
2
2
0
5.75 x MPH
LB/HR
HPTOTAL
11.
16.
23.
33.
49.
69.
92.
1
9
9
6
7
3
0
SFC
. 700
.630
. 580
. 553
.525
. 520
.515
LB/HR
7. 76
10.65
13. 85
18. 58
26. 10
36. 0
47. 4
MFC,
14. 81
16. 20
16. 60
15.48
13.21
11. 18
ll 72
onditioni n#:
6.
10.
16.
24.
38.
56.
77.
1
7
4
5
5
1
0
2.
3.
3.
4.
5.
6.
7.
3
1
8
3
4
5
2
8.
13.
20.
28.
43.
62.
84.
4
8
2
8
9
6
2
.880
. 700
.635
. 590
. 550
. 540
. 528
7.39
9.66
12.83
17.0
24. 1
33.8
44. 5
15. 58
17. 86
17.92
16. 92
14. 30
11.91
10. 34
Page 285
Sundstrand Aviation
^V ffl*
division of SundltfAnd Corporation
-------
TABLE APP-T4
CONSTANT SPEED FUEL CONSUMPTION IN BTU/MILE
BASELINE 8A
BTU _ 2545 x HPE
MI VMPH
HPE
V w/o Air
20 18.3
30 27.5
40 29.0
50 33.5
60 41.6
70 52.7
80 70.5
BTU/MI
w/o Air
2329
2333
1845
1705
1765
1916
2243
HPE
w/Air
21.9
31.6
33.2
38. 1
46.2
57.3
75.4
BTU/MI
w/Air
2787
2680
2112
1939
I960
2072
2399
Page 286
Sundstrand Aviation
division of Sunditrand Corporation
-------
TABLE APP-T5
CONSTANT SPEED FUEL CONSUMPTION IN BTU/MILE
ALTERNATE 8C
V
20
30
40
50
60
70
80
BTU 2545
MI V
HP£ BTU/MI
w/o Air w/o Air
17.2 2189
26.6 2257
28. 1 1788
32.6 1659
41.6 1765
52.7 1916
70. 5 2243
x HPE
MPH
HPE
w/Air
20. 1
29.5
31. 1
35.5
46. 2
57. 3
75.4
BTU/MI
w/Air
2558
2503
1979
1807
I960
2072
2399
Sundsfrand Aviation
division of SundiT'Bnd Co:"»ral>
^V W «
Page 287
-------
TABLE APP-T6
CONSTANT SPEED FUEL CONSUMPTION IN BTU/MILE
CONVENTIONAL AUTOMATIC
HPE
V w/o Air
20 8.4
30 13.8
40 20.2
50 28.8
60 43.9
70 62.6
80 84.2
BTU 2545
MI V
BTU/MI
w/o Air
1069
1171
1285
1466
1862
2261
2679
x HPE
MPH
HPE
w/Air
11.1
16.9
23.9
33.6
49.7
69.3
92. 0
BTU/MI
w/Air
1412
1434
1521
1710
1862
2520
2927
Page 288
Sundstrand Aviation
division of Sundttrund Corporation
-------
U. Flywheel Data Supplied by Lockheed
Sundstrand Aviation
^V IV ,
n 01 Sundnrfnrt Co'porniio.i
-------
APPENDIX U
FLYWHEEL DATA SUPPLIED BY LOCKHEED
The following is flywheel data supplied to Sundstrand by Lockheed
Missile and Space Corporation - Ground Vehicle Division. The version
(A) data was used by Sundstrand in carrying out the study effort. It
should be noted that the version (B) flywheel configuration would have
resulted in a lighter and less expensive system. This data was
unfortunately not available until after the transmission layout drawing
had been completed. The transmission could easily accept the version
(B) flywheel.
^^^ Page 289
Sundstrand Aviation ffi««ffi
^V Jf >\_
division of Sundilrand Corporation
-------
Lockheed Missiles &t Space Company
FLYWHEEL ASSEMBLY DATA
(Based on Available Information Nov. 2, 1971)
J. CONFIGURATION - FLYWHEEL (B)
Flywheel 13. 06 dia per LMSC Dwg. No. SK 20-2102
II. WEIGHT BREAKDOWN
Flywheel
Containment Ring
Bearing set "A"
Bearing "B"
Seal (2)
Housing ring
Housing cover (2)
Bearing nut
Vac pump element
Miac
IH. POWER LOSS
Windage
Bearing
Seal (2)
Lube pump
Vac pump
Total
Conditions: (1) 30 mm Hg pressure in housing.
(2) Face type rotary seal.
(3) Seal leakage rate 0. 1 cfm
(4) Vac pump capacity 3 cfm
Page 290
Sundstrand Aviation
dlvinon of Sunditrand Corporation
28000
3.112
0.162
0.224
0.016
0. 090
3.604
86. 16 Ib
33.45
0.90
0.45
0.24
21.67
40.50
0.21
0.46
2.82
186.86 Ib
Speed RPM
24000 18000 12000
2.021 . 0.903 0.290
0.102 0.043 0.013
0.192 0.144 0.096
0.016 0.016 0.016
0.090 0.090 0.090
2.421 1.196 0.505
8000
0.093
0.004
0.064
0.016
0.090
0.267
-------
IV. ESTIMATED UNIT COST
Flywheel 13. 06" diameter per LMSC Drawing No. SK-20-21P2
Production Quantities at:
Description 100, OOP/year 1, OOP, OOP/year
Flywheel $25.6P $24.37
Containment Ring 13. PP 12. P6
Bearing Set A 8. PP 7.14
Bearing B 4. PP 3. 57
Seal (2) 7.7P 6. 86
Housing Ring 9.15 8.68
Housing Cover 17.4P 16.43
Vacuum Pump Element 4.75 4.23
Bearing Retainment Nut .91 .82
Studs, Nuts, Washers, etc. 1.51 1.46
Assembly 1.98 1.5P
Total Unit Cost $94. PP $87.12
Initial cost of required
Machinery & Equipment $1, 956, PPP. PP $1P, 58P, PPP. PP
Note: Above unit cost does not include profit
_ . . . A • *• A A Pa9e 291
Sundstrand Aviation
divilion of SunOiUand Corporiuoi
-------
Lockheed Missiles & Space Company
FLYWHEEL ASSEMBLY DATA
(Based on Information Available on Nov. 2, 1971)
I. CONFIGURATION
Flywheel, 20. 44 diameter
- FLYWHEEL (A)
per LMSC Drawing No. SK 20-2103
II. WEIGHT BREAKDOWN
Flywheel
Containment ring
Bearing set "A"
Bearing "B"
Seal (1)
Housing
Housing cover
Spacers
Vac pump element
Bearing ret. nut
Misc
Total
IE. POWER LOSSES
Windage
Bearing
Seal (1)
Lube pump
Vac pump
Total
44. 11 Ib
33.45
0.56
0.28
0. 12
74.54
71.90
0.83
1.84
.21
2.00
229.841b
Speed RPM
Z8000 24000 18000 12000
3.201 2.076 0.922 0.296
0.112 0.071 0.030 0.090
0.113 0.096 0.072 0.048
0.016 0.016 0.016 0.016
0.247 0.247 0.247 0.247
3.689 2.506 1.287 0.697
8000
0.095
0.003
0.032
0.016
0.247
0.393
Conditions: (1) 5 mm Hg press in housing
Page 292
(2) Face type rotary seal
(3) Seal leakage rate 0.1 cfm
(4) Vac pump capacity 13.0 cfm
Sundstrand Aviation
dwlilon of Sundilrand Corporation
-------
IV. ESTIMATED UNIT COST
Flywheel 20.44" diameter per LMSC drawing no. SK-20-2103
Production Quantities at:
Description 100, OOP/year 1, OOP, OOP/year
Flywheel $ 15. 5P $ 14.29
Containment ring 14.39 13.45
Bearing set "A" 8. OP 7.14
Bearing "B" 4. PO 3. 57
Seal (1) 3.85 3.43
Housing 26.61 26.13
Housing cover 27.74 26.79
Spacers .IP .IP
Bearing retainment nut .91 .82
Vacuum pump element 3. PO 2.68
Studs, nuts, washers, etc. 1.71 1.63
Assembly 1.98 1. 50
Total Unit Cost $107.79 $101.53
Initial cost of required
Machinery & Equipment $1,956.000.00 $10,580,000.00
Note: Above unit cost does not include profit.
-2-
Page 293
Sundstrand Aviation
division ot Sundstrand Corporation
-------
Page 294 Sundstrand Aviation
n ol Sunditfond Co t pa f all oft
-------
V. Stress and Sizing Data
Sundstrand Aviation
-------
APPENDIX V
STRESS AND SIZING DATA
The stresses that exist in the various baseline (8A) transmission com-
ponents were estimated at the maximum torque that could exist in each
respective component. The conclusion of this effort was that the trans-
mission is of a mechanically feasible design that could be constructed
with only those changes normally associated with development.
Maximum system torques were calculated by computer programs T8H
and T8HD2 (reference Appendix A). The way in which the stress levels
were estimated is outlined below:
Gears
After the- maximum torque levels that occur in the gears were determined
estimated bending stresses were calculated. It should be noted that no
attempt was made to optimize the gear design. Knowing the approximate
gear diameters, face widths, and diametral pitches, maximum bending
stresses were estimated with the following formulas. Helix angle was
not used in the calculations below, so the calculated face widths are con-
servative.
W - ^^
WT D
WT x Dp
=
FWxJ
T = maximum torque (in-lb)
D = gear pitch diameter (in)
Sundstrand Aviation £>„ Page 295
division of Sundsiraid Corporal':
-------
W = tangential load (Ib)
Dp = diametral pitch
FW = face width (in)
J = geometry factor
(?* Q - bending stress (psi)
The calculated gear bending stresses are summarized in Table APP-V1.
Shafts
The shafts that appeared to be highly torqued for their cross-sectional
size were checked for maximum shear stress, and found to be acceptable.
The following formula was used to estimate the maximum shaft shear
stresses.
•7- = 16 x T x D
^T x (D4-d4)
T* = shaft shear stress (psi)
T = shaft torque (in-lb)
D = shaft outside diameter
d = shaft inside diameter
Shaft shear stresses are summarized in Table APP-V2.
Clutches
Since the clutches in this transmission are normally required to engage
only at zero differential speed, they were not sized on energy considerations.
The output and mode 1 clutches, however, must carry a dissipative load
for a short time during initial flywheel spin-up. The power absorbed by
Page 296
Sundstrand Aviation
-------
TABLE APP-V1
GEAR BENDING STRESSES
At Maximum Torque:
Gear Identification
Fly wliool Jnput to Summon
V-Unit Link
Mode 1 CLutcV, Gear
Mode 2 F-Unit Link
V-Unit
Mode 1 F-Unit
Mode 2 F-Unit Clutch
FLywVinnl Pinion
FlywTineL JacksViaft Gear
Flywheel JacksTiaft Pinion
Planetary Large Ring
Planetary Small Ring
Planetary Large Sun
Planetary Small Sun
Maximum Torque
(in-lb)
'.547
6320
10437
5376
2760
2904
3444
300
1629
1629
3048
3547
6348
5376
Bonding Stress
(psi)
'•(>. (.)K
68. HK
75. IK
53. 6K
69. IK
83. 2K
68. IK
3 1 . 5K
22. IK
39. 2K
11. 7K
16. 6K
72. 9K
84. IK
Sundstrand Aviation
division ol Sundilrnod Cotpo'Blion ^V 9 .
Page 297
-------
TABLE APP-V2
SHAFT SHEAR STRESSES
At Maximum Torque:
Shaft Identification
Small Sun
(Mode 2 F-Unit)
Large Sun (Output)
Input
Maximum Torque
(in-lb)
5376
6348
3048
Shear Stress
(psi)
44. 6K
26. IK
12. 3K
Page 298
Sundstrand Aviation
dlvltion ot Su'idiirand CorpO'Olloi
-------
the clutch lining under this condition is initially . 4 to .5 horsepower per
square inch, decreasing to zero as the flywheel comes up to operating
speed. This would not cause significant plate wear with automotive type
clutch linings. Provisions have been made to carry away clutch heat
during start up with a supply of cooling oil.
Piston areas were si/.ed to give a unit loading on the clutch plate material
of about 500 Ib/in at maximum static load. (Unit loading is lower during
flywheel spin up. ) This is within acceptable limits for commonly used
automotive lining materials.
Clutch diameter was determined by space available in the transmission.
The number of plates in each clutch were selected to give the clutches
a torque capacity which exceeds torque requirements so that slipping
would not occur under normal operating conditions.
The formula that was used to calculate clutch torque capacity is given
below.
T = NX> Fr
/* e
T = clutch torque capacity (in-lb)
N = number of friction surfaces
(a 5 plate clutch has 10 friction surfaces)
F = total axial force (Ib)
r = effective radius (in)
- (D3 - d3)
G " (3) (D2- - d^)
D = plate outside diameter
Sundstrand Aviation { pw2"
-------
d = plate inside diameter
yU = coefficient of friction (static) for
clutch lining under consideration.
The results of clutch si/.in^ arr: summarized in Table APP-V3.
TABLE APP-V3
CLUTCH SIZING
Clutch
Input Clutch
(8C Only)
Output Clutch
Mode I Clutch
Mode 2 Clutch
Req.
Capacity
(in-lb)
1, 040
10, 104
10,437
3, 444
Calculated
Capacity
(in-lb)
1, 314
11, 261
11,261
4, 280
Page 300
Sundstrand Aviation
divr»ion oi Sunomand Coiporation
-------
W. Typical Results Sundstrand Performance Analysis
Program
Sundstrand Aviation
» ct Su'id«'innd COT
-------
APPENDIX W
TYPICAL RESULTS SUNUSTRAND PERFORMANCE ANALYSIS COMPUTER
PROGRAM
The following is a typical readout of the Sunclstrand performance analysis
computer program over the Federal Driving Cycle. Figure APP-WI is
a plot ol these results. The run was for the Alternate (8C) transmission
with air conditioning.
Sundstrand Aviation &J& Pa9e301
n r,1 SuntUttAMd Cnr.iOfflllOi
-------
A
8 f 100%
M <*3 TRANSMISSION
EFFIEIENCY
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o ^^ *~* CA
15 {2. THROTTLE
; — • ,_, o POSITION
QJ ^ Q
15' 5' 7~
0 3 w» ^
3 £ 30K
DOQ 5" FLYWHEEL
Jj., W" 20K
8 •< 1 10K
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3
VEHICLE
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LNIRT.V ilOKlKI. TUtHSKISilON PfRMIRHtNCC ANALYSIS
II H| 1MHI
'HIP ',!/[
VIIHCLC Hill
IIHE Lit
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CNtaor Ltvn
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VLKSION CllUt
Cl. '.1C
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l-Uf.l. HUGH!
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1.50 IN1/R
1.75 IR/GI
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1.6*07
siiiKl'ii. IRAN'.HISMUN »IRIIIH>«NCF ANALYSIS
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15.22
11.11
4.61
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2.16
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14.67
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0.2104
0.2109
0.2315
0.1119
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0.4197
0.4262
0.4974
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0.4530
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0.1665
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0.5010
0.4B05
0.4227
0.1S6B
0.4269
0.5152
0.5506
0.5419
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RPM
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7B5.5
765.5
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ENGINE HOBi.ll UURuG SfC
POME" XT 10 PiUS
HP PSI L«/H/H
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.39 O.OU46 790.! 0.9066
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.19 0.0046 140.) 0.9066
.19 0.0056 740.) 0.4066
.34 0.0056 740.) 0.4C66
.34 0.0056 140.) 0.4066
.14 0.0056 790.) 0.4066
.19 0.0056 1491.2 0.6647
11.5) 0.2)94 1664.6 0.70)0
14.20 0.4500 16)2.) 0.6080
I6.t6 0.6446 11)).) 0.5546
16. «) 0.6671 911.6 0.4402
19.41 0.61)2 915.1 0.5112
19.4) 0.8411 306.9 0.5186
16.15 0.8062 44.4 0.5344
17.40 0.7678 -260.4 0.54)11
15.09 0.6481 -408.2 0.5871
!).)• 0.171) 67.2 0.64)4
14.29 0.5447 541.6 0.6118
16.29 0.6917 1004.1 0.5571
19. (15 0.792) 1045.4 0.5111
20.26 0.8450 5)7.9 0.5105
19.14 0.8445 -17). 5 0.4I9B
16.76 0.7166 -S54..5 0.5116
11.9) 0.6014 98.7 0.6249
16.82 0.6724 10)4.2 0.5500
20.65 0.8047 1197.5 0.'4090
22.29 0.9001 797.0 0.1017
22.11 0.924) 411.0 0.50!>)
21.66 0.91)9 127.0 0.5067
21.81 0.9174 )66.) 0.5062
21.80 0.9174 141.4 0.106)
1 UPC
R UPC
0.117
0.117
0.117
0.117
(,.117
0.117
0.117
0.117
0.117
0.111
4.28)
7.741
10.7)2
11.126
12.112
12.420
12.821
12.480
11.148
10.047
10.286
10.421
17.071
12.60)
13.005
11.401
10.526
11.064
11.890
12.411
12.861
12.458
12.914
12.9)9
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9.117
3.117
I. 117
9.117
9.117
9.117
9.117
1.117
9.117
9.116
J.4S5
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.180
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0/0
0.515
0.515
0.515
0.111
0.114
0.515
0.515
0.511
0.111
0.449
0.654
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0.641
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0.664
0.660
0.497
0.614
0.726
0.101
0.681
0.691 '
0.169
0.424
0.419
0.427
0.416
Sundstrand Aviation
di.ii'On of Sundf lr«M Corporation
Page 303
-------
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25.12
27.15
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25.36
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25.43
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26.77
26.21
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0.4485 473.0
0.4416 261.0
0.4278 419.2
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0.9520 460.1
0.9665 771.1
1.0522 828.6
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0.5260
0.5178
0.1154
0.1153
0.5156
0.1144
0.5214
0.5141
0.5172
0.5152
0.1224
0.5191
0.5212
0.5166
0.1217
0.5251
0.5061
0.5620
0.6811
0.8164
0.9164
0.4066
0.4066
0.1066
0.4066
0.9066
0.4066
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12.810
12.640
12.412
12.804
12.571
12.637
11.44?
11.627
11.769
13.049
13.440
13.311
13.324
13.446
12.154
12.627
13.341
13.621
12.210
12.789
12.914
13.681
13.237
11.426
11.699
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7.19
7.14
7. 14
7.19
7.14
7. 19
7.31
7.39
7.39
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10.01
11.48
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27.14
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27.71
21. 71
22.70
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71.42
20.64
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0.117
0.117
0.117
0.117
0.117
0.117
0.117
0.117
0.117
0.117
0.117
0.114
2.110
6.722
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12.414
12.987
12.671
12.504
12.664
12.490
11.558
11.611
11.665
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14.376
15.172
16.382
17.196
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6.714
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8.514
6.399
8.287
8.178
8.072
7.469
7.868
7.770
7.674
7.581
7.520
7.510
7.538
7.182
7.0)6
7.694
7.755
7.610
7.862
7.417
7.467
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8.044
6.082
8.106
6.118
8.155
8.210
8.272
8.342
8.421
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0.515
0.515
0.515
0.515
0.515
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0.515
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0.515
0.478
0.540
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0.762
0.728
0.588
0.425
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0.455
0.466
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0.742
0.674
0.365
0.695
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0.700
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0.716
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0.747
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Page 304
Sundstrand Aviation
division of Sundiirand Corporation
-------
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0.5107
0.5116
0.5101
0.5759
0.5430
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0.5121
0.5775
0.5111
0.5340
0.5141
0.5296
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0.5273
0.5260
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0.5181
0.5156
0.5175
0.5194
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0.5417
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15.980
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16.226
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16.631
16.565
16.601
16.678
16.799
16.1119
16.802
16.810
16.845
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16.649
16.656
16.566
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MP PI 1 LB/M/II
16.47 0.5110 -616.4 0.4276
16. 2B 0.4041 -176.2 0.5240
36.06 0.5218 490.8 0.4106
14.77 0.946) 940.0 0.4)1)
31.41 0.6001 41D.6 0.54JB
31.72 0.6CO) 190.1 0.445*>
32.47 0.6788 206.6 0.5494
32.10 0.6288 -74.) 0.5902
50.56 0.6)88 -300.5 0.5126
10.56 0.640B -124.1 0.517,5
10.07 0.6408 -41.0 0.5117
10.07 0.6686 456.6 0.5116
10.0B 0.7074 HO). / 0.5)15
7.9.5) 0.7511 999.6 0.9105
24.4] 0.74)8 1218.7 0.4)02
10.00 0.8484 1924.7 0.5)13
24.3d 0.4077 l44(,.1 0.430)
27.81 0.4595 1050.) 0.5244
26.07 0.1861 4/0.7 0.4181
26.66 0.9994 641.0 0.9200
25.85 1.0142 -7)4.9 0.517C
19.11 0.8062 -734.6 0.519)
16.18 0.7223 -2/2.0 0.5569
19.27 0.64B1 -441.5 0.4747
13.06 0.4865 -011.1 0.6920
11.32 0.3199-1019.7 0.7127
7.42 0.0626 -944. a 0.8811
7.29 0.0056 629.7 0.4144
7.34 0.0046 740.4 0.4066
7.14 0.0046 790.4 0.9066
7.19 0.0096 740.4 0.4066
7.34 0.0096 740.4 0.4066
7.34 0.0096 790.4 0.4066
7.49 0.0096 1244.4 0.8774
10.67 0.1778 1634.8 0.7409
» HPG
16.600
16.796
16.631
16.258
16.744
16.132
16.219
16.246
17.461
17.435
17.107
11.154
16.628
16.126
14.342
11.9)7
11.040
12.9)4
I1.C04
12.494
11.874
12.40»
12.127
11.1)2
B. 9))
9.797
1.769
0.118
0.117
0.117
0.117
0.117
0.117
0.111
).22B
C MP(J
HPG
10.648
10.641
10.73)
10.772
10.010
10.841
10.885
10.922
10.467
11.011
11.045
11.091
11.1)4
11.166
11.19)
11.211
11.22)
11.21)
11.244
11.24)
11.247
11.264
11.270
11.269
11.252
11.219
11.194
11.04)
11.028
10.46)
10.894
10.8)6
10.774
10.711
10.669
tff
0/0
0.840
0.8)6
0.814
0.608
0.719
0.707
0. 769
0.772
0.744
0.757
0. 799 '
0.141
0.764
0.154
0.746
0.724
0.6B7
0.621
0.447
0.926
0.712
0.74)
0.664
0.728
0.76*
0.749
0.609
0.429
0.919
0.419
0.919
0.419
0.419
0.467
0.600
Sundstrand Aviation
division Q( Sundltrtnd Corpgnlion
tlMOSIRDHO
Page 305
-------
K.KHJIIK4NCE ANALYSIS
I IMl
SEC
190.
152.
194.
, 156.
19U.
160.
162.
' }6*.
160.
168.
I/O.
17.'.
1/4.
' 1/6.
. 118.
140.
1B2.
ID*.
1116.
' 18d.
. 190.
192.
!'«..
146.
)9B.
40J.
4U7.
40*.
406.
»0o.
*IO.
412.
414.
416.
416.
SPUD
MPH
10.90
17.10
22.90
29.20
26.10
10.80
')2.10
11.60
14.60
14.80
1*. 70
II.. CO
II,. LU
16. 00
16.10
16.50
16.00
14. 10
11.40
29.70
20.50
14.90
8.70
2.10
-0.0
-0.0
-0.0
5.90
12.90
19.10
29. CO
27.50
10.00
10.00
29.10
ACCll
FPS/S
4.77
4.26
2.90
2.05
2.05
l.*7
1.01
0.92
0.44
0.04
0.44
0.411
ii. i;
O.U4
0.18
-0.04
-O.dB
-1.19
-1.08
-4.07
-4.11
-4.25
-4.95
-1.14
-0.77
0.0
2.16
4 .58
4. lit
*• 54
1.01
1 .'it
0.42
-0.26
-0.7)
»oJc.
IIP
-72. IB
-11.9)
-10.17
-25.91
- 7'l . 2 9
-25.97
-71.**
-21. Jl
-19.8*
-10.1,1
- 1 5 . '1 f
-1 7. ).•
-I'l. / I
-11.7'.
-11.12
-10. *9
l.*0
12.26
28.96
11.91
27.97
20.64
1 1.69
2.11
0.07
-0.07
-O.I*
-11.66
-25.80
-17.77
-19.51
-26.2*
-18.45
-4.95
0.61
SPfcEU
RPM
2)u02.
71505.
21196.
22918.
72h/l.
2214B.
72296.
22UH7.
2196?.
719)7.
7 1 '14'!.
/ 1 /ill..
.'1 /HI..
71 /III:.
7i m.
21721.
21 7116.
22027.
22)11.
22695.
21)14.
21691.
71871.
21991.
24CCO.
24000.
24COO.
239*1.
21/tC.
2 ll'M .
22155.
22/11.
2248).
22*83.
22555.
H.TKL
HP
17.18
25.64
22.49
17.18
19.71
14.97
10.10
9.91
1.56
-1.75
1.1.1
4. IH
-7.71
-1.1.9
0.14
-7.69
- 1 4. 11
-24.79
- 14.40
-42.61
-14.61
-26.42
-IB. 05
-5.47
-2.79
-2.75
-2.61
7.01
20.66
11.06
27.01
16.92
6.18
-5.17
-10.61
rmini
0/0
0.1815
0.4749
0.9516
0.6016
0.6791
0.6RI16
0.6641
0.6609
0.6407
0.6268
0. 1,4 10
O.I.4M
il.l,7H'l
0.1,100
0.6150
0.629*
O.M41
0.6720
0.7810
0.6104
0.478)
0.1826
0.1177
0.2)41
0.2046
0.2109
0.7115
0.1209
0.4057
0.5245
0.4)01
0.6586
0.6568
0.6151
0.6181
ENGINE ENGINE U08LR -OK KG SFC
SPEED POkER R4IIO PRES
RPM HP PSI L6/H/HR
811.0 14.48 0.4279 1884.9 0.9972
854.9 18.68 0.6988 U04.7 0.5219
869.) 22.27 0.8411 1402.4 0.5057
875.6 24.44 0.91*7 1128.2 0.511*
861.1 27.81 1.01*9 117). 6 0.5265
865.7 28.400.9614-12)9.60.5264.
887.4 27.48 0.9625 -95). 1 0.5241
689.
890.
690.
640.
.I'M.
it'll .
1141.
691.
691.
891.
889.
886.
876.
86).
845.
27.41 0.9)60 -400.6 0.5236
26.61 0.9183 -173.1 0.9201
26.04 0.91*6 -283.6 0.3176
26.6) 0.9169 -979.) 0.9202
71. HH D.B41* -671.1. 0.9212
71'. 17 O.n'114 -.'71.6 llf'ilnil
26.21 O.b'114 -294.0 0.1IU2
26.42 0.8416 -406.1 0.5142
26.20 0.8641 -211.4 0.5162
26.14 0.84)4 )47.2 0.5190
27.89 0.9272 10*2.9 0.9256
32.26 0.47*8 21*4.0 0.12)5
24.8) 0.9120-1068.8 0.1132
19.07 0.7643-1083.3 0.521*
1«.84 0.5589-1139.5 0.1908
824.5 11.90 0.)462-1194.9 0.691)
795.7 6.16 0.0906 -690.7 0.859*
7B5.5 7. IB 0.0056 941.6 0.9174
765.5 7.14 0.0056 740.) 0.9066
785.5 6.14 0.0056 1*91.0 0.66*7
812.1 11.77 0.2)99 1795.1 0.691*
616.9 15.5) 0.4865 19)1.0 0.161*
6o0.3 20.80 0.722) 1961.) 0.5077
875.7 25.18 0.92/8 151*.* 0.5166
680.2 26.94 1.0142 1080.1 0.5226
864.5 27.0* 0.499* -8**. 7 0.5226
884.5 21.)) 0.9994 -16.0 0.5146
86). 4 26.2) 1.0764 127.0 0.5191
1 MPG
MPG
7.138
10.244
11.556
11.618
11.079
11.612
12.671
11.511
14.4)0
14.904
14.462
14.811
r>. 1711
19.2'I6
19.186
15.511
15.170
11.428
10.7)6
11.617
11.816
9.602
6.178
1.790
0.119
0.117
0.111
4.21)
6.27)
10.473
10.933
11.266
12.261
13.290
12.412
C MPG
MPG
10.690
10.648
10.693
10.619
10.661
10.666
10.680
10.693
10.716
10.734
10.719
10.781
III. II ill
10.629
10.812
10.BT6
10.699
10.912
10.411
10.913
10.920
10.913
10.1189
10.64)
10.769
10.736
10.683
10.611
10.639
10.636
10.640
10.6*3
10.631
10.66)
10.672
EFF
0/0
0.7*7
0.736
0.710
0.651
0.6*6
0.622
0.60*
0.616 "
0.168
0.121
0.170
0.998
0.947
0.1*1
0.1*1
0.112
0.162
0.6*2
0.611
0.71*
0.779
0.789
0.770
0.6)3
0.137
0.111
0.449
0.666
0.716
0.761
0.701
0.631
0.160
0.446
0.4)2
tHERGV ilORINU IK»Ni«|SSIOK "[HI
lint bPtt-u ACCU nui fi»«L
pimm sprto
•.cc
470.
422.
424.
426.
47B.
t 10.
4)7.
414.
416.
418.
440.
442.
444.
446.
44B.
41C.
452.
454.
496.
458.
460.
462.
464.
466.
466.
470.
472.
474.
4/6.
476.
410.
482.
484.
486.
486.
MPH
2B.OO
21.70
19.10
6.9G
I. 41)
-0.0
-0.0
-0.0
-0.0
-0.0
-o.c
-0.0
-0.0
-o.c
1.10
4.40
16.50
23. 1C
27.80
11.90
11.60
15.10
16. 10
16.10
16.00
16.00
35.60
31.40
31.20
11.20
15.20
33.10
39.50
13.00
31.00
FPS/S
-7 /'I
-4. /I
-4.114
-4.64
-1.12
-o./o
o.u
0.0
0.0
o.u
o.u
0.0
o.u
1.21
1.61
4.64
4.84
4.15
1.06
2.1)
1.12
0.42
0.57
-0.0*
-0.0*
-0.15
-0.22
-O.I)
-0.07
0.0
-0.0*
0.11
-0.0*
-0.18
-0.15
HP RPM
77. Bl 22*81.
14.94 2)716.
75.08 71621.
14.15 71874.
7.0ft 2VI41.
U.ul 740CO.
-0.07 2*OGO.
-O.U2 240CO.
-0.02 740CO.
-0.02 240CO.
-0.07 24000.
-0.02 24CCO.
-0.07 74000.
-0.09 24010.
-5.16 21460.
-20.45 21H36.
-14.15 2154B.
-42. OB 71110.
-19. B6 22702.
-14.24 22122.
-26.11 22062.
-22.60 21900.
-15.89 21771.
-10.28 2177).
-10.21 21786.
-8.71 21786.
-7.1) 218)7.
-8.44 21662.
-9.11 21867.
-10.17 21867.
-9.B) 218B7.
-11.79 21400.
-9.48 21844.
-7.76 21912.
-8.26 21912.
jRM/rir.r.
FL»«L
HP
- 12. )1
-41.97
-30. HO
-16.67
-9. 1 /
-2.7H
-7.75
-2. 75
-2.75
-2.75
-2.75
-2.75
-2.75
-2.68
2.02
15.85
28. 10
14.22
10.4)
21.15
14.71
10.10
2.87
-2.70
-2.70
-4.22
-1.21
-4.21
-).2I
-2.22
-2.72
-0.75
-2.71
-4.69
-4.19
• MilYS IS
fHROI ENr.lNE
SPtro
'I/O
0.6146
0.57*6
0.4010
0.1200
0.2112
0.2051
0.2104
0.2109
0.2109
0.2IU9
0.2104
0.2104
0.2104
0.2226
0.2780
0.1704
0.476)
0.61)5
0.7102
0.7)12
0.66))
0.6643
0.6418
0.6282
0.6279
0.6212
0.6226
0.6236
0.6248
0.6267
0.6257
0.6298
0.6261
0.6216
0.6226
RI'H
881.1
667.3
847.9
871.7
794.7
769.5
7R5.5
765.5
785.5
785.5
7B5.5
785.5
785.5
785.5
801.2
829.2
852.
8--0.
680.
886.
869.
690.
891.5
691.3
691.4
891.4
891.1
690.9
890.7
890.7
840.7
690.7
691.0
690.6
890.6
FNGINE U06LR UORKG SFC
POUFR KM 1C PRtS
HP PSI LR/H/llR
26.00 1.0114 -61 7.
21.05 0.8112-1290.
15.66 0.5604-1)27.
11.47 0.1)87-1282.
8.24 0.0828 -621.
7.20 0.0096 967.
7. \1 0.0096 740.
7.14 0.0056 740.
7.)4 0.0056 740.
7.14 0.0056 740.
7.14 O.U056 740.
7.19 0.0056 790.
7.19 0.0056 790.
7.81 0.0096 1*160.
10.01 0.1185 149).
13.98 0.3910 1901.
16.66 0.6104 2002.
24.74 0.8619 1862.
29.08 1.0241 1561.
30.29 0.97)1-1704.
28.14 0.4)60-1181.
27.61 0.9094 -425.
26.71 0.8416 -942.
26.14 0.8416 -246.
26.1) 0.84)4 -24*.
26.01 0.8434 -16).
21.84 0.4G01 -10*.
21.93 0.90*1 -116.
'21.97 0.9C77 -207.
26.01 0.9077 -261.
26.01 0.9077 -23*.
26.16 0.909* -3*0.
26.01 0.9023 -236.
21.84 0.9112 -12*.
21.87 0.4112 -111.
0.9182
0.9078
0.56*7
0.666*
0.8699
0.9164
0.4066
0.4066
0.9066
0.9066
0.9066
0.9066
0.9066
0.6644
0.77)7
0.6142
0.92)4
0.51)2
0.5)01
0.5)21
0.1276
0.52*)
0.120*
0.1174
0.9174
0.517*
0.1164
0.1170
0.1172
0.1176
0.117*
0.1161
0.1176
0.1167
0.1166
1 MPG
MPG
12.010
11.7*4
4.847
6.027
1.64)
0.119
0.117
0.117
0.117
0.117
0.117
0.117
0.117
0.114
2.550
6.722
9.79*
10.525
10.*17
11.287
12.971
11.495
14.9*0
11.340
11.396
11.4*0
15.31)
13.2*3
13.126
13.068
11.096
14.4)6
13.146
13.132
13.104
C MPG
HPG
10.676
10.663
10.680
10.656
10.616
10.967
10.916
10.471
10.423
10.376
10.329
10.283
10.2)7
10.142
10.156
10.1*3
10.141
10.143
10.144
10.144
10.161
10.176
10.144
10.221
10.24)
10.263
10.286
10.307
10.326
10.147
10.367
10.386
10.*06
10.426
10.*«1
EFF
0/0
0.641
0.787
0.749
0.772
0.626
0.931
0.111
0.113
0.111
0.111
0.115
0.515
0.511
O.*7fl
0.540
0.7)9
0.766 "
0.7*2
0.697
0.667
0.631
0.63S
0.361
0.1*3
0.1*3
0.1*6
0.1*0
0.133
0.3)0*
0.526
0.129
0.12*
0.33*
0.324
0.128*
Page 306
Sundstrand Aviation
dlvliron of Sunditrand Corporation
-------
1 IMP
1M.
*'*7.
*'!'..
*'. 1.
',0*.
50».
•,oa.
', i U.
SI 7.
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570.
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526.
178.
510.
512.
01*.
510.
'j in.
s*o.
542.
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*. ', i;
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n . 1 n
s.sn
•i. .1 0.5/AI
|4.7'l O.SI70-I7S7.4 0.1,007
7.A4 0.0464 -431.8 O.B957
7.74 O.C056 672.7 0.4121
7.19 0.0056 140.4 0.4066
7.B) 0.0056 17.U4.A O.DB14
4.49 0.1464 1076.4 0.8017
10.63 0.2624 447.4 0.7461
11.80 0.3748 107.4 0.6459
11.14 D.4646 1046.2 0.64B2
15.4* 0.6176 IID5.0 0.561*
11.6* 0.1188 95*. U 0.5191
11. 01 O.I8lia 111?. 4 0.5711
71.07 n.85«4 H04.I 0.5087.
72*18 0.910* 02*. 2 0.505*
27.24 0.9278 *25.7 0.5011
72.16 0.9278 158.0 0.5053
72.12 0.47IB *l'l.l 0.5051
73.11 O.S*o5 500.1 0.5016
73.71 0.4A21 314.2 0.50 ID
27.16 0.93*7 725.0 0.505*
21.98 0. 47.111 250.1 0.5054
71.45 0.4010 -328.1 0.507)
18.64 0.7468-1085.0 C.5267
14.45 0.5120-1)21.) 0.0076
11. 01 0.2667-12S4.3 0.7772
0.40 0.0016 73.5 0.4(,04
7.14 0.0016 IVO.) 0.906A
1.34 O.OUSt 140.3 0.40A6
7.14 0.0056 140.1 0.9U6U
• I HIM:
HP(.
l».465
1 )..'«S
10.414
1 1 . «".'
K.H77.
5.71*
0.455
O.IIB
O.lll
O.llCC
2.7*7
4.809
6.819
8.12)
10.368
11.559
12.200
I2.*5S
12.631
12.822
12.406
12.805
12. AC*
17.751
13.004
13.001
12.467
11.674
8.H04
4 . II 1 7
O.lll)
0.117
O.I 1 7
O.lll
I NiT,
HPI;
10.4 1
10.4 5
ID. 4 *
10.* 0
10.* 11
10.* 1
10.411
10.318
.Ifl^iifl^
""i u • in^ (i
10.747
10.2)4
10.226
10.220
10.711
10.234
10.2*7
10.256
10.266
10.7.76
10.286
10.294
10.101
10.31)
10.32J
10.3)3
10.338
10.332
10.312
10.275
10.734
10.70?
IO.I6A
rn
O/II
0.121
0.611
O.Mi
0. 141
0. IH4
a. i4)
13.544
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0.424
0.409
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0.410
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0.422
Sundstrand Aviation
division of Sundsirand Corporation
Page 309
-------
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22.04 0.9278 290.
21.66 0.9174 260.
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22.14 0.9271 371.
21.60 0.9139 286.
71.87 0.9104 487.
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12.879
11.111
12.962
12.688
12.664
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12.792
12.729
12.826
12.911
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9.897
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1.58 0.4919
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3.78 0.520R
3.04 0.5467
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EMU ME
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878.9
877.1
875.6
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866.8
869.3
870.1
870.6
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876.4
875.2
872.2
870.1
668.1
864.2
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820.0
790.4
785.5
785.5
784.5
785.5
715.5
784.5
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785.5
785.5
785.5'
784.5
781.5
785.5"
ENGINE U08LR UOHKG SFC
POWER RlllO PHES
HP PSI LR/M/HR
24.59 1.0142 152.0 0.5118
23.91 0.9900 172.
22.46 0.962) 151.
22.08 0.9347 -170.
18.72 0.8237 -152.
18.58 0.8062 390.
19.79 0.8411 507.
19. «9 0.8515 40).
19.96 0.8584 324.
19.79 0.8480 401.
21.03 0.8758 598.
22.16 0.9139 570.
22.55 0.9)12 V494.
22.82 0.9485 350.
21.79 0.9278 102.
20.36 0.8827 65.
19.47 0.8550 111.
18.61 0.82)7 13.
18.21 0.7713 -667.
14.99 0. (481-1290.
11.55 0.10*8-1270.
7.67 0.0*6* -477.
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7.19 0.00*6 740.
7.39 0.0056 T90.
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0.5095
0.5072
0.5056
0.5274
0.5289
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0.5128
0.5121
0.5140
0.5061
0.5054
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0.5069
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0.5104
0.5170
0.5288
0.5130
0.58*6
0.70)8
0.8939
0.912)
0.9066
0.9066
0.9066
0.9066
0.4066
0.4066
0.9066
0.9066
0.9066
0.9066
0.9066
0.9066
1 HPC
HPC
12.628
12.716
12.905
13.046
12.890
12.658
12.799
12.929
13.015
12.908
12.71)
12.699
12.711
12.79)
11.100
11.190
11.009
12.9)1
17.222
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5.474
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0.118
0.117
0.117
0.117
0.117
0.111
0.117
0.117
0.117
0.117
0.117
0.117
0.117
C HPC
HPC
9.975
9.980
9.986
9.497
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Page 310
Sundstrand Aviation
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785.5
785.5
785.5
785.5
747.8
815.4
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840.7
840.0
841.1
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865.5
867.6
866.8
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866.8
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860.6
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10.50 0.18 -2.76 2>Bl6.
8.50 -0.6? 0.45 21874.
8.80 ' 2.U? -8.54 2)870.
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19.50 Lot -25.67 21168.
21.80 1.26 -15.66 21208.
21.00 0.84 -12.74 21118.
24.10 0.55 -10.75 21010.
24.50 -0.22 -1.71 22491.
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24.00 0.37 -9.01 73018.
24.50 0.17 -9.25 22997.
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76. OC 0.51 -11.45 22168.
27.00 0.44 -15.44 22778.
28.30 0.77 -11.56 22654.
24.10 0.00 -7.54 22575.
28. 10 -2.82 21.42 22654.
21.40 -4.15 35.40 2)2)7.
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4.16 0.1060 874. ' 11.47 0.1441 918.6 0.7078 6.111 .389 0.63)
18.50 0.4061 844. 15.70 0.5409 1626.4 0.5637 9.161 .188 0.7*8
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8.20 0.4920 867. 14.74 0.8167 714.7 0.51)9 12.414 .396 0.610
4.92 0.5114 870. 20.61 0.858* 646.8 0.5015 12.668 .401 0.1*7
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-5. HI O.S028 87|. 20.10 0.8758 209.1 0.5106 13.110 .418 0.442
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-0.86 0.5110 871. 20.61 0.6718 409.8 0.1096 12.927 .429 0.434
0.87 0.5268 872. 21.11 0.8911 482.* 0.1076 12.829 .4)4 0.452
0.95 0.5196 874. " 21.87 0.910* 487.9 0.1060 12.801 .414 0.450
1.11 0.55)4 875. 22.47 0.9278 507.1 0.1061 12.113 .4*5 0.416
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2.65 O.S876 877. 21.73 0.9621 519.7 0.1091 12.442 .414 0.471
6.10 0.6184 879. 25.26 0.4969 696.2 0.1150 11.996 .418 0.121
5.91 0.6451 881. 26.46 1.0418 684.8 0.1203 11.119 .462 0.517
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Page 313
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