APTD-1558
        TRANSMISSION STUDY
FOR TURBINE AND RANKINE
                CYCLE ENGINES
       ENVIRONMENTAL PROTECTION AGENCY
        Office of Air and Water Programs
    Office of Mobile Source Air Pollution Control
Advanced Automotive Power Systems Development Division
         Ann Arbor, Michigan 48105

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                                   APTD-1558
     TRANSMISSION STUDY

FOR  TURBINE  AND RANKINE

          CYCLE ENGINES
                  Prepared By

           M. A. Cordner and D. H. Grimm
               Sunstrand Aviation
          Division of Sunstrand Corporation
             Rockford, Illinois 61101
             Contract No. 68-04-0034
               EPA Project Officer:

                  J. C. Wood
           (NASA Lewis Research Center)
                 Prepared For

        U.S. ENVIRONMENTAL PROTECTION AGENCY
          Office of Air and Water Programs
     Office of Mobile Source Air Pollution Control
   Advanced Automotive Power Systems Development Division
            Ann Arbor, Michigan   48105
                 December 1972

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The APTD (Air Pollution Technical Data) series of reports is issued by
the Office of Air Quality Planning and Standards, Office of Air and
Water Programs, Environmental Protection Agency, to report technical
data of interest to a limited number of readers.  Copies of APTD reports
are available free of charge to Federal employees, current contractors
and grantees, and non-profit organizations - as supplies permit - from
the Air Pollution Technical Information Center, Environmental Protection
Agency, Research Triangle Park, North Carolina 27711 or may be obtained,
for a nominal cost, from the National Technical Information Service,
5285 Port Royal Road, Springfield, Virginia  22151.
This report was furnished to the U.S.  Environmental Protection Agency
by Sunstrand Aviation in fulfillment of Contract No.  68-04-0034
and has been reviewed and approved for publication by the Environmental
Protection Agency.  Approval does not signify that the contents necessarily
reflect the views and policies of the agency.  The material  presented in
this report may be based on an extrapolation of the "State-of-the-art."
Each assumption must be carefully analyzed by the reader to  assure that it
is acceptable for his purpose.  Results and conclusions should be viewed
correspondingly.  Mention of trade names or commercial products does not
constitute endorsement or recommendation for use.
                      Publication No. APTD-1558
                                  n

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                        TABLE  OF CONTENTS
Section              Section                                  Page
  No.                 Title                                    No.
             INTRODUCTION  - ABSTRACT 	  1

             A.   Introduction 	  1
             B.   Abstract  	  2
  II.         RESULTS  AND CONCLUSIONS 	  3


 III.         RECOMMENDATIONS  	  5


  IV.         FEASIBILITY STUDY 	  7

              A.   Introduction 	  7

                  1.   Methodology 	  7
                  2.   Requirements 	  7

              B.   Analysis of  Transmission Types 	  8

                  1.   Discussion of Types 	  8
                  2.   Conclusions 	 10

              C.   Optimization of Selected Candidates 	 10

                  1.   Hydromechanical 	 10
                  2.   Traction	 13
                  3.   Comparison of Final Hydronechanical
                        and Traction Design Choices 	 16


   V.         TRANSMISSION DESCRIPTION 	 19

              A.   Hydromechanical 	 19
              B.   Traction Drive 	 30
              C.   Noise 	 40
              D.   Maintainability 	 41


  VI.         PERFORMANCE 	 43

              A.   Introduction 	 43
              B.   Ground Rules and Transmission
                   Parameter  Summary 	 43
                                                            i i i
                     Sundstrand Aviation €»*,,

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Section              Section
  No.	               Title


             C.  Transmission Efficiency  	   46
             D.  Grade and Acceleration Performance  	   56
             E.  Fuel Consumption at Constant Speed
                   and Full and Part Loads  	   63
             F.  Fuel Consumption Summary 	   63
             G.  Tractive Effort Limits 	   63


 ^ai.        CONTROL SYSTEM ANALYSIS 	   79

             A.  Control System Approach  	   79
             B.  Description of Operation 	   81
             C.  Stability Analysis 	   81
             D.  Safety Analysis 	   82


VIII.        ESTIMATED TOTAL MANUFACTURING  COST	   85

             A.  Definition of the Cost Analysis  	   85
             B.  Cost Procedure	   85
             C.  Results of Cost Analysis 	   86


  IX.        REFERENCES 	   89
The appendices in this report are identified by the number of  the
section where first referenced.  There are no appendices  for
Sections II, III, IV, VIII and IX.


                      SECTION I APPENDICES

Appendix 1-1; Attachment 1, Scope of Work,
    Contract 68-04-0034 	   91
Appendix 1-2; Prototype Vehicle Performance
    Specification, January 3, 1972	   95
Appendix 1-3; Federal Driving Cycle 	  109
Appendix 1-4; Rankine Engine Data 	  113
Appendix 1-5; Brayton Engine Data 	  117
Appendix 1-6; Idle Fuel Consumption 	  121
Appendix 1-7; Maximum Total Engine Power
    vs. Vehicle Speed 	  123
Appendix 1-8; Vehicle Accessory Power Requirements  	  125
                    Sundstrand Aviation

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Section              Section
  No.                 Title
                      SECTION V APPENDICES

Appendix V-l; Hydronechanical Transmission Outline
    Drawing No. 2724A-E5 	  127
Appendix V-2; Hydromechanical Transmission Assembly
    Drawing No. 2724A-L5 	  128
Appendix V-3; Traction Drive Transmission Outline
    Drawing No. 2724A-E4 	  129
Appendix V-4; Traction Drive Transmission Assembly
    Drawing No. 2724A-L4 	  130
Appendix V-5; Hydromechanical Transmission Component
    Sizing 	  131
Appendix V-6; Traction Drive Transmission Component
    Sizing 	  134


                      SECTION VT APPENDICES

Appendix VI-1; Hydromechanical Transmission/Computer
    Performance Program  	  137
Appendix VI-2; ZB32 - Vehicle Performance Program,
    Torque Converter and Traction Drive
    Transmissions  	  147
Appendix VI-3; Vehicle Performance with a Typical
    3 Speed Automatic Transmission 	  157


                     SECTION VTI APPENDICES

Appendix VII-1; Control System Parameters 	  165
Appendix VI1-2; Equations  	  167
Appendix VTI-3; Turbine Torque vs. Turbine Speed -
    Rankine Engine  	  169
Appendix VII-4; Digital Program for Function Generation  	  170
Appendix VTI-5; Analog Computer Wiring Diagram  	  171
Appendix VII-6(1); Computer Readout for a 0.2 Per
    Unit Throttle Acceleration and 50 Percent Load 	  173
Appendix VII-6(2); Computer Readout for a 0.2 Per
    Unit Throttle Acceleration ana Zero Load	  174
                    Sundstrand Aviation

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                         LIST OF FIGURES
Figure               Figure
  No.                Title
               SECTION I.  INTRODUCTION - ABSTRACT


              SECTION II.   RESULTS AND CONCLUSIONS


                  SECTION III.  RECOMMENDATIONS


                 SECTION IV.   FEASIBILITY STUDY

 IV-1        Dual Mode Transmission 	  12
 IV-2        Tri-Mode Transmission 	  12
 IV-3        Quadri-Mode Transmission 	  12
 IV-4        Traction Drive 	  15
 IV-5        Effect of Torque Converter Power Absorption
               Characteristics on Traction Drive Unit
               Torque 	  17


              SECTION V.   TRANSMISSION DESCRIPTION

  V-l        Simplified Schematic 	  20
  V-2        Geartrain Schematic 	  21
  V-3        Hydraulic Unit Speeds 	  22
  V-4        Speed of Various Links of Compound Summer  	  22
  V-5        Axial Piston, Slipper Type Hydraulic Unit  	  26
  V-6        Traction Drive-Torque Converter
               Transmission Schematic 	  31
  V-7        Traction Roller Steering Mechanism 	  32


                    SECTION VI.  PERFORMANCE

 VI-1        Tri-Mode Hydromechanical Transmission
               Efficiency at Constant Speed -
               Rankine Engine 	  43
 VI-2        Traction Drive Transmission Efficiency at
               Constant Speed - Rankine Engine 	  49
 VI-3        Tri-Mode Hydromechanical Transmission
               Efficiency at Constant Speed -
               Brayton Engine 	  50
 VI-4        Traction Drive Transmission Efficiency at
               Constant Speed - Brayton Engine 	  51
 VI-5        Hydromechanical Transmission Efficiency at
               Full and Part Loads - Rankine Engine 	  52
    VI
                    Sundstrand Aviation

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Figure               Figure
  No.                Title
 VI-6        Traction Drive Transmission Efficiency at
               Full  and Part Loads  -  Rankine  Engine	53
 VI-7        Hydromechanical Transmission Efficiency at
               Full  and Part Loads  -  Brayton  Engine 	54
 VI-8        Traction Drive Transmission Efficiency at
               Full  and Part Loads  -  Brayton  Engine 	55
 VI-9        Hydromechanical Transmission Acceleration -
               Rankine Engine  	 59
 VI-10       Traction Drive Transmission Acceleration -
               Rankine Engine  	 60
 VI-11       Hydromechanical Transmission Acceleration -
               Brayton Engine  	 61
 VI-12       Traction Drive Transmission Acceleration -
               Brayton Engine  	 62
 VT-13       Hydromechanical Transmission Fuel
               Consumption at  Constant Speed  -
               Rankine Engine  	 64
 VI-14       Traction Drive Transmission Fuel
               Consumption at  Constant Speed  -
               Rankine Engine  	 65
 VI-15       Hydromechanical Transmission Fuel
               Consumption at  Constant Speed  -
               Brayton Engine	66
 VI-16       Traction Drive Transmission Fuel
               Consumption at  Constant Speed  -
               Brayton Engine	 67
 VI-17       Hydromechanical Transmission Fuel
               Consumption at  Full  and Part
               Load  - Rankine  Engine  	 68
 VT-18       Traction Drive Transmission Fuel
               Consumption at  Full  and Part
               Load  - Rankine  Engine  	 69
 VI-19       Hydromechanical Transmission Fuel
               Consumption at  Full  and Part
               Load  - Brayton  Engine  	 70
 VI-20       Traction Drive Transmission Fuel
               Consumption at  Full  and Part
               Load  - Brayton  Engine	  71
 VI-21       Maximum Tractive  Effort  - Hydromechanical
               Transmission 	  77
 VI-22       Maximum Tractive  Effort  - Traction Drive
               Transmission 	  73


              SECTION VII.  CONTROL SYSTEM ANALYSIS

VTI-1        Control System Block Diagram 	  80
                    Sundstrand Aviation

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Figure                Figure                                    Page
  No.                 Title                                      No.
       SECTION VIII.   ESTIMATED TOTAL MANUFACTURING COSTS



                     SECTION  IX.  REFERENCES
                    Sundstrand Aviation 4!^

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                         LIST OF TABLES
                     Table                                    Page
                     Title                                     No.
              SECTION I.  INTRODUCTION - ABSTRACT


             SECTION II.   RESULTS AND CONCLUSIONS


                 SECTION III.  RECOMMENDATIONS


                SECTION IV.   FEASIBILITY STUDY


             SECTION V.   TRANSMISSION DESCRIPTION

   V-l       Hydromechanical Transmission Weight
               Breakdown 	  29
   V-2       Traction Drive Transmission Weight
               Breakdown 	  36
   V-3       Clutch/Torque Converter Parameter
               Trade-off Summary 	  39


                    SECTION VT.  PERFORMANCE

  VI-1       Combined Driving Cycle Transmission
               Efficiency 	  47
  VT-2       Idle, Acceleration and Grade Performance  	  58
  VI-3       Federal Driving Cycle Fuel Consumption
               with and without Air Conditioning  	  72
  VI-4       Combined Driving Cycle Fuel Consumption  	  73
  VI-5       Combined Driving Cycle Energy Consumption  	  74
  VI-6       Vehicle Range at Federal Driving Cycle
               and Cruise 	  75


              SECTION VII.  CONTROL SYSTEM ANALYSIS


       SECTION VIII.  ESTIMATED TOTAL MANUFACTURING COSTS

VIII-1       Transmission Cost Comparison 	  86
VTII-2       Transmission Manufacturing Cost
               Breakdown Comparison	  87


                     SECTION IX.  REFERENCES
                     Sundstrand Aviation ftjft

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                             ACKNOWLEDGEMENT

Th« 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.
                        Sundstrand Aviation

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!.    INTRODUCTION - ABSTRACT

A.   Introduction

During the study effort, "Hybrid Prpulsion System Transmission Evaluation — Phase I. "sponsored
by  EPA under  Contract 68-04-0034 and  performed  by Sundstrand  Aviation,  a transmission
configuration without a flywheel was investigated.  Although the effort was minimal, it did indicate
that a transmission with an infinitely variable  ratio offered many advantages for a conventional
automotive propulsion system,  particularly  if the  engine  had  a  limited  speed range.  These
conclusions, coupled with the efforts and interest by the Environmental Protection Agency Division
of Advanced Automotive Power Systems (EPA/AAPS)  in the gas turbine and Rankine cycle engines,
made a more detailed evaluation of such a transmission desirable.

A study was, therefore, initiated  by EPA/AAPS to quantitatively assess the technical and economic
feasibility  of existing and potential types of transmissions most suitable for the gas turbine and
Rankine cycle engines. Such a study was to be aimed specifically at the AiResearch single shaft gas
turbine and the Aerojet  Rankine cycle engine with a turbine expander.  Both of these engines
operate over limited speed ranges, although the approach was applicable and advantageous to other
engines  including  the  conventional  spark ignition  type. The  Aerojet engine is now  in  the
development stage while the AiResearch engine is a conceptual design.

The study consisted of analytically evaluating the performance, physical characteristics and cost of
candidate transmissions. Although the study was analytical, design criteria, test data, and experience
from over 25 years involvement in the design, test and production of transmissions was used in the
analysis by Sundstrand.

Sundstrand's Aviation Division  provided the  program  management, design, and analysis  effort.
Detailed cost estimates  of the  transmissions  were aided  by  personnel  from Sundstrand's other
operating groups.

Requirements, scope of work, and other data utilized in and pertinent to the study are included in
Appendices 1-1 through 1-8.

B.   Abstract

The study was carried out under contract to the Environmental Protection Agency, Office of Air
Programs.  The  object  of the study was  to determine the  technical  and  economic feasibility of a
transmission to  be utilized  with gas turbine or  Rankine  cycle  engines.  Application   of  the
engine/transmission  was to  a full size "family car." Since the  Rankine cycle  prototype  engine
hardware will be available before single shaft gas turbine hardware, priority  was given  to the
Rankine cycle engine.

The study was accomplished through a two-phase, multi-task program  which included:

1)   Evaluation  of  transmission types through a  feasibility  study  and ultimate selection  of a
transmission type.

2)   Evaluation  of  the selected transmission  type  through design calculations  and layouts,
performance analysis,  control system analysis,  and cost analysis. A  number  of different types of
                             Sundstrand Aviation  C^                            Page

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            were initially evaluated including conventional multi-shift, hydrostatic,  hydrokinetic,
electric, belt/chain, hydromechanical, and traction types. They were assessed in terms of efficiency,
technology  and  production  status,  cost,   controllability,  size,   weight,   and   noise.  The
hydromechanical and traction transmissions were eventually selected for more detailed evaluation.

Sketch layouts were made of both types and extensive system efficiency data was generated r,y tl.e
Sundstrand vehicle system computer model. System efficiency was the actual fuel consumption of
the vehicle, transmission,  and engine system  over the Federal Driving Cycle,  Simplified U'ban
Driving Cycle, and Simplified Country Driving Cycle.

At  the conclusion of this more  "in-depth" evaluation, it was not evident that aither candidate
should be discarded.  It was, therefore, decided to continue through the "Selected  Transmission
Evaluation" phase with both the hydromechanical and traction transmissions. The hydromechanics!
transmission selected was a multi-mode type. It  has three modes of operation - one hydrostatic and
tvr> hydromechanical  (Tri-Mode). The traction transmission configuration selected was a toroidal
type with 2 rows of toroids, and output torque converter, and a forward/reverse gearbox.

detailed sizing of the two transmissions was done eventually resulting in detailed layouts of both.
in  parallel with the mechanical layout effort,  tne controls were defined and evaluated. An analog
study of the control system and a failure analysis were also  completed.

Emmissions were a major evaluation  criteria.  However since little data was available relative to
various engine  operating  conditions,  it was  assumed  in  conjunction  with EPA that minimum
emmissions occurred at maximum fuel  economy. System efficiency,  therefore became a  major
evaluation criteria with considerable  effort being  expended in  this  area. Detailed system fuel
consumption  values were determined utilizing a vehicle  system computer simulation  in which
vehicle, engine, transmission, and duty cycle characteristics were programmed. Both transmissions
were evaluated with the two specified engines — Aerojet Rankine cycle with a turbine expander and
the AiResearch  regenerated  single shaft  gas turbine. The engine  fuel  consumption data for the
engine was supplied by EPA/AAPS at the initiation of the study and  is reflected in the values shown
in  the report. Modifications  to this data have  occurred  particularly relative to the Aerojet engine,
which  would change the absolute values in the report.

Cost estimates were made for both transmissions using comparative data,  vendor quotations, and
in-house estimates. The  resulting  costs  were  also compared with  a conventional three  speed
automatic transmission. The study resulted in the determination that both the hydromechanical and
traction  transmissions were technically and economically  feasible for application to limited speed
range Rankine or gas turbine engines. Each  had certain  features better than its competitor and, in
some  instances, they were equivalent.  The  hydromechanical transmission has slightly  better
efficiency, is shorter, and  represents less technical and program risk to develop a pre-prototype unit.
The traction transmission  is estimated to be lower in cost, is lighter, and is inherently quieter.

A specific selection of the best type will  have to be made by weighing the various characteristics, in
terms of their overall importance; a task not  undertaken in  this study.
Page 2
                             Sundstrand Aviation

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II.   RESULTS AND CONCLUSIONS

1)   Infinitely variable ration transmissions are the most flexible and best type for application to
engines required to run over  a narrow speed  range. They are also applicable to all other types of
engines, including the conventional spark ignition type,  providing the ability  with  all engines to
optimize a selected characteristics such as fuel  consumption, emissions or performance.

2)   The  hydromechanical and traction transmissions are the most feasible and desirable types to
provide an infinitely variable ratio.

3)   Based on  the given  engine data, the hydromechanical or traction  infinitely  variable ratio
transmission  becomes more attractive when utilized with the Ai Research single shaft gas turbine
engine than  with  the  Aerojet  Rankine cycle engine  due to the shape  of the specific  fuel
consumption curves.

4)   A multi-mode  (3  mode)  hydromechanical  transmission  and  a two-element traction ratio
changer combined with  an output torque converter  and forward / reverse gearbox are the  two
configurations  selected  as the best candidates for use with the AiResearch gas turbine and the
Aerojet Rankine cycle engine. The use of a slipping clutch rather than the torque converter with the
traction ratio changer may be acceptable although further  study is required.

5)   Overall  feasibility  assessment of the  hydromechanical  and   traction  / torque  converter
transmissions indicates that their specific features are similar with the overall rating dependent upon
the relative importance of the various criteria. Transmission comparison utilizing two important
criteria, efficiency and technology status, indicates that the hydromechanical transmission has a
higher overall efficiency and presents a lower overall risk to produce a pre-prototype by early 1974.
Efficiency of the traction/slipping clutch  transmission  is equal to that of the  hydromechanical
transmission.

6)   Both the  hydromechanical and traction transmission compare favorable with a typical three
speed automatic transmission in terms of performance, weight,  and size. The cost increase must be
viewed in terms of the increased capability and flexibility of this type transmission. A comparative
summary is as follows:

                     Actual
                     Weight,        Relative      Actual      Relative           Volume
Type                Pounds        Weight        Cost, $     Cost              In^
 Hydromechanical       92          0.80          122        1.37              1390

 Traction               77          0.67          105        1.18              1275

 3 Speed
 Automatic            150          1.00           89        1.00              2500

 7)   The hydromechanical or traction transmission can  be utilized with either the single shaft gas
 turbine or the Rankine cycle engine with minor modification to the control system and a change in
 torque converter diameter.
                            Sundstrand Aviation sC^,                            Pa9e3

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 8)   The computer simulated performance of the full size automobile, Rankine cycle engine, and
 either  the  hydromechanical or traction transmission met or exceec-J all start-up, acceleration,
 gradeability, and maximum speed requirements of "Prototype Vehicle Performance Specification"
 dated January 3, 1972.

 9)   The computer simulated performance of the full size automobile, Brayton cycle engine, and
 either  the  hydromechanical or traction transmission met or exceeded all start-up, acceleration,
 gradeability, and maximum speed requirements of "Prototype Vehicle Performance Specification"
 dated January 3, 1972. However, to meet the 0-10 second acceleration requirement, the Brayton
 cycle engine power  must be increased  to  155  HP (12% above specified) when coupled to the
 traction transmission and to 145 HP (5% above  specified) when coupled to the hydromechanical
 transmission.

 10)  The hydromechanical transmission  is  inherently noiser than the traction / torque converter
 transmission. However, utilizing presently known and demonstrated noise reduction techniques, it is
 anticipated that the vehicle noise requirements of "Prototype  Vehicle Performance Specification"
 dated January 3, 1972, can be met.

 11)  The control of either the hydromechanical or traction transmission is essentially the same. It is
 compatible with the specified engines, is stable, is simple,  and  provides a "driver-feel" comparable
 to existing automative transmissions.

 12)  Installation of the hydromechanical or traction transmission is compatible with the specified
 engines and when  installed in a  full size automobile as  specified, requires no modification to the
 structure.
Page4                       Sundstrand Aviation

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III.  RECOMMENDATIONS

Initiate  a hardware  development  program for an  infinitely variable ratio hydromechanical or
traction transmission. Such a program should include the design, manufacture, dynamometer test
and vehicle test of the selected transmission for a specific engine. Analysis of the transmissions with
the two specified engines would seem to indicate that the single shaft gas turbine provides a better
application.

While selection of the specific transmission type is dependent upon the relative importance given to
the various transmission parameters, the  hydromechanical type is the better candidate based on
higher efficiency and lower development risk.
                            Sundstrand Aviation

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                (SPACER PAGE - INTENTIONALLY BLANK)
Pa9e 6                  Sundstrand Aviation

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IV.  FEASIBILITY STUDY

A.   INTRODUCTION

1)   Methodology

Identification of a large number of possible concepts indicated that within the short study time
available, a successive screening process would have to be utilized. Inital screening was a "gross"
process in  that basic, known  characteristics  were evaluated and  those  concepts  which  were
promising were considered further.

As  each  screening  process was undertaken  more  detailed  evaluation  was  made.  System
characteristics of efficiency cost,  controllability, size, weight, noise, and technical  and production
status were considered in varying degrees depending on the particular screening level. For the most
promising candidates sketch  layouts were made to determine hardware  feasibility and complexity.
Also a vehicle system computer model was utilized to determine vehicle eff icency and performance.

In  most instances, information  for evaluation was from "in-house" sources including test  data,
studies, patent files, and literature searchs.

2)   Requirements

Comparison of the technical and economic feasibility of the various transmission types for use with
the two specified engines —  the Aerojet Rankine Cycle and the AiResearch Brayton cycle engines
required consideration of the following parameters.

     a)  Vehicle Parameters

     Detailed  vehicle  description  and  performance  requirements  are given  in Appendix I-2
     "Prototype  Vehicle Performance  Specification." A   summary  of  the more  important
     parameters that affect the transmission are:

     •    Test Weight — Wt. =  4600 pounds. This weight  to be  used for all fuel economy and
     acceleration calculations.

     •    Gross Weight  -  Wg.  = 5300 pounds.  This weight to  be used for sustained velocity
     calculations at 5 and 30% grades.

     •    Maximum Vehicle Speed — 85 mph.

     b)   Engine Parameters
          Brayton Cycle             Rankine Cycle                          Rankine Cycle

         47,460                   Minimum Turbine Output Speed -  RPM    16,000
         83,055                   Maximum Turbine Output Speed - RPM    22,000
           145 (Tri-Mode)          Maximum Power - HP                       163
           155 (Traction)
                            Sundstrand Aviation O,                          Page7

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     Engine   speed  to   be  controlled   by  the  transmission  to give minimum specific fuel
     consumption over the operating load range.

     c)   Other

     Assumed maximum tractive effort — 2500 Ib.

B.   ANALYSIS OF TRANSMISSION TYPES

1)   Discussion of Types

     a)   Multi-Shift Fixed Ratio - Power Shifting Gearbox with Start Clutch for Fluid Coupling/
     Converter

     This type of transmission would need an energy dissipating device for starting the vehicle from
     rest (friction clutch or fluid coupling) and would need 6 to 8 fixed ratios to keep the engine
     speed within limits over the vehicle speed range. The  primary advantages are good efficiency
     and existing high production technology. The  disadvantages  are: inability to  control engine
     speed to any required operating curve; discontinuous power to the wheels; and power shifting
     life limiting clutch  packs. The cost of this type of transmission would be  comparable with a
     traction or  hydromechanical  type infinitely variable ratio transmission  but without their
     advantage of smooth,  precise engine speed control.

     b)   Electric -  Engine Driven  Generator, D.C. or A.C.  Motor  Driven Wheels and Electronic
     Solid State Controls

     Where good efficiency,  light weight, and  low cost are  requirements, electric transmissions are
     invariably rejected.  Efficiency of this transmission system is normally  in the 60 to 70% range.
     A study report (Reference 1, Section  IX) shows in Table 4, page 25, that a family car system
     weight  exluding the A.C. generator power source is 348 pounds. Adding 100 pounds for the
     generator, rectifier,  speed increaser, and voltage regulator totals 448 pounds. The components
     considered were all  lightweight  aircraft types. This total of 448 pounds is at least twice that of
     the conventional 3 speed automatic transmission plus drive shaft and  rear axle.

     The cost would be   at  least  twice that of  a conventional  torque converter  automatic
     transmission. Cost and weight,  therefore, eliminated the electric transmission from further
     consideration.

     c)   Hydrostatic —  Engine Drive Variable Displacement  Hydraulic Pump with  Close Coupled
     Fixed or Variable Displacement Hydraulic Motor

     Pure hydrostatic transmission  are invariably  rejected  for high  speed vehicles where high
     efficiency, light  weight, and small  size are important.  Hydraulic unit displacement required to
     transmit full rated  HP  at top vehicle speed can be as much as 18 times that required in a 3
     mode hydromechanical transmission  for  the same vehicle. It is readily apparent  that a pure
     hydrostatic transmission is unacceptable for a high speed  vehicle. Overall efficiency of the pure
     hydrostatic transmission is considerably lower than the hydromechanical transmission type.
                            Sundstrand Aviation  -

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d)   Hydrokinetic — Torque Converter of Fluid Coupling

Hydrokinetic and aerodynamic torque converter / coupling devices can be used as the principle
means of varying the speed ratio across a transmission, such as a converter in series with a one,
two or three speed gearbox. (This category differs from the 6-8 speed multi-shift fixed ratio
devices discussed in (1)  where the principle means of varying the speed ratio is  by changing
gear ratios, and the clutch or converter is basically only a device for starting from rest.

This method of speed control is considered unsuitable because —

      The converter is an energy dissipating device, and therefore inefficient unless operating
close to the coupling, or lock up point. Wide vehicle operating speed ratios require converter
operation considerably removed from the coupling point, in the very inefficient range.

      The speed ratio for fixed blading type converters cannot be controlled  at will, but is a
function of the instantaneous load and speed condition. Variable blading does allow some
measure of independent speed control, but at the expense of further operating efficiencies.

Converters, however, do work well and have their advantages when combined with some other
means of ratio control, such as the traction transmission.

e)   Belt-Chain — Variable Sheaves either  Belt or Chain Driven

This type  transmission must also  be provided with an  energy dissipating clutch or hydraulic
coupling for vehicle start up as the output of the variable ratio belt cannot be brought down to
zero speed.

Many  belt or chain variable speed  transmissions have been developed and used successfully in
the machine tool and stationary construction or industrial machinery where a stepless variable
output speed is advantageous. For automobile transmission, several have been  built and tested
in low power vehicles, but data is  not available. Chains and belts are life limited items and are
also speed and power limited. Because  belts  are a  high maintenance item  in even normal
accessory drives,  great efforts  are being expended  to replace them with more reliable drives
such as hydrostatic. Therefore, further investigation  of this type of transmission was dropped.

f)   Hydromechanical —  Engine power is transmitted through both mechanical and hydraulic
paths to obtain infinetly variable ratios.

The hydromechanical transmission is an infinitely variable ratio  transmissions and therefore
offers maximum  flexibility. Considerable  development work  has been accomplished on this
type of  transmission and hardware can be developed with a minimum amount of risk. Size,
weight, durability, controllability are proven. Efficiency, although probably lower than some
other alternatives, does provide an  equivalent or better system efficiency due to  its ability to
operate the engine at  its optimum fuel consumption.

Noise represents a potential problem although noise reduction  techniques developed over the
last few years should provide acceptable noise levels.
                        Sundstrand Aviation iC^                            Page9
                                 a.. *.on 01 Si,f3iKioo CoreoMior ^P  V

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     g)   Traction — Transfer of torque and speed through friction contact

     The traction transmission is also an infinetly variable ratio device. The traction drive has
     potential  benefits  of high efficiency, low vibration, and  low noise. Development of a new
     traction fluid by Monsanto has also improved force and stress levels such that it looks more
     attractive.

2)   Conclusions

Based on the analysis of the various types of transmissions, it was concluded that an infinetely
variable ratio transmission was the  best type of transmission for the limited speed range engines
being considered. The hydromechanical and traction transmissions are the best infinetely variable
ratio candidates. It was therefore decided to continue with a more detailed optimization of both of
these candidates with one to be selected at the conclusion of that phase.

C.   OPTIMIZATION OF SELECTED CANDIDATES

1)   HYDROMECHANICAL

The typical  hydromechanical circuit schematic is shown in the following sketch.
                                   HYDRAULIC UNITS



















^
                            TORQUE
                            SUMMING
                            POINT
                            (SINGLE GEAR
                            MESH)
zf,
SPEED SUMMING
POINT
(GEARED
DIFFERENTIAL)
               The "V" unit is the variable displacement axial piston pump/motor type and the
"F" unit is the fixed displacement axial piston pump/motor type. The two units are hydraulically
ported to each other so that when one is a pump the other is a motor, and vice versa. The "F" unit
swashplate  (or wobbler)  is at a fixed angle of 14° and the  "V" unit can be varied to any desired
angle from 0° to ± 15-1/2°. Both swashplates are non-rotating.

For best utilization of the hydraulic unit to cover the complete operating range of the vehicle, it is
desirable  to run the "V" unit at its  rated speed, and run the "F" unit through its full operating
speed range (plus to minus rated speed).

Hydraulic unit efficiency  is a function of speed, pressure and wobbler angle.

Studies conducted in  1966 for TACOM R &  E Directorate under contracts DA-11-022-AMC-695
(T) and 2269 (T)  as well as in  1971 under Phase  I of EPA Contract 68-04-0334 covered many
Page 10
                           Sundstrand Aviation

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different types  of  hydromechanical  transmission schemes.  Some of those  eliminated  from
consideration then, and are eliminated now for similar reasons, were the simple output differential,
input differential, multiple hydraulic units such as the David Brown, Stratos, or Ebert designs, and
the Borg-Warner multiple path arrangement which utilizes four variable displacement hydraulic units.

As stated previously, some hydromechanical schemes were eliminated through analysis of:

Hydraulic unit size, number of hydraulic units, quantity of power transmitted hydraulically, number
of clutches, amount of gearing, and overall complexity.

The  remaining schemes for final analysis were the Dual Mode (DMT), theTri-Mode (TMT), and the
Quadri-Mode (QMT).

Hydromechanical transmissions can be designed to operate in more than  one mode in order to
reduce the maximum HP  that is transmitted hydraulically, which reduces the hydraulic unit size,
and  increases efficiency. This may be achieved by having a straight hydrostatic mode for start-up
(whence all  the engine power is transmistted hydraulically), and then  one or more hydromechanical
modes of  operation. In a single mode of hydromechanical  operation, the  fixed displacement
hydraulic unit is typically  operated over its full rated speed range; that is, from plus its maximum
rated speed down   through  zero speed and up to minus its  rated speed.  Two modes of
hydromechanical  operation then would typically consist of a system of gears and clutches that
would operate the fixed displacement unit over its full plus to minus rated speed, two times, and
three hydromechanical modes would do this three times, etc. The gears and clutches are arranged in
such a manner that  there is no speed discontinuity at each clutch shift point when changing from
one  mode of operation to another. Thus, all clutch shifting is done at synchronous  speeds and no
power is absorbed   by  the clutches.  The more  modes that are added, the  more efficient the
transmission can become, but at the cost of increased complexity of gears and clutches.

Sundstrand  has considered the following hydromechanical transmission types:

     a)   The Dual Mode Transmission (DMT)

     This transmission has one hydrostatic  mode  and one hydromechanical mode, schematically
     represented in  Figure IV-1. Sundstrand has developed a transmission of this type for the heavy
     duty truck market and will be in production in 1973.

     b)   The Tri-Mode Transmission (TMT)

     This transmission consists of one hydrostatic mode, and two hydromechanical modes. There
     are  many ways of achieving this schematically; one way is shown in Figure IV-2.

     c)   The Quadri-Mode Transmission (QMT). This transmission consists of one hydrostatic
     mode and three hydromechanical modes. One way of achieving this is shown by the schematic
     in Figure IV-3.  It should be noted that this schematic is similar to the Orshansky Transmission
     Corporation "Three   Range  Transmission"  which  was  also  evaluated.  The  Orshansky
     transmission requires, however, one additional friction element.

In evaluating the optimum number of modes for this application, Sundstrand chose the Tri-Mode
Transmission as  being the best compromise between efficiency and complexity. As  more clutches
                            Sundstrand Aviation                                  age

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                              Hh
            Figure IV-1    Dual Mode Transmission
                                    1   I   1
              Figure  IV-2    Tri  Mode  Transmission

INPUT
•
•
IB «

L T
~ I
V
c




A
\
k .
             Figure IV-3    Quadri-Mode Transmission
Page 12
                    Sundstrand Aviation

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are added to obtain increased  number  of  modes, the spin losses from these  clutches become
substantial, and reduce the gains in efficiency from this larger number of modes. As an example,
following is a tabulation including some relative cost and efficiency data for Dual Mode, Tri-Mode,
and Quadri-Mode Transmissions.


Sundstrand        Hyd. Unit                     No. of                Fuel Consumption
Transmission    Displacement     No. Clutches    Gears       Cost       (over Veh. Life)

   DMT             100%            2            11        100%           100%

   TMT              42%            3            15        114%            94%

   QMT              22%            4            21        125%            92%
 2)  TRACTION

 The potential benefits of high efficiency, low vibration and low noise of traction transmission are
 well known. With the availability of a suitable fluid and a design to reduce forces and stresses, the
 traction drive becomes competitive enough to warrant a more thorough evaluation.

 Variable ratio traction transmissions of various types have been studied over the years. The toroidal
 type has emerged as the best design for highest power density, reasonable life, and good efficiency.
 Sundstrand, Lycoming,  Rotax, General Motors, English Electric, and others  have built and tested
 the toroidal types; Tractor also is developing a  modified torodal type. Lycoming has been the only
 company to market a toroidal traction transmission but other companies have successfully tested
 prototype designs.

 There are many options open in  the design of a toroidal traction variable speed drive.  One of the
 basic design considerations is the use  of a two row  (dual toroid) design  or a single  row (single
 toroid) design.

 A single row toroidal drive derives  its name from  the fact that there is only one set of traction
 rollers, typically three rollers per set, that transmit  power  between the input toroidal disk and the
 output toroidal disk.

 In a two row device,  the power flow is split from the center, or input toroid, through two sets of
 traction rollers. The  two sets of rollers, with one set on either side of the input toroid, transmit
 power to the output toroids which are located at each end of the traction drive.

 Large thrust loads are required at the toroid/roller interface to provide the normal force  necessary
 to prevent  gross  slip  between the rollers and the toroids.  The benefit from the use of a two row
 device is that since it is symmetrical, the thrust loads  from the two halves of the unit  cancel each
 other and do not have to be taken thru thrust bearings. On the other hand, a single row traction
 drive requires very large thrust bearings to react to the large axial thrust loads, and also, since there
 is load  sharing between the two halves of a two row device, the required toroid diameter for a two
 row unit is considerably smaller than for a single row unit.
                             Sundstrand Aviation  4»^                            age'

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One of the most important considerations throughout this study has been system energy efficiency.
The relatively large power loss that would be encountered in the large high speed thrust bearings of
a single row unit make the two row design much more attractive from an efficiency point of view.

Although a single row traction drive would cost less to produce, it is felt that the  advantages to be
realized from using a two row unit more than offset the cost.

The basic scheme of the toroidal type  is  shown in Figure IV-4. Principal components are the input
toroid, rollers, and output toroid. The  rollers are steerable and are "steered" to the necessary angle
to provide the input to output speed ratio desired. When the input toroid is rotated, the rollers turn
and exert a  traction force  on the output  toroid. The  toroids must be held  together to  insure
sufficient traction  exists with the rollers to transmit the desired power. The rollers are steered or
tilted to the angle  which produces the desired output speed. With the rollers angled as shown in the
figure, output speed is lower than input speed. At the opposite angle, output speed is higher than
input. Power capacity  for a given size and given number of rollers is a function  of the clamping
force between input and output toroids across the rollers, and the traction  coefficient of the fluid
being used. The torque producing force at the point of roller contact is the product of the clamping
force and the traction coefficient. Life of the unit is a function of this force and devices have been
developed to vary this force in proportion to the load with a resultant increase in  life.

The traction transmission design for this  application must have a disengaging device to permit zero
output speed when the engine is running. Three ways of achieving this were considered, and they
are listed below along with the effects of each type on the traction drive unit.

     a)   Slipping Clutch

     •    The traction drive unit must be sized to take the maximum slipping torque of the clutch
     which must be greater by some 10-30% than the maximum torque  generated by the engine.
     For narrow speed range engines, where minimum speed is close to maximum speed, the power
     which must be dissipated in the clutch is high.

     •   The slipping  clutch does not  readily  offer any  load "shock absorbing" protection to
     the  traction unit.  This is an important consideration  with variable  thrust types of traction
     drive units in  that thrust  must always  be maintained  sufficient  to  prevent gross slip
     between roller  and  toroid. Slips  in  excess  of approximately 3% result in decreased torque
     ability  and damaging  spin  out  to  even  greater  slips  until  the  load is removed. These
     shock  loads could be seen in the drive train under  such conditions  as accelerating on an
     ice-patched surface or sudden  wheel-lock when braking.

     •   Once locked up, the slipping clutch does have the advantage of  virtually  zero power loss,
     giving the most efficient traction drive system of those being considered.

     b)   Split-Path with Planetary Summer

     This consists of a power splitting circuit, similar to the hydromechanical concept, but replacing
     the hydraulic unit with a traction unit.

     •   The traction drive unit would have to be  upsized to  take the high  power which can
     recirculate through  this type of power circuit at start-up. The hydraulic ratio control system
Pa9e 14                       Sundstrand Aviation
                                      0..-W or S,"d*t'«"-*'-oi  ^P  J^ s

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                                        ROLLERS
CLAMPING FORCE


       OUTPUT
       TOROID
 CLAMPING FORCE
                                                       INPUT TOROID
CLAMPING FORCE
                                                          CLAMPING FORCE
                   Figure IV-4     Traction Drive
                      Sundstrand Aviation  ™
                                                                 Page 15
                             O...LOI- of S--(

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could  be  used  to act as a  torque limiter.  Without  torque limiting, the  torque would
theoretically  go to infinity under conditions of holding the output stalled at wide open
throttle. The traction drive unit would have to be sized to take this limiting torque value,
which could be several times greater than maximum engine torque.

•     This system does not offer any load "shock absorbing" protection for the traction drive
unit.

•     The split-path system is non-dissipative and would be efficient. It could also be arranged
to give a "built-in" reverse ratio capability, obviating the need for a reverse gearbox.

c)   Torque Converter, or Fluid Coupling

The torque converter can be placed on either the input or output of the traction drive unit.

•     The speed versus horsepower absorption characteristics (torque at a given speed) of an
output  torque  converter can be utilized to down-size the traction drive unit by reducing the
maximum torque that can be seen by the traction drive output. This is illustrated graphically
in Figure IV-5. An input mounted torque converter will up-size the  traction drive.

•     The output mounted torque converter offers a high degree of load "shock absorbing" for
protection of the traction unit. The input mounted converter offers lesser protection.

•     The torque converter system would be the simplest  and  most reliable  although  less
efficient than the other two schemes described previously.

From these considerations it was decided to use an output mounted torque converter as it is
the only device which gives any degree of shock load protection to the traction drive unit, and
it allows the use of the smallest possible traction unit. The torque converter has the additional
advantages of low cost, excellent reliability and virtually zero maintenance. The efficiency
penalty, in terms of MPG over the EPA Combined Driving Cycle, is about 5-8% relative to that
which a slipping clutch start-up system could achieve.

3)   Comparison of Final Hydromechanical and Traction Design Choices

    a)   Size and Weight

    When  the  two finalist transmiss;on  designs were decided upon,  preliminary hand sketched
    layouts were made of each. The  ? layouts indicated that both transmission schemes had the
    potential to become practical automotive transmissions from a  size and weight perspective.

    b)   Efficiency and Fuel Consumption

    An  exhaustive computer analysis was completed  on each of the  two finalist transmission
    candidates using  two full scale computer programs. Results of  the computer analysis indicated
    that both transmission types offer the capability to program engine speed to minimize fuel
    consumption and / or emissions at a  high  level of energy efficiency. The computer efficiency
    and consequently the fuel consumption of the two systems were very close.
 16                      *».,•....
                        Sundstrand Aviation

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ENGINE



TRACTION
DRIVE
UNIT
(A) TORQUE
T -.CONVERTER
/J*\ ^TO
\ ) WH
                                     Speed~ torque curve
                                     for torque converter with
                                     stalled output at point®
                                          Speed~ torque available at
                                          traction drive output (Point@)
                                          at max. Engine HP
                         4 _
     Actual torque converter
     input speed at stall
SPEED, N
                     Minimum Traction drive output speed
                     as limited by the ratio range limit.
The torque converter limits the maximum output torque of the traction drive unit to T^ rather
than T^ without a converter. The torque converter then, allows the traction drive unit to be
sized to torque T^.
      Figure   IV-5
Effect  of  Torque Converter Power
Absorption Characteristics on
Traction Drive  Unit Torque
                        Sundstrand Aviation
                                                                            Page 17
                                   n of Su' d»('i"d C

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    c)   Cost

    A preliminary total manufacturing  cost comparison based upon a rate of 1 million per year
    indicated that the hydromechanics! transmission would probably cost slightly more than the
    traction drive transmission.

    d)   Noise

    The traction drive torque converter type transmission is inherently quiet. Attention must be
    given to the gearing to ensure that noise is reduced to a minimum. Sundstrand is committed to
    meeting  acceptable noise levels with the present production  Dual Mode hydromechanical
    transmission  (DMT).  Experience gained from testing  the DMT has  been applied  in  the
    proposed Tri-Mode hydromechanical transmission design. It appears at this time that the noise
    from either transmission can be brought within acceptable limits.

    e)   Producibility

    There are no totally new unobtainable materials or processes involved in the manufacture of
    either transmission type. Tooling requirements will be similar.

    f)   Technology Status

    The hydromechanical transmission represents a more highly developed device than the traction
    type. More companies  are involved in  actual testing  and evaluation  of  hydromechanical
    transmissions   than   with   traction   transmissions.  Production hydromechanical  vehicle
    transmissions are being  offered  for sale,  while  production traction transmissions have been
    produced only for aircraft constant speed drive applications.  Design and development of a
    pre-prototype transmission  by  late 1973  or early 1974 can be  accomplished for either
    transmission type, although  the traction type represents a somewhat greater risk. Either type
    could be ready for production by 1980.

    The hydromechanical transmission  primary  development task will  be the  integration of  its
    controls  with the engine. Although the  basic control  scheme has been  mechanized  and
    demonstrated, operation with the specified engines will require additional effort.

    The major development task for the traction type transmission is assurance and demonstration
    of the required life. Since the  life capability is highly dependent upon the vehicle load (toroid
    and roller  stress), vehicle  and  engine speed  (traction  ratio) and  time at each condition,
    determination of the  actual vehicle duty cycle is very  important. Since little experience has
    been obtained with traction transmissions  in vehicles this definition of the "real" operational
    requirements and  the mechanical  design reflecting these parameters, becomes the major
    development item.

    g)   Conclusion

    After consideration of this comparative  evaluation, Sundstrand felt they  could not justify
    dropping either transmission  from  further  consideration. As a result, it was decided  to
    continue the detailed evaluation of both transmissions through to the completion of the study.
Pdoe 18
                            Sundstrand Aviation
                                     C»'»>on jl Sur>«ttr«na Corporation

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V.  TRANSMISSION DESCRIPTION


A.   HYDROMECHANICAL

1.  Mechanical Operation

The following  is  a  discussion of  the  mechanical operation of the tri-mode hydromechanical
transmission with regard to the direction of power flow, component speed and torque relationships,
and variable unit displacement. The transmission is shown in simplified schematic form on Figure
V-1.
The transmission has three distinct  modes of operation in forward. At 100% engine speed, the shift
between Mode 1 and  Mode 2 occurs at  12.3 MPH, and the Mode 2 to Mode 3 shift occurs at 40.8
MPH. At lower  engine speeds the shift points occur at proportionately lower vehicle speeds. During
Mode 1, the output from the fixed displacement hydraulic unit is geared directly to the output. In
Mode 2 and  Mode 3 operations, the fixed unit is geared into the plantetary. Reverse is the same as
Mode 1, but in  opposite direction and is obtained  by stroking the variable displacement hydraulic
unit in the reverse direction.
Figure V-2 shows schematically the geartrain arrangement.

     a)  Component Speeds:

     The variable displacement hydraulic unit is geared directly to the engine, therefore, its speed
     will always be directly proportional to engine speed.

      In Mode 1 the fixed displacement hydraulic  unit is geared directly to the output planetary
      link, so in  Mode 1  its speed will be directly proportional to output speed, hence, vehicle speed.
     When the fixed displacement hydraulic unit speed increases to the point where it is equal to
     variable displacement hydraulic unit speed, a mode shift from Mode 1 to Mode 2 occurs.

      In Mode 2, the  fixed  displacement hydraulic unit is geared to  a leg of the planetary which
     causes  power  to   be  transmitted both  hydraulically  through  the  hydraulic units  and
      mechanically through the planetary. The  fixed unit  speed decreases with increasing  vehicle
     speed until it passes through zero speed and then increases in the opposite direction. When the
     fixed displacement hydraulic unit speed increases to minus one times the variable displacement
      hydraulic unit speed, a second mode shift from Mode 2 to Mode 3 occurs. Both  Mode 1 and
      Mode 2 shifts are accomplished when the driving and driven clutch discs are at essentially equal
      speeds.

      In Mode 3, the  fixed  displacement hydraulic unit is geared to another leg of the planetary,
     different from that of Mode 2, which again causes power to be transmitted both hydraulically
     and mechanically.  The characteristics of Mode 2 and Mode 3 are very closely related, the  only
     difference  being the speed and torque ratios between the various elements. Increasing vehicle
     speed further after  the  Mode  2 to Mode 3 shift  results in decreasing fixed displacement
     hydraulic unit speed (from its  negative maximum)  until it passes through  zero, and  then
      increases to its positive maximum speed (one times the variable displacement hydraulic unit
     speed) at maximum  vehicle speed.  Figure V-3 shows the hydraulic unit speeds schematically.

     The speeds  of  the  various links  of the  compound summer (in this  case a four  element
     planetary)  can  also  be represented on a nomograph, shown on Figure  V-4. A  straight  line
                             Sundstrand Aviation * ^                            a9e 19
                                         n of Sunoituna Corporation

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      ENGINE
                              V
F
                            OUTPUT
        V   =   Variable Displacement Hydraulic Unit
        F   =   Fixed Displacement Hydraulic Unit
        £4  =   Four Element Differential
        1   =   Mode 1 Clutch
        2   =   Mode 2 Clutch
        3   =   Mode 3 Clutch

                  Figure  V-l     Simplified Schematic
Page 20
                        Sundstrand Aviation

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INPUT
                V       F
                    MODE 2  MODE 3
                    CLUTCH  CLUTCH
                                      T
            ~T
 MODE 1
 CLUTCH
rm
                                             ill
       OUTPUT
            Figure V-2    Geartrain Schematic
                 Sundstrand Aviation
                                                        Page 21

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                 PERCENT
                   SPEED
                       ENGINE & V-UNIT SPEED
          +100%
           0%
          -100%
            Figure  V-3    Hydraulic Unit  Speeds
          % VEHICLE
          SPEED
       'F'UNIT MODE 2
                         OUTPUT
ENGINE
                      ('F' UNIT, MODE 1) CV'-UNIT)
              'F'UN IT, MODE 3
  ZERO"?
  SPEEDj

      *
              Figure V-4     Speeds of the Various  Links
                             of the Compound  Summer
Page 22
                     Sundstrand Aviation    fc

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passing through any two link speeds defines the speed of the other two links. Thus, when
output speed and engine speed are known, fixed and variable displacement hydraulic unit link
speeds can be found.  Since the fixed and variable  displacement hydraulic units are related
directly to  their respective  planetary  links by gear ratios, all the system speeds can be
calculated.

b) Hydraulic Unit Displacement:

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= Flow (in3/min)

     D = Displacement (in^/rev)

     F = Fixed Unit

     V = Variable Unit

     N = Unit Speed (RPM)
Thus:
            N
                xD,
Therefore, for any given engine speed, the displacement of the variable displacement hydraulic
unit will  vary  directly proportionally to fixed displacement hydraulic unit speed (see the
following sketch).

                           PERCENT
                           V-UNIT
                      _   DISPLACEMENT
            100%
                                                             % VEHICLE
                                                             SPEED
           -100%
                        Sundstrand Aviation
                                                                                Page 23


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   c)  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 V-4).
   Unknown torques  may  be  found  by  applying  the  equations of  statics  to  the torque
   vector-beam analogy of the planetary (see the following sketch).
            TYPICAL CASE:  (MODE 2)


t
F-UNIT
| OUTPUT
1
i



V-UNIT
1
t


>
— l
i
ENGINE

   Although there is more involved when efficiency is taken into account, the V-unit and F-unit
   torques are related by the equations:

        HPHYD = TVNV = TFNF

                   l!f.
        TV = TFX  Nv

   Where:

        HPj^YD = Hydraulic horsepower

        T = Torque

        N = Speed

        V = Variable unit

        F= Fixed Unit

    d) Hydraulic Unit 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:
Page 24
Sundstrand Aviation

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         p , 2irxTp

             ~DF~

    Where:

         P = Working pressure (psi)

         Tp * Fixed unit torque (in-lb)
                                       O
         Dp = Fixed unit displacement (in°/rev)

    e)  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
    dimensional constant.

    The direction of horsepower flow, on the other hand, must be determined from the direction
    of link  rotation and the  direction of applied torque. Sign conventions were established for the
    planetary speed nomograph (Figure V-4) such that any speed above the nomograph absissia is
    positive, and any speed below is negative. In the planetary torque balance beam (sketch), any
    vector pointing up is positive and any vector pointing down is negative.

2.  Hardware Description

The following  is a brief description  of the various components which make up the tri-mode
hydromechanical transmission. Reference should  be made to the cross section drawing, 2724A-L5,
shown in Appendix V-2 for indication of component arrangement and relative size.

    a)  Hydraulic Units:

    The hydraulic units are  the axial  piston hydrostatically  balanced configuration, typical of
    Sundstrand's standard line of hydraulic units for the aircraft, agricultural, and construction
    equipment market.

     Figure  V-5 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 and hydromechanical transmissions 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  hydromechanical  transmission applications where they have
    proven  their reliability, low cost, and good efficiency.
                                                   o
    Both hydraulic units have a displacement of 1.5 inj/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.
                                                                                      Page 25
                             Sundstrand Aviation
                                      )..»lO' 01 &.•>«»!•« C-.fMO!!*  W  W-

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                                               High Pressure
                                                 Oil Film
       Figure V-5     Axial Piston,  Slipper  Type Hydraulic Unit
                        Sundstrand Aviation (
Page 26

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The units are mounted side by side with a common port plate manifold. Mounting the units in
this manner provides for a shorter transmission length and allows for better noise reduction
techniques to be utilized.

b)  Clutches:

The clutches  perform the shift function during the change   from one mode to another.
These  clutches are  of  the  conventional  mu I tip late disc type  common to automotive
applications. They are simple to control, inexpensive, and have high torque capability. At the
shift, the  shaft speeds are essentially synchronized, thereby allowing the  use of light duty
clutches and are thus sized on torque capability and not energy dissipation.

Clutch design  follows standard automotive practice. Steel separator plates are  used with
organic  linings and  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 each clutch  to
preclude centrifugal pressure from actuating the clutch.

c)  Seals:

Standard lip seals are used on the transmission input and output shafts.

 Rotating seals between  concentric shafts are of  the cast iron piston ring type  common with
standard automotive practice.

d)  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.

e)  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.

f)  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 as needle  bearings are not suitable at
 these locations.
                                                  .  »                            Page 27
                         Sundstrand Aviation

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    g) Component mounting:

    The clutch pack assemblies and the planetary gear set are mounted on coaxial shafting which is
    supported by bearings  at the input and output of the main housing and at the intermediate
    support plate. The hydraulic unit assembly and its drive gears, along with the charge pump, are
    mounted entirely on the intermediate plate which is mounted to the main housing. This type
    of construction allows for very easy assembly, maintenance, and gives the best possible noise
    isolation.

    h)  Controls:

    The spool control valves are typical of those found in present automatic transmissions.  The
    valve bodies are cast iron, the spools are hardened steel and, where applicable, steel sleeves are
    used.

    The control  linkages from the driver will 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.

    i)  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. As this
    transmission  does not vary speed ratio by dissipating energy, such as the torque converter,  the
    cooling capacity would  be less than  required for a conventional automatic transmission while
    the transmission fluid flow rate will be about the same.
3.  Size and Weight

The tri-mode hydromechanical transmission is designed to fit within the requirements stated in
paragraph 6 of the "Prototype Vehicle Performance Specification" (see Appendix 1-2). In brief, the
transmission tunnel is not widened so as to decrease clearance between the accelerator pedal and the
tunnel; the tunnel height does not affect full fore and aft movement of the front seat; it does not
violate the ground clearance lines;  it  does not violate the  space  allocated for  wheel jounce  and
steering clearances; and it does not degrade the  handling characteristics of the vehicle.

The input or mounting flange is not a  standard to  fit the conventional internal combustion engine.
However, as  a reduction gearbox is required  at the Rankine or Brayton  cycle engine output, the
mounting flange  and  output shaft location may  be located to  suit the proposed  transmission.

The weight of the tri-mode transmission  is 92 pounds dry. A  weight  breakdown is shown  in
Table V-1.

4.  Design Analysis

By  far, the majority of components in an automotive transmission are sized by considerations other
than material stress such as economy  of 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 calculations made of the exact margin of safety.
 Page 28                      Sundstrand Aviation
                                      d,..»io« si S-.fOii'a'.fl Cc't.o-1' or ^0  W ,

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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-5 gives
the summary of sizing this class of component along with a schematic which shows torques and
speeds. The hydraulic  units are sized by proprietary 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
                                     TABLE V-1
             HYDROMECHANICAL TRANSMISSION WEIGHT BREAKDOWN
           Planetary Gearset    	  5. 3

           Transfer Gears	  3. 8

           Idler Gears and Bearings  	  1.2

           Shafting and Bearings	  9. 5

           Clutches   	  13.7

           Hydraulic Units (excluding shafts)  	  20. 0

           Housing and Port Plate   	24. 7

           Control System and Charge Pump	  6.2

           Miscellaneous Hardware  	  7.5

                                                     Total  (pounds)	  91.9
                                                   m  m                         Page 29
                            Sundstrand Aviation

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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 performance or weight penalty.
B. TRACTION DRIVE

1. Mechanical Operation

This subsection  is a discussion of the mechanical operation of the traction drive-torque converter
transmission. Figure V-6 shows the general schematic.

Transmission input speed is proportional to engine speed. Therefore, the speed of the input toric
disk is proportional to engine speed since  it is driven by a gear on the transmission input shaft.

The speed of the output toric disks relative to the speed of the input toric disk is a function of the
inclination of the traction rollers. The speed ratio across the traction drive is the same as the ratio of
the radius of rolling contact on the output toric disk  to the radius of rolling contact on the input
toric disk with respect to the axis of the traction drive.

Transmission ratio changes are effected by  changing the "tilt angle" of the roller axis which varies
the radius of the two  points of contact with the toroids. The  "tilt angle"  of the rollers can be
changed by either of 2 methods:

    a) Application of  an external force to the roller mounting yoke and physically forcing the axis
    of rotation of the roller to the required angle.

    b) "Steering forces" can be generated at the point of roller — toroid contact that will cause the
    roller "tilt angle"  to change by translating the axis of rotation of roller  relation to the toroid
    center. An explanation of how this is achieved is as follows:

    Figure V-7a shows a cross-section of the traction unit with the roller in the 1:1  ratio position.

    Figure V-7b shows  the roller in an  end view of the traction unit. The velocity vector of the
    roller at point of contact with the toroid is shown by vector "V". With the roller positioned as
    shown with zero slip between the roller and the toroid, vector "V" also represent the velocity
    vector of the toroid.

    Figure V-7c  shows the axis of rotation of the roller displaced an amount "X" to the left of a
    parallel center line ggoing through the axis of rotation of the toroid. The velocity vectors at
    the  point of contact  between the  roller  (Vp)  and the toroid (Bj) bonger  coincide.  This
    difference causes a  relative slip between  the two members, represented by "Vg". This slip
    vector will be "down" at the point  of contact between the roller and the toroid shown, and
    "up" as the other  point  of  contact  because the other toroid is  rotating in the opposite
    direction. These two equal and opposite speed vectors produce equal and opposite  forces on
    the roller which, if unrestrained at the roller bearing support will cause a turning movement on
    the roller, at right angles to its axis of rotation, which will "steer" the roller to some new angle
    to achieve equilibrium. The angle to which  the roller axis will tilt to achieve equilibrium is a
    function of the distance "X".
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                      FORWARD/REVERSE
                      GEARSET
  INPUT SHAFT
                      INPUT TOROIDAL DISK
       OUTPUT TOROIDAL DISKS
                                               TORQUE
                                              CONVERTER
                                               STATOR
            TORQUE CONVERTER
            IMPELLER
TORQUE CONVERTER
TURBINE
THRUSTER
  Figure V-6    Traction  Drive  -  Torque  Converter
                Transmission  Schematic
              Sundstrand Aviation £
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                             BEARING




                               ROLLER "YOKE"







                                ROLLER
                 fit. V 7.
                                                           fif. V 7S
                     V 7c
             FIGURE V-7  TRACTION ROLLER  STEERING  MECHANISM
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     Figure V-7d shows a  three dimensional free-body diagram of the roller, illustrating the two
     forces "Fs", which produce the couple that "steers" the roller. "Fj" is the tangential force on
     the roller at the contact points with the toroids and "Fg" the bearing reaction forces.


The  proposed design utilizes the "steering force" approach. Translation of the roller axis of rotation
is  accomplished  by applying  a  force to  them  through the  hydraulic suspension  and control
cylinders. When the desired change in  ratio is achieved, the steering forces will be cancelled and the
unit will operate at the new ratio until the next ratio change is requested by the control system. The
traction rollers are  hydraulically interconnected  in, such  a way that their tangential loads, rather
than  their absolute positions,  must  correspond.  Therefore,  load sharing  is positively assured.
Mechanization of this approach utilized in the design is defined by an English patent by McGill.

The required  torque at the traction drive creates a tangential load  at the traction roller/toric disk
interface. This  tangential  load is sensed  by the hydraulic  control-suspension system, and the
hydraulic pressure  thus generated  is applied to the  hydraulic  thruster which produces the  axial
clamping  force across  the  rollers. Thus, the normal  force necessary to allow a torque producing
tangential force to  develop at the roller contacting  points is directly  propcrtional to the torque
being transmitted. The normal force then  is only as large as it must be to prevent traction roller
skidding,  and unit life (which is inversely proportional to  the cube of the normal force)  is greatly
extended. Initial  pre-load is provided by a belville washer  which develops sufficient initial force to
allow charge pressure  build-up. This force  is negated when  charge pressure  is applied moving the
piston out of contact with the toroid (See Appendix V-4).

The one-way clutch is provided between the output of the traction drive unit and the transmission
housing.  This clutch prevents the output of the traction drive unit from rotating backwards (such as
would happen if the vehicle were allowed to roll backwards  while engaged in forward drive). This
reverse rotation of  the traction drive could cause the traction rollers to "steer" themselves out of
position.

The output of the  traction drive is connected directly to the torque converter input member, the
impeller.  The speed of the torque converter output member, the turbine, is a function of vehicle
speed and the ratio  of the transmission output gears.

The function of the forward/reverse gearset at the transmission output is twofold. It serves to bring
the relatively high torque converter speed down to a more favorable transmission output speed, and
it also provides the capability for reverse vehicle operation.
                             Sundstrand Aviation  ^h                        Page

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2.  Hardware Description

The following is a brief description  of  the principal components of the traction drive torque
converter transmission. Reference may be made to the cross section drawing, 2724A-L4, shown in
Appendix V-4 for indication of component arrangement and relative size.

     a)  Forward-Reverse Gearing

     This gearing is all helical type constant mesh and is designed to conform to the conventional
     automotive type manual synchromesh gearbox.

     b)  Torque Converter

     The torque converter is a single stage three element converter with a 3.0 to 1 stall torque ratio.
     The elements are typical  automotive pressed steel construction scaled down in size from a
     standard automotive converter. The  maximum diameter of the oil path is 6.12 inches and the
     maximum speed of the input impeller is 13,800 RPM at maximum engine speed.

     c)  Toroids and Traction Rollers:

     Both the toroids and the traction  rollers are form ground from M50 or M1 steel forgings. There
     are three 2.5 inch diameter rollers in each of the two toroids. The rollers rotate at a radius of
     1.66 inches from the axial centerline of the toroids. At the forward side of the first toroid disk
     is the  variable thrust device.  A Belleville type spring  imposes a 1700 pound thrust preload on
     the  toroids and  rollers.  This preload is  held  constant  as  the  control  pressure builds up
     sufficiently to overcome the constant spring force. From then on the clamping force is directly
     proportional to the control pressure.  Maximum control pressure is 400 psi.

     The traction roller steering and suspension  mechanism is all  hydraulic  and is based on  an
     existing design which ensures the accurate load sharing described earlier.

     d)  Seals:

     Standard lip seals are used on input and output shafts and rotating seals of the cast iron piston
     type. All seals are typical of those found in standard automatic transmissions.

     e)  Bearings:

     Standard anti-friction ball and roller bearings are used throughout the transmission.

     f)  Control and Lube Pump:

     The control and lube pump is a proven single lobe vane unit driven at input speed. Maximum
     flow is approximately 6 GPM at maximum engine speed.

     g)  Gears:

     All gears except the input mesh are  constant mesh of the helical type. The input mesh are the
     spur type, 26 diametral pitch, 20° pressure angle with a modified involute profile.


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    h)  Controls:

    The control valve block  is cast iron with  hardened  steel spool valves  or  sleeves where
    applicable. The speed sensing governor is the rotating flyweight type acting directly on a valve
    stem.

    Control linkages may be of similar type as presently used with automatic transmissions.

    i)  Transmission Cooler:

    The transmission  cooler  is a separate  item and is  noted here as  a reminder. The  capacity
    required is equivalent to the present automotive automatic type transmission cooler.


     j) Lubricating Oil:

     The  design of the traction transmission  is based on the use of Monsanta Santotrak as the
     lubricating and cooling fluid.
3. Size and Weight

The traction transmission is designed to fit within the requirements stated in paragraph 6 of the
"Prototype  Vehicle  Performance Specification"  (see  Appendix  1-2).  In  brief,  the transmission
tunnel is not widened so as to decrease clearance between the accelerator pedal and the tunnel; the
tunnel height does not affect full fore and aft movement of the front seat; it does not violate the
ground clearance  lines;  it does not violate  the  space allocated for wheel  jounce and steering
clearances; and it does not degrade the handling characteristics of the vehicle.

The input or mounting flange  is not a standard to fit the conventional internal combustion engine.
However, as a reduction gearbox is required at the Rankine or Brayton cycle engine output, the
mounting flange and output shaft location may be  made suitable for the proposed transmission.

The  weight of the traction transmission  is  77 pounds  dry.  A  weight breakdown is  shown  in
Table V-2.

By far, the majority of components in an automotive transmission are sized by considerations other
than material stress such as economy of manufacture, or  requirements of fitting over or around
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                          TABLE V-2
        TRACTION DRIVE TRANSMISSION WEIGHT BREAKDOWN
     Transfer Gears

     Idler Gear and Gearing

     Shafting and Bearings

     Converter

     Traction Drive

     Housings

     Control System and Charge Pump

     Miscellaneous Hardware

                                           Total (pounds)
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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 calculations made of the exact margin of safety.

4.  Design Analysis

The double row traction transmission is  basically designed from a stress-cycle curve and previous
experience in designing and testing traction drives. The mean transmission input power requirement
was calculated  for the Federal Driving Cycle, the Simplified Suburban Route, and the Simplified
Country Route. The maximum input power requirement was calculated from the acceleration and
grade velocity  requirements. These input powers, the specified life of 3500 hours, a transmission
speed  range of five to  one, and appropriate toroid  geometry  ratios with a particular traction
coefficient provide the basis for the traction transmission design.

The toroid geometry  ratios involved  in  the  design are (1) the toroid pitch diameter to roller
diameter ratio,  and (2) the conformity ratio, which is defined as the ratio of roller crown radius to
roller pitch radius. The first ratio (1)  defines the size of the machine and the amount of rolling to
twisting contact that the rollers experience with the toroids. Since large toroid pitch radius to roller
radius ratios approach more nearly pure  rolling, the traction coefficient increases  and the speed
range decreases with this ratio. Therefore, in order to accommodate a 5 to 1 speed  range and stay
within package  size limits, a ratio of 1.33 was chosen.

The second ratio (2) affects the shape and size of the footprint as well as the normal stresses. Higher
conformity ratios for the same load result in higher stresses. Experience dictates a circular footprint
or one that has its major axis in the direction of rolling. As a result a conformity ratio of 50% was
chosen.

The traction coefficient also affects  the  overall  transmission  size and decreases as  rolling contact
velocity increases.  For this design, at an input speed of 8000 RPM, the rolling contact velocity is
1400 inches per second. A traction coefficient of 0.04 is reasonably attainable for traction fluids at
this velocity.

The maximum stresses calculated for this design are 448 ksi at maximum input power of 140  HP
and 234 ksi at the mean input power. Mean input power is weighted average power over the EPA
combined driving cycle as defined by the duty cycle. Using an assumed stress cycle curve and scaling
from 1,000,000 cycles at 700 ksi  for M50 tool steel, it was determined that the 3500 hour life
requirement was satisfied.
Appendix V-6  shows a schematic of the transmission  with individual  component  speeds  and
torques. The actual component sizing summary is the same as for the hydromechanical sizing shown
in Appendix V-5.

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, performance, or  weight penalty.'
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5. Traction ratio and torque converter optimization

An  optimization study  was carried out to determine the required system gear ratios, traction drive
ratio  range, and torque converter type and size. These parameters had to be determined within the
system requirements of:

     — Maximum vehicle 'creep' speed

     — Maximum vehicle operating speed

     — Engine speed range

     — Reasonable torque converter idle HP absorption

These studies were made using the Sundstrand vehicle performance computer program for a traction
drive transmission. Fuel  consumption transmission energy efficiency, and other important criteria,
were recorded for simulated runs over the Combined  Driving Cycle while varying the transmission
parameters — some,  one at a time, and some in combination.

Many different torque converters were simulated and  studied to gain a better understanding of the
effects of converter characteristics on vehicle performance. For example, the study  showed that a
high stall torque ratio converter gave better fuel consumption than a low torque ratio  converter, due
to  its  more  favorable efficiency curve at lower converter output/input speed ratios.  Another
important factor was torque converter diameter. Making the converter diameter larger  makes it
"tighter;" that is, it slips less, and is therefore more efficient.  However the power absorbed at engine
idle by a  torque converter also increases with diameter, and must be considered.

A study  was also made replacing the torque converter with a  friction clutch. Total energy efficiency
increased from 74% to 80%, and fuel consumption improved from  10.0 MPG to 10.8 MPG for the
Aerojet Rankine engine, and from  15.0 to 15.7  MPG  for the AiResearch Brayton engine.  It should
be  noted that in realizing these gains, the advantages of having a torque converter as discussed in
Section  IV are lost. It would appear that these advantages outweigh the efficiency disadvantage.
However, it is not completely evident that a clutch could not be used. A more detailed study of this
would be made prior to a hardware design commitment.

Studies were also made using a torque converter lock-up clutch, and an input clutch in the system.
The result  of  these studies,  and some of the other optimization studies,  are summarized in
 Table V-3. Figures are for the Aerojet Rankine engine.

The parameters chosen for  the final transmission design were a torque converter ratio of 3 to 1 and
a transmission speed ratio  of 5 to 1. These result in only 3 HP absorbed at idle speed and 10.01
miles per gallon  fuel consumption  for the Combined  Driving Cycle. A trade-off study of all of the
studies and computer runs involving  complexity, cost, and overall  economics resulted in the choice
of the above parameters.

C.   Maintainability

It  is expected  that either  the tri-mode  or the traction transmission  should provide no greater
maintainability problems than present automotive automatic transmissions.
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                      TABLE V-3
CLUTCH/TORQUE  CONVERTER PARAMETER TRADE-OFF  SUMMARY
Single Parameter
Being Varied
Converter Lock-Up Clutch
Without
With: (Locks up at
0.9 Spd. Ratio)
Converter Stall Torq.
Ratio


Converter Idle HP
Absorption Rate


(an input clutch req'd
to give 0 HP loss)
Traction Drive Ratio
Range



Torq. Converter
Stall Torq.
Ratio
2.23:1
2.23:1

1.82:1
3.00:1
2.23:1
2.23:1
2.23:1
2.23:1
2.23:1
2.23:1
2.23:1
2.23:1
HP Absorbed
at Idle
7
7

7
7
7
5
3
0
7
7
7
7
Traction Drive
Ratio Range
6:1
6:1

6:1
6:1
6:1
6:1
6:1
6:1
4:1
5:1
6:1
8:1
MPG
Combined
Driving Cycle
9.57
9.65

9.34
9.70
9.57
9.88
10.04
10.39
9.49
9.55
9.57
9.58
Finally Chosen
Combination
3.0:1
3
5:1
10.01
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C.) NOISE

The transmission noise whether air-borne or structure borne is an important consideration for any
automotive transmission. It is of particuliar concern because the vehicle levels required are relatively
low. The hydromechanical  transmission is  inherently a higher noise generation  source than the
traction transmission.

1. Hydromechanical

The  primary potential noise source  is the hydraulic units and the secondary source is the gears.
Solution to the  latter is represented  by fairly well known techniques utilized and  demonstrated in
millions  of automotive  type transmission. Such techniques will be utilized in the  recommended
configuration  to minimize noise. Of  primary importance will be the gear tooth profile and speeds
which will be similiar to present automotive transmissions.

Considerable effort has been expended in the last few years to understand and reduce hydraulic unit
noise. The cause is fairly well  known and  techniques have been developed to minimize it. However
it must be recognized that  because  of the  large number of variables involved, the only  positive
assurance of meeting  the required noise levels comes through actual hardware demonstrations.

The basic approach to the hydraulic  noise reduction is to minimize the noise or energy level at the
source,  isolate or  attenuate the conduction of the  noise energy to the housing, and if necessary,
attenuate the energy at the  housing  through  isolation  blankets  before it can be conducted or
radiated to the air and/or surrounding surfaces.

The hydraulic units represent  the major noise source.  This source is primarily related to the rate of
generation of high pressure from low  pressure and vice versa, the level of maximum  pressure and the
porting rate rotational speed. This process is accomplished within the 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 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" below
about  20 MPH. Hydraulic unit operational  speeds  can  be selected  to  insure the best noise
characteristics. Therefore the variables involved are  pressure level, rate of pressure  increase or
decrease in the individual pistons during parting, porting modifications,  hydraulic unit speed and to
some degree  the stroke or displacement of  the  hydraulic units. Optimization  of these parameters
without  degradation  of  hydraulic uni* efficiency can  only be accomplished through extensive
testing.

Attenuation of  the  generated noise to the outside  of  the transmission is very important. The
attenuation  itself  is very important but  it is  also important  to insure that component natural
frequencies  are such  that  no  resonants  occur.   Minimizing  resonances  will  simplify   energy
attenuation techniques.  Also noise frequencies should be kept as high as possible  as attenuation is
much easier at higher frequencies.

Air-borne noise  within the transmission to the main housing has been suppressed  by a deep-drawn
sound  shield  made  from   a  special  laminated sandwich  around  the hydraulic unit  rotating
components. The oil pan is  formed from the same material  to prevent  the air to  fluid-borne noise
from being transferred outside.

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Structural-borne noise isolation is achieved by using a similar special laminated sandwich between
the hydraulic porting plate, the intermediate support plate, and between the support plate and the
main  housing.  The  laminated sandwich  is a composite  of two  metal plates with  2 layers of
viscoelastic material  between them seperated by  a steel screen. This isolation material has  a  high
crush force and good  attenuation  above 100  Hz. This double barrier should  be very effective in
minimizing noise propogation.  In addition to this, a similar type of isolation is provided between
the main input and output transmission bearings and the main housing, thus eliminating any "hard
path" between the noise producing dynamic components and the main housing.

As indicated  previously  noise  tends to be in the category of "black  art". Extensive testing and
evaluation  has defined design techniques which will minimizing noise. Although it is impossible to
know at this  time what the final noise level will be, it is anticipated  that the noise requirements will
be met.

2. Traction

The primary source of noise in the traction transmission are the gears.

The output gears are constant mesh and of the helical type similar to present automotive practice.

The input  gear mesh to  the input toroid is constant mesh  and is shown as  a spur gear. The input
toroid cannot tolerate any external thrust. To ensure lowest possible noise generation, these input
gears will be fine pitch, low pressure angle, and with a modified involute profile.

Should it become necessary  to further reduce the noise from the input mesh, helical gears with
thrust runners directly between the gears to cancel the resultant thrust will be used.

In addition to reducing gear noise  to a minimum  at its source, laminated sound insulating bearing
sleeves are  used to isolate the noise from the- main housing.


D. MAINTAINABILITY

It is  expected  that  either the tri-mode or the traction  transmission should  provide no greater
maintainability problems than  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 or the toroids and rollers.  It would be  expected that these
assemblies  would  be provided  to the garage  or  overhaul shop as  reworked assemblies similar to
present torque converter assemblies.
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VI.  PERFORMANCE
A. Introduction

The  basic  performance relating to the tri-mode hydromechanical and traction/torque converter
transmission  is  given  in  this section. Transmission efficiency is shown  as a  function of  road
load at various vehicle speeds and also as a function  of variable output loads from  maximum
to 10% of maximum.

It is  important  to  recognize that  although  transmission  efficiency  is  interesting  the  real
measure of efficiency  is that  of the complete vehicle system — vehicle, engine, transmission.

This efficiency  is reflected as fuel consumption over the defined driving cycle.

Acceleration data is also presented in several forms.  This also  represents total vehicle  system
performance.

B. Ground Rules and  Transmission Parameter Summary

The following ground rules for all performance calculations were either specified or mutually agreed
to by the Environmental Protection Agency.

 1.  Test vehicle weight = 4600 pounds (Prototype Vehicle Performance Specification).

2.  Gross vehicle weight = 5300 pounds (Prototype Vehicle Performance Specification).

3.  Vehicle road drag and air resistance (Prototype Vehicle Performance Specification)    Frontal
area = 20 sq. ft.; Coefficient of drag = .6

4.  Rolling radius of wheels =1.10 feet (assumed  by Sundstrand).

5.  Axle efficiency = .95 (assumed by Sundstrand).

6.  Total rotating inertia of tires, wheels, and brakes for all four wheels = 11.2 ft-lb-sec^ (assumed
by Sundstrand).

7.  Ambient air temperature was assumed by mutual agreement with EPA to be 85°F throughout
the study. 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 temperature, which was unavailable.

8.  Accessory power requirements (Prototype Vehicle Performance Specification).
NOTE:  Performance specification accessory losses representative  of 6:1  engine speed range. For
narrower speed  range engines,  the idle  accessory  power requirements were assumed unchanged, but
the accessory power requirements at maximum engine speed were reduced proportionately.
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9.  Engine hosed ~ Power -  Fuel Consumption data supplied by EPA. (See Appendices 1-4 and
1-5.)

10.  Density of fuel used in fuel consumption calculations = 6.28 Ib/gallon (Prototype Vehicle
Performance Specification).

11.  The driving cycle  used to calculate  fuel consumption was the Combined Duty Cycle. The
Combined Duty Cycle consists of: a)  the Federal Driving Cycle (see Appendix I-3); b)  Simplified
Suburban  Route;  and  c)  Simplified  Country  Route  —  (Prototype  Vehicle  Performance
Specification).

12.  Acceleration and  fuel economy performance for  the referenced typical  3-speed automatic
transmission  !as specified by EPA) is summarized in Appendix VI-3.

PARAMETER  SUMMARY -TRI-MODE HYDROMECHANICAL TRANSMISSION

Transmission Input Speed (at 100% Engine Speed)  	   2336 RPM
Direction of Input Rotation (looking at Pad)  	Clockwise
Maximum Input Torque    	   315ft-lb
Transmission Output Speed (89.2 MPH and 100% Engine Speed)	   5114 RPM
Direction of Output Rotation (looking at Pad)   	Counterclockwise
Maximum Output Torque   	   592 ft-lb

Assumed Drive Axle Ratio	   4.50:1

Maximum Vehicle Creep Speed at Engine Idle	   0 MPH
Maximum Vehicle Reverse Speed  	   12.5 MPH

Hydraulic Unii:
     Displacement	   1.50 in^/rev.
     Rated Speed  	   5172 RPM
     Maximum Pressure  	   4500 psi

Clutch Type  	Multi-Plate,  Flat Disk
                                                                   Axial Piston, Hydraulic

Planetary Type	Four Element Ravigneaux

Lubricating Fluid  	Type F Automatic
                                                                       Transmission Fluid
Cooler Size and Flovv	Typical of Existing
                                                           Automatic Transmission Coolers

Tranvrission Weight (Dry)	   92 pounds
        44
                            Sundstrand Aviation

-------
PARAMETER SUMMARY - TRACTION  DRIVE TRANSMISSION

Transmission Input Speed (at 100% Engine Speed)   	  14,000 RPM
Direction of Input Rotation (looking at Pad)   	Clockwise
Maximum Input Torque	52.5 ft-lb
Transmission Output Speed (89.2 MPH and 100% Engine Speed)	   5411 RPM
Direction of Output Rotation (looking at Pad)   	Counterclockwise
Maximum Output Torque  	  550 ft-lb

Assumed Drive Axle Ratio	   5.00:1

Maximum Vehicle Creep Speed at Engine Idle	13.0 MPH
Maximum Vehicle Reverse Speed  	20.0 MPH
                                                                     (Arbitrary Limit)

Torque Converters:
     Diameter	  6.12 in. (Rankine)
                                                                    7.06 in. (Brayton)
     Speed at 85 MPH	  14,140 RPM
     Power Absorbed at  Engine Idle	   3.0 HP
     Stall Torque Ratio  	   3.00:1

Traction Drive:
     Maximum Input Speed	   8000 RPM
     Ratio Range   	   5.00:1

Lubricating Fluid   	Sanotrack 40
Cooler Size and Flow   	Typical of Existing
                                                         Automatic Transmission  Coolers

Transmission Weight (Dry)	   77 pounds
                                                                            Page 45

                           Sundstrand Aviation

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C.  Transmission Efficiency

Transmission efficiency has been calculated for both the tri-mode hydromechanical transmission
and the traction drive transmission  for  both the Aerojet Rankine engine and the AiResearch
Brayton engine. Conditions of output speed and load for which transmission efficiency tabulations
and graphs have been calculated  include:  1) The  Federal  Driving  Cycle,  2)  The Simplified
Suburban  Route,  3) The  Simplified Country  Route,  4)   The Combined  Driving  Cycle  (a
combination of 1, 2, and 3), 5)  Constant Vehicle Speed (cruise), and 6)  Part Load (tractive effort
at 100, 75, 50, 25, and 10 percent of maximum acceleration tractive effort).

The instantaneous  transmission efficiency for each point in the driving cycle was calculated.
Also,  an accumulative  efficiency,  that  is, an average efficiency,  for the  driving cycles was
calculated  and  is presented as part of  this  report  (see Table  VI-1  and  Figure  VI-1  through
VI-8).  This average  efficiency  represents  the  quiotent of the accumulative power utilized over
the given driving cycle and the accumulative power supplied.

Two computer programs, one for systems using hydromechanical  transmissions and the other for
systems  using  traction drive transmissions were  used to simulate  the vehicle, the engine, the
transmissions, and the required  duty cycles to generate the efficiency data. In the two programs,
every effort was made to  simulate  the system's  realistically.  Therefore, the absolute values  of
efficiency presented in this report should be representative of actual hardware.  It should  also be
emphasized that since the  two programs  were developed together, the relative efficiencies of the
systems considered are also quite meaningful.

Transmission efficiency as used in this report is defined as the  total power out of the transmission
output divided  by the total  power into the transmission input. The primary or engine gear reduction
has been assumed by  Sundstrand to be part of the engine gearbox and is therefore not reflected in
the transmission efficiency data presented here.

Calculations  for the  power losses contributed by  gears and  bearings, planetaries, open  clutch
spinning, charge  pumps,  and torque  converters are well known and accepted.
The following paragraphs describe the background used in calculating hydraulic unit and traction
unit efficiencies (or losses).

1.  Hydraulic Unit Efficiency — Hydromechanical Transmission

The efficiency of each of the hydraulic units for any given working fluid viscosity is a function of
the hydraulic working pressure, speed, and, in the case of the variable unit, actual displacement (or
wobbler angle). This efficiency is markedly reduced below certain levels of working pressure and
displacement (or wobbler angle). For  example, at full stroke and 3000 psi working pressure,
hydraulic pump efficiency is in the 88-94% range depending on  speed, while at 500 psi and 1/4
stroke, the corresponding efficiency range is 25-45%.

The hydraulic unit design, and the predicted operating efficiencies used in this study are based on
the testing and field experience of the past 30 years. The present  axial piston-hydrostatic bearing
design has  evolved from past experience with  many hydraulic unit configurations including radial
piston units and anti-friction thrust bearino units, and has proved to be the best design in terms of
cost, size, efficiency, and reliability.


   Page 46
                             Sundstrand  Aviation

-------
                        TABLE VI-1
      COMBINED DRIVING CYCLE  TRANSMISSION  EFFICIENCY

Cycle
Federal Driving Cycle
Simplified Suburban Route
Simplified Country Route
Combined Driving Cycle
Average Transmission Efficiency Over
The specified Driving Cycles
Rankine Engine
HMT
78%
72%
90%
81%
TDT
67%
68%
85%
74%
Brayton Engine
HMT
81%
80%
87%
83%
TDT
71%
71%
86%
76%
HMT — Hydromechanical Transmission (Tri-Mode)

TDT — Traction Drive Transmission (with Torque Converter)

Vehicle Weight - 4600 Ib. (Test Vehicle Weight)

Accessory Power — Air Conditioner On.  Total Vehicle Accessory Power; 4 HP at
                 Engine Idle, Linear to 4.83 HP (Rankine Engine) or 5.65 HP
                 (Brayton Engine) at maximum Engine Speed. See Appendix I.

Atmospheric Conditions - 85°F, 14.7 PSIA
                                                                Page 47
                 Sundstrand Aviation

-------
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                                       TRI-MODE HYDROMECHANICAL TRANSMISSION



                                       AEROJET RANKINE ENGINE
                                               VEHICLE MEIQHT

                                                  40OO LB. (TEST VCHICLE WEIQNT)



                                               ATMOSPHERIC CONDITION!

                                                  •B°F. 14 7 PSIA
                             10
                         20
30       40        50


    VEHICLE SPEED (MPH)
                                                                             60
                                                                        70
BO
         90
                   Figure VI-1
                       Tri-Mode Hydromechanical Transmission Efficiency at Constant

                       Speed  - Rankine  Engine

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              30
              20
              10-
                                       TRACTION DRIVE/TORQUE CONVERTER TRANSMISSION

                                       AEROJET RANKINE ENGINE
                                                                   VJEHtCLE WEIGHT
                                                                      44OO L8 1TCST VEHICLE WflGMTI
                                                                   A1MOSPHEBIC CONDITIONS
                                                                      BVf 14 7 PSIA
                          10
                                    20
                                   30        40        50

                                      VEHCILE SPEED (MPHI
                                                                           60
70
80
90
           Figure VI-2     Traction  Drive Transmission  Efficiency  at Constant Speed  - Rankine  Engine

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                                      AIRESEARCH 8RAYTON ENGINE
                                                      I
                                                           I
                                                        ViHictf WflOHT
                                                          •MO I*. Htlt WtMICLI WEIOHT)
                                              ATMOSPMf NIC CONDITIONS
                                                •ft°f. 14 7 Ml*
                                            30
                                           40        50



                                        VEHICLE SPEED (MPH)
                                                           60
70
80
90
           Figure VI-3
                  Tri-Mode Hydromechanical Transmission Efficiency at  Constant Speed

                  Brayton Engine

-------
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                10
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                                                VEHICLE WEIGHT:
                                                   MM LB (TOT VIMICLl WtlQMTI



                                                ATMOSTHEPtlC CONDITION*

                                                   §6°f. 14 7 '91*
             TRACTION DRIVE/TORQUt COHV€RTER TRANSMISSION


             AIRESEARCH BRAYTON ENGINt
                                   30        40         50


                                          VEHICLE SPEED (MPH)
                                       60
70
80
                                                                    90
Figure VI-4     Traction Drive  Transmission Efficiency at Constant Speed -  Brayton Engine

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                  AEROJET RANKINE ENGINE
                               VEHICLE WEIGHT:

                                 «600 LB (TtST VEHICLE WEIGHT!
                                                             ATMOSPHERIC CONDITION*

                                                                BB°F \t J PSIA
                         10
                                   20
               30        40        50



                      VEHICLE SPEED(MPH)
                                                                           60
            70
                                                                       25

                                                                  PERCENT OF MAX

                                                                  ACCELERATION

                                                                  LOAD
                            .10
80
                                                                        "1
                                90
            Figure VI-5
Hydromechanical Transmission  Eff5

Rankine  Engine
mcy at Full and Part Loads -

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   (A)
                                               30        40         50

                                                 VEHICLE SPEED (MPH)
                                                                                                  PERCENT OF MAX.
                                                                                                  ACCELERATION
                                                                                                  LOAD
TRACTION DRIVE/TORQUE CONVERTER TRANSMISSION
AEROJET RANKINE ENGINE
                                                            Vf HICLt WilGHT
                                                               MOO i-8 ITtST VEHICLf Wf IOMTI
                                                               OSPHEHIC CONOITIONt
                                                               e»°F. 14 irSIA
              Figure VI-6     Traction Drive Transmission  Efficiency at Full and Part Loads -
                                Rankine Engine

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                             10
                                          TRI-MODE HYDROMECHANICAL TRANSMISSION

                                          AIRESEARCH 8RAYTON ENGINE
VEHICLE WEIGHT
  480O LB (TEST VEHICLE WEIGHT)
                                            ATMOSPHERIC CONDITIONS
                                              65° F 14 7 f SI A
                         20
    30        40        50

         VEHICLE SPEED (MPH)
60
70
                                                        PERCENT OF MAX.
                                                        ACCELERATION
                                                        LOAD
                                                                                          10
80
                                                                                               90
            Figure VI-7
                 Hydromechanical Transmission  Efficiency at  Pull  and Part  Load  -
                 Brayton  Engine

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                                                       VEHICLE SPEED (MPH)
PERCENT OF MAX.
ACCELERATION
LOAD
                                     TRACTION DRIVE/TORQUE QONVERTER TRANSMISSION

                                     AIRESEARCH BRAYTON ENGINE
                                             VEHICLC WEIGHT
                                                4600 LB (TEST VEHICLE WEIGHT)
                                             ATMOSPHERIC CONDITIONS
                                               •B°F. 14 7 PSIA
              Figure VI-8     Traction Drive  Transmission Efficiency at  Pull  and Part Load -
                                Brayton Engine

-------
2. Traction Unit Efficiency — Traction Drive Transmission

There is always some degree of slip or creep at the roller/toroid interface. Since the contact area
between the roller and the toroid has a finite area, the drive rollers tend to spin with respect to their
toroidal races, so the motion of the rollers is rolling/spinning rather than pure rolling. Consequently,
there is a power loss due to roller spin. Also rolling resistance is encountered between the toroids
and the rollers, as well as in the rolling element bearings.

The  overall efficiency of the  traction unit  is the product of the speed efficiency and the torque
efficiency. The speed efficiency  is a  measure of slip. The torque efficiency, in general, is a measure
of spin loss, rolling resistance, and windage.

The  efficiency  of the traction unit was calculated using experience gained from the development
and testing of a Sundstrand toroidal type variable input speed constant output speed traction drive
for aircraft  applications. The Sundstrand efficiency data correlates well with data published by
General Motors and Tracor on the efficiency  of rolling contacts.
D.  Grade and Acceleration Performance

Grade and acceleration performance was calculated for both transmissions and engines. The grade
performance is a function of engine power and transmission efficiency. Acceleration performance is
a function of engine  power, transmission characteristics, drive line efficiency, tire adhesion,  the
engine time lag in  going from idle to the maximum power condition, and the ratio of engine power
going  into accelerating the  engine, to that which is accelerating the vehicle during the time lag
period. This time  lag itself  is a function of the shape of the engine speed— torque curve, and  the
combined engine— transmission  inertia. Because of the many variables involved several assumptions
were made:
     1) Maximum  acceleration can  be  achieved by allowing  the engine to accelerate to  the
     maximum power condition unloaded and then applying maximum power to the wheels.  For
     the required 0-60 mph acceleration time and the distance  traveled in 10 seconds, an engine
     acceleration time of 0.5 seconds for the Rankine cycle engine and 1.0 seconds for the Brayton
     cycle  engine was assumed based on discussion with the engine suppliers.  For the 25-70 mph
     and 50-80 mph acceleration times, an engine acceleration time of 0.25 seconds for the Rankine
     cycle  engine and 0.7 seconds for the Brayton engine was assumed.  In practice, these time  lags
     would probably  be unacceptable from the "driver feel"  point of view, and to overcome this,
     the engine power during  this engine acceleration  period would be split,  some  going to
     accelerate the engine, and some to accelerate the vehicle. The  exact ratio of this power split
     would depend  very  much  on  "driver feel"  and  would be  determined experimentally.
     Regardless of  the split, it has been assumed that the 0-60 mph  and 0-10 sec. acceleration
     performance would not be significantly different.

     2) During the maximum acceleration from  start conditions, the assumed vehicle weight  and
     weight distribution shift combined with a  reasonable tractive coefficient will allow a maximum
     tractive effort of 2500 Ib. at the wheels without wheel slippage.

     3) The reflected  inertia of the transmission to the engine is very small and for the purpose of
     this study is ignored. The  actual inertia is not only small but is reduced by the square of the
     gear  ratio between  the two.  For example, this factor is  1/1295 for the hydromechanical
     transmission and 1/314 for the tractron drive transmission, when mated with the Brayton
     Cycle engine.
                             Sundstrand Aviation    •

-------
    Calculation of the acceleration from start requirements when utilizing the Airesearch Brayton
    cycle engine indicated that the maximum power as defined in Appendix 1-5 was not sufficient.
    It was therefore necessary to assume a higher power to drive the vehicle and accessories — 145
    HP for the hydromechanical transmission and 155 HP for the traction drive transmission. The
    power  available  from the Aerojet Rankine  cycle  engine,  148  HP at zero vehicle speed
    increasing to 163 HP at 85 mph, appears to be adequate to meet all performance requirement
    limits.

    No problem was  encountered in meeting  the gradeability requirements.  The maximum
    achievable vehicle speed along with the corresponding engine power requirements are tabulated
    in Table VI-2.

Table  VI-2 also lists the actual acceleration performance of the various systems, taking into account
engine lag. Also tabulated are the performance requirement limits.

Plots of vehicle speed and distance as a function of time  during a maximum acceleration  run are
presented in Figure VI-9, VI-10, VI-11  and VI-12. The plots are based on a start from maximum
power condition as can be achieved by locking the brakes.
                                                                                Page 57
                                                      ^^.
                            Sundstrand Aviation

-------
            Table VI-2 Idle Acceleration and Grade Performance
Performance Requirements
Idle
Creep Speed
Accel.
Time to 60 MPH
Dist. to 10 sec.
Time 25* 70 MPH
Time 50* 80 MPH
Dist. 50 * 80 MPH
Grade Velocity
30%
5%
0%

18 MPH
(max)

13.5 sec
(max)
440ft.
(min)
15 sec
(max)
15 sec
(max)
1400ft.
(max)

5 MPH
(min)
65 MPH
(min)
85 MPH
(min)
Weight

1

1
1
1
1
1

2
2
1
Rankine Engine
HMT

0

11.1
490
12.3
11.7
1125

29
85
85
(91 HP)
TOT

13

13.2
445
14.4
12.3
1175

20
84
85
(86 HP)
Brayton Engine
HMT

0

12.6
440
15.0
12.9
1235

26
80
85
(93 HP)
TDT

13

12.6
440
14.6
12.7
1230

23
81
85
(89 HP)
 HMT — Hydromechanical Transmission (Tri-Mode)

 TDT — Traction Drive Transmission (with torque converter)

 1    at 4600 Ib (test vehicle weight)

 2    at 5300 Ib (gross vehicle weight)

 Accessory Power — Air Conditioning On. Total Vehicle Accessory Power; 4.0 HP at Engine
                   Idle, Linear to 4.83 HP (Rankine Engine) or 5.65 HP (Brayton Engine)
                   at Max Eng. SpeeiJ.  See Appendix I
 Atmospheric Conditions - 85°F, 14.7 PSIA
 Engine Power:  In accordance with Figure 1-7 except as noted.
Page 58
Sundstrand Aviation

-------
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                                                             VEHICLE WEIGHT-.
                                                                46OO LB. (TEST VEHICLE WEIGHT)
                                                  ACCESSORY POWER:
                                                     AIR  CONDITIONER ON:  TOTAL  VEHICLE
                                                     ACCESSORY POWER: 4.00 HP AT ENGINE IDLE,
                                                     LINEAR TO 4.B3 HP (RANKINE ENGINE) OR
                                                     5.65  HP IBRAYTON ENGINE) AT MAXIMUM
                                                     ENGINE SPEED. SEE APPENDIX I.
                                                             ATMOSPHERIC CONDITIONS:
                                                                85°F. 14.7 PSIA
               Figure VI-9
                                                   15          20

                                             TIME (SECONDS)
                      Hydromechanical  Transmission  Acceleration
                      Rankine  Engine

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                                                                           ACCESSORY POWER:
                                                                              AIR  CONDITIONER  ON;  TOTAL VEHICLE
                                                                              ACCESSORY POWER; 4.00 HP AT ENGINE IDLE,
                                                                              LINEAR TO 4.83 HP (RANKINE ENGINE) OR
                                                                              5.60  HP (ORAYTON  ENGINE)  AT MAXIMUM
                                                                              ENGINE SPEED. SEE APPENDIX I.

                                                                           ATMOSPHERIC CONDITIONS:
                                                                              8S°F, 14.7 PSIA
                                              10          15
                                                            20
25
30
                                                     TIME (SECONDS)
                  Figure  VI-11
                           Hydromechanical Transmission Acceleration
                           Brayton Engine

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E.  Fuel Consumption at Constant Speed and Full and Part Loads

Constant speed fuel  consumption and  fuel consumption at full and part load in miles per gallon
were calculated for systems using the tri-mode hydromechanical transmission and the traction drive
transmission for both the Aerojet Rankine engine and the AiResearch Brayton engine.

Constant speed fuel consumption is defined as fuel consumption at zero vehicle acceleration.


Plots of constant speed  fuel  consumption based upon  the simulated vehicle with its various
configurations of transmissions and engines are presented in this section in Figures VI-13, VI-14,
VI-15 and  VI-16. Also  presented here are  plots of instantaneous fuel consumption in  miles per
gallon  vs. vehicle speed at maximum tractive  effort, as well  as at 75%,  50%, 25%, and  10% of
maximum tractive effort. This full  and part load fuel  consumption data is presented in Figures
VI-17, VI-18, VI-19 and VI-20.
 F.  Fuel Consumption Summary

 Average  fuel consumption in terms of miles per gallon and BTU/mile has been calculated for both
 the tri-mode hydromechanical and the traction drive-torque converter transmission for both the
 Aerojet Rankine engine systems and the AiResearch Brayton engine systems.

 A summary of the average fuel consumption over the Federal Driving Cycle both with and without
 the air conditioner operating is given in Table VI-3.

 A breakdown of the fuel consumption over the Combined Driving Cycle is presented in Table VI-4.
 The Combined Driving Cycle consists of the Federal Driving Cycle, the Simplified Suburban Route,
 and the  Simplified Country  Route. Also presented in Table VI-4 is the fuel consumption that could
 be expected from an  ideal transmission. The ideal transmission is infinitely variable, 100% efficient,
 and has no spin loss to load the engine at idle.

 A fuel consumption breakdown of the Combined  Driving Cycle in terms of BTU/mile is presented
 in Table VI-5.

 Vehicle  range, which  is a function of fuel  consumption, was calculated and is presented  in Table
 VI-6. It  was assumed that there was 25 gallons of fuel available initially. Vehicle range has been
 calculated for the Federal Driving Cycle at a constant 70 mph cruise, both with and without the air
 conditioner operating.
 G. Tractive Effort Limits

 Tractive effort limits for the simulated vehicle are established by a number of parameters. Among
 these  are  road adhesion  of  the tires,  vehicle weight  and configuration, maximum  available
 transmission  input power, maximum  available  transmission output  torque,  and transmission
 efficiency.
                                                                                 Page 63
                             Sundstrand Aviation

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                        Af-^OJET RANKINE ENGINE
                                                  HICLE WC K>NT
                                                  4600 LB (T£ST VtMlClt WkiCHT)
                                                ATMOSPMtfltC CONDITIONS
                                                  8&°F 14 ? PSIA
                          10
                                   20
                                 30        40        50

                                    VEHICLE SPEED - MPH
60
70
                   80
90
             Figure VI-13    Hydromechanical Transmission Fuel  Consumption  at Constant Speed
                               Rankine  Engine

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                                          ATMOSfHlBIC CONDITIONS

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                          10
                                   20
                                  30        40        50


                                    VEHICLE SPEED (MPH)
                                                                          60
           70
ao
90
             Figure VI-14     Traction Drive Transmission  Fuel  Consumption  at Constant Speed

                                Rankine Engine

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                                          VEHICLE WEIQMT

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                                               VEHICLE SPEED (MPH)
             Figure VI-15    Hydromechanical Transmission Fuel  Consumption at  Constant Speed
                               Brayton Engine

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        ATMOSPHCAIC COMOITIONS
           B5°F I47PSI*
                         10
20
30        40        50

   VEHICLE SPEED IMPH)
                                                                         60
                                                70
80
                                                                                                      90
            Figure  VI-16     Traction  Drive Transmission  Fuel Consumption at  Constant Speed
                               Brayton Engine

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                      - TRI MODE HM. TRANSMISSION

                      - AEROJET RANKINE ENGINE (PROTOTYPE)
VEHICLE WEIGHT
   40OOLO (TEST VEHICLE WEIGHT)

ACCESSORY POWER
   AIR CONDITIONER ON.  TOTAL  VEHICLE
   ACCESSORY POWER. 4 OO HP AT ENGINE IDLE.
   LINEAR TO 483 HP IRANKINE ENGINE) OR
   565 HP IBRAYTON ENGINE) AT MAXIMUM"
   ENGINE SPEED SEE APPENDIX I

ATMOSPHERIC CONDITIONS
   85°> 14 I PSIA
                                                                                                 PERCENT OF MAX.
                                                                                                 ACCELERATION
                                                                                                 LOAD
                                                                                                       10-1
                          10
                                    20
                          30        40        50
                           VEHICLE SPEED (MPH)
                                                                                        RUN ) 01
            Figure VI-17     Hydromechanical  Transmission  Fuel  Consumption at  Full  and  Part Load
                               Rankine Engine

-------
               25
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 £
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:3
ia
                                 TRACTION DRIVE/TORQUE CONVERTER TRANSMISSION

                                 AEROJET RANKINE ENGINE
                     VEHICLE WEIGHT

                        4600 LB (TEST VEHICLE WEIGHT)
         ACCESSORY POWER

           AIR  CONOITIONEH  ON  TOTAL VEHICLE

           ACCESSORY POWER. 4 00 HP AT ENGINE IDLE.

           LINEAR TO 483 HP IRANKINE ENGINE) OR

           5 h5  HP [BRAYTON  ENGINE! AT MAXIMUM

           INGINE SPIED SEC APPENDIX I
         ATMOiPMI HIC CONDITIONS

           »'juF 14 ; PbIA
                                                                    PERCENT OF MAX.
                                                                    ACCELERATION
                                                                    LOAD
                                                30        40        50


                                                    VEHICLE SPEED (MPHI
    CD
    <£>
Figure VT-18
Traction  Drive  Transmission Fuel Consumption at  Full  and Part  Load  -
Rankine Engine

-------
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            Z
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                                                               VEHICLC Wf IOHT

                                                                  MOO L* ITflT Vf HICLf MIIOHTI


                                                               ACCfSSOXV POWEH

                                                                  AIR CONOITIONtH ON:  TOTAL  VIMICLI

                                                                  ACCESSORY rOWCR. 40O Hf AT ENOINC IDLE

                                                                  LINEAR TO 4(3 HP IRANKINE ENGINE) OR

                                                                  b 66 HP (BflAVTON ENGINE) AT MAXIMUM

                                                                  CNGlNi SPtEO SEE APPENDIX I
                        TRI MODE HM. TRANSMISSION

                        AIRESEARCH BRAYTON ENGINE
                                                                                        PERCENT OF MAX
                                                                                        ACCELERATION

                                                                                        LOAD
                            10
                                    30         40        50

                                       VEHICLE SPEED (MPH)
          Figure  VT-19      Hydromechanical Transmission  Fuel Consumption  at Full and Part Load
                              Brayton Engine

-------
                                                                         .10
 3
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 w.
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 Q.
 0)
 r-t-
 o'
                                                                                       PERCENT OF MAX.
                                                                                       ACCELERATION
                                                                                       LOAD
O
a.


2
O
K
a.
5
D
to
2
O
O
                     TRACTION DRIVE/TORQUE CONVERTER
                     TRANSMISSION
                     AIRESEARCH BRAYTON ENGINE
                   VEHICLE Wl IGMT
                     46OO LB ITtST VEHICLE WEIGHT!
                   ACCESSORY POWt H
                     AIR  CONDITIONER  ON
                                     TOTAL VEHICLE
          ACCESSORY POWER. 4 00 HP AT ENGINE
          t INF AH TO 483 HP IRANKINE ENGINE) OR
          560 HP IBHAYTON ENGINE! AT MAXIMUM-
          tNGINC SPEIO SEE APPENDIX        S
ATMOSPHERIC CONDITIONS
  Bb0f 14 7 PSIA
                                                         40         50
                                                    VEHICLE SPEED (MPH)
           Figure  VI-20
                   Traction Drive Transmission  Fuel  Consumption  at Full and Part Load
                   Brayton  Engine

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                                     TABLE VI-3
FEDERAL DRIVING CYCLE  FUEL CONSUMPTION WITH  AND WITHOUT  AIR  CONDITIONING



Accessory Power

Air Conditioner On
Air Conditioner Off
Average Fuel Consumption Over The
Federal Driving Cycle With and Without
Air Conditioner On
Rankine Engine
HMT
8.33
9.43
TDT
7.65
8.59
Brayton Enqine
HMT
12.91
14.29
TDT
12.03
13.31
           HMT — Hydromechanical Transmission (Tri-Mode)

           TDT — Traction Drive Transmission (with Torque Converter)

           Vehicle Weight - 4600 Ib (Test Vehicle Weight)

           Accessory Power — Air Conditioner On:  Total Vehicle Accessory Power; 4.00 HP at
                            Engine Idle, Linear to 4.83 HP (Rankine Engine) or 5.65 HP
            I                (Brayton Engine) at maximum engine speed.

                            Air Conditioner Off:  Total Vehicle Accessory Power; 2.00 HP at
                            Engine Idle, Linear to 2.23 HP (Rankine Engine)or 2.45 HP
                            (Brayton Engine) at maximum engine speed. See Appendix I.

           Atmospheric Conditions - 85°F, 14.7 PSIA
       Page 72
                            Sundstrand Aviation £™£
                                        '• 5. :»!'s-s Cvo

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                              TABLE  VI-4
             COMBINED DRIVING CYCLE FUEL CONSUMPTION

Cycle
Federal
Driving Cycle
Simplified
Suburban Route
Simplified
Country Route
Combined
Driving Cycle
Fuel Consumption In Miles Per Gallon Over the Individual And
Combined Driving Cycles
Rankine Engine
HMT
8.33
12.23
12.30
10.62
TDT
7.65
11.77
11.78
10.01
Ideal
10.19
14.68
13.30
12.43
Brayton Engine
HMT
12.91
18.33
16.91
15.71
TDT
12.03
17.30
16.62
14.95
Ideal
15.08
19.84
19.28
17.79
HMT — Hydromechanical Transmission (Tri-Mode)

TDT — Traction Drive Transmission (with Torque Converter)

IDEAL - Hypothetical 100% Efficient Transmission

Vehicle Weight - 4600 Ib. (Test Vehicle Weight)

Accessory Power - Air Conditioner On. Total Vehicle Accessory Power; 4.00 HP at Engine
                 Idle, Linear to 4.83 HP (Rankine Engine) or 5.65 HP (Brayton Engine)
                 at maximum engine speed. See Appendix I.

Atmospheric Conditions - 85°F, 14.7 PSIA
                                                                     Page 73
                     Sundstrand Aviation

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                              TABLE VI-5
             COMBINED DRIVING CYCLE  ENERGY CONSUMPTION

Cycle
Federal Driving Cycle
Simplified Suburban Route
Simplified Country Route
Combined Driving Cycle
Average Energy Consumption In BTU's
Per Mile Over The Individual And Combined
Driving Cycles
Rankine Engine
HMT
13947.
9500.
9446.
10940.
TDT
15187.
9871.
9862.
11606.
Brayton Engine
HMT
8999.
6338.
6870.
7395.
TDT
9658.
6716.
6990.
7771.
     HMT — Hydromechanical Transmission (Tri-Mode)

     TDT — Traction Drive Transmission (with Torque Converter)

     Fuel Heating Value - 18500 BTU/LB

     Fuel Density - 6.28 LB/GAL.
     BTU

     Ml
BTU

 L8
 LB '

GAL
Ml

GAL
     Vehicle Weight - 4600 LB (Test Vehicle Weight)

     Accessory Power —  Air Conditioner On. Total Vehicle Accessory Power; 4.00 HP at
                      Engine Idle, Linear to 4.83 HP (Rankine Engine) or 5.65 HP
                      (Brayton Engine) at maximum engine speed. See Appendix I.

     Atmospheric Conditions - 85°F, 14.7 PSIA
Page 74
                      Sundstrand Aviation

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                             TABLE VI-6
VEHICLE  RANGE AT FEDERAL DRIVING  CYCLE AND  AT CRUISE

Cycle
Federal
Driving
Cycle
Federal
Driving
Cycle
70MPH
Cruise
70MPH
Cruise
Accessory
Power
Air Conditioner
On
Air Conditioner
Off
Air Conditioner
On
Air Conditioner
Off
Vehicle Range In Miles with and without
Air Conditioning (25 gallons of fuel)
Rankine Engine
HMT
208
236
285
324
TDT
191
215
280
291
Brayton Engine
HMT
323
357
376
393
TDT
301
333
378
398
 HMT — Hydromechanical Transmission (Tri-Mode)

 TDT — Traction Drive Transmission (with Torque Converter)

 Fuel Tank Capacity — 25 gallons

 The EPA "Prototype Vehicle Performance Specification" (Appendix I) Requires 200
 Miles Minimum Range

 Miles = MPG x Gallons

 Vehicle Weight - 4600 Ib (Test Vehicle Weight)

 Accessory Power - Air Conditioner On:  Total Vehicle Accessory Power; 4.00 HP at
                  Engine Idle, Linear to 4.83 HP (Rankine Engine) or 5.65 HP
                  (Brayton Engine) at Maximum Engine Speed
                  Air Conditioner Off: Total Vehicle Accessory Power; 2.00 HP at
                  Engine Idle, Linear to 2.23 HP (Rankine Engine or 2.45 HP
                  (Brayton Engine) at Maximum Engine speed. See Appendix I

 Atmospheric Conditions - 85°F, 14.7 PSIA
                                                                   Page 75
                  Sundstrand Aviation

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It  was assumed that  the  absolute maximum tractive effort that the wheels could produce without
slipping was 2500 pounds.

In the case of the systems with hydromechanical transmissions,  a tractive effort  of about 2400
pounds corresponds to  a  hydraulic system pressure of 4500 psi. For life, noise, and reliability
reasons, it is recommended that system pressure be limited to 4500 psi at maximum tractive effort.

Systems with traction drive transmissions are limited by road adhesion to 2500 pounds, with the
assumed  155 HP Brayton engine, or to 2450 pounds at start-up by engine power limitations with
the Rankine engine.

At higher vehicle speeds, the tractive  effort available from either transmission type is limited by
engine power limitations and transmission efficiency. See graphs, Figures VI-21 and VI-22.
     Page 76

                            Sundstrand Aviation
                                                     V  W ,

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            2500
            2000
         -  1500
         CD
         QC
         O
            1000
         >
         o
         oc
             500
VEHICLI WEIGHT
   4000 LB. (TCST VEHICLE WEIGHT)

ACCESSORY POWf R
   AIM CONDmONI R ON.  TOTAL
   ACCESSORY HOWIH 4 00 HP AT f NC
   LINI AM TO 4NJ HP lHANKINE CNCINO Oft
   6 0!» HP IHHAYTON [ NGINI I  AT MAXIMUM
   INGINl SI'l ID OCLAPP(NOIX)

ATMOSHMl niC CONDITIONS
   8!)°t I47PJIA
                           10
             20
                                                30
  40         50

VEHICLE SPEED (MPH)
                  Figure VI-21     Maximum Tractive Effort - Hydromechanical Transmission
•8
-j
•vj

-------
    00
              2500 T-	
 V)
 C
 3
 a
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                                                                  VEHICLE WEIGHT:
                                                                    4600 LB. (TEST Vf HICLE WElOHTI
                                                                  ACCESSORY POWER.
                                                                    AIM CONOITIONEH ON.  TOTAL VEHICLE
                                                                    ACCESSORY POWER. 4.0O HP AT ENOINE IDLE.
                                                                    LINEAR TO »«3 HP IRANKINE ENGINE) OR
                                                                    ttt HP IBRAYTON ENGINE) AT MAXIMUM
                                                                    ENGINE SPEED SEE APPENDIX I
                                                                  ATMOSPHERIC CONDITIONS
                                                                     86°F 14 7 PSIA
                                                              40         50

                                                          VEHICLE SPEED  (MPH)
                      Figure VI-22     Maximum  Tractive Effort  - Traction  Drive  Transmission

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VII.  CONTROL SYSTEM ANALYSIS

The  two engines under  consideration,  the Brayton and Rankine cycle, have similar ratings and
narrow speed ranges from idle to maximum speed. The tri-mode and traction transmission are both
infinitely variable ratio which provides the capability of operating the engine at speeds completely
independent of  vehicle  road speed.  For these reasons, the control system for either transmission
when combined  with either engine will be basically the same.
 A.  Control System Approach

 Two fundamental methods of control available for use with infinitely variable ratio transmissions
 are speed control or torque control. With speed control the accelerator pedal  position  is directly
 related to transmission output speed and the output torque will attempt to reach the value which is
 proportional to the  difference between  the output speed  being called for and the actual output
 speed.  If this difference is great, the torque will be  high  and shock loading will occur with the
 possible stalling of the engine and excessive wear or ultimate failure of driveline parts. The prime
 advantage of speed  control is that for a particular pedal position, the output speed will remain
 constant regardless of torque required  up to  the engine capability. If  this feature is desirable or
 necessary, additional control devices must be incorporated to preventengine stall or shock loading.

 With torque control, the accelerator pedal position is directly related to transmission output torque
 and the output speed will  change until the output torque equals the torque being called for.  This
 control scheme prevents shock  loading and engine stall unless the engine is at a speed where it
 cannot produce the  torque called for. This type of control is very similar to that now used in the
 standard passenger car with a 3-speed automatic  transmission. A governor within  the transmission
 which controls the shift point prevents the engine from stalling; the shift to a higher gear does not
 occur  until the engine is up to a speed where it can produce the required torque.
 Protection  from excessive torque  (or pressure  in the hydromechanical  transmission)  is provided
 inherently in the design of either type of transmission. For the traction drive, the torque converter
 is the "relief valve"  and for  the hydromechanical the control system prevents the pressure from
 exceeding 4500 psi by a pressure  feedback which causes the variable wobbler  to destroke at that
 pressure.

 The control system must also consider  and provide for  lowest fuel consumption, emissions, and
 noise and for maximum acceleration and  engine (dynamic) braking.

 The block diagram of the control system selected to optimize the foregoing requirements is shown
 on  Figure VII-1. The diagram is similar  for both transmission and both engine combinations with
 only the addition  of  the shift device for the tri-mode transmission. The system  is basically torque
 control  with the torque at the output directly proportional to the output of the governor valve. The
 governor valve  output is a  function of accelerator pedal position and engine speed. These are
 combined  in  such  a  manner that each pedal position calls for  a particular horsepower and for an
 engine speed which is optimum (lowest SFC) for that horsepower.

 The speed sensor  not only prevents the  engine from  being overloaded  at any time but also allows
 the  engine to accelerate to the desired speed and horsepower so that maximum vthicle  acceleration
 can  be obtained.

                                                                                     Page 79

                              Sundstrand Aviation  £,-£.

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ACCELERATOR _
INPUT '
BRAKE


INPUT
ENGINE


SPEED
SENSOR




-. fc^



»-
k-

VARIABLE RATIO
MECHANISM
t ! t
r- -i U n
r- -»- -|
SHIFT DEVICE
(TRI-MODEONLY)
- _,
1
GOVERNOR
VALVE


                                                                                           OUTPUT
                           Figure VII-1    Control System Block  Diagram

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Dynamic engine braking is possible with either transmission type although the hydromechanical will
transmit power in the reverse direction  more efficiently than the torque converter traction type.
With the accelerator pedal  released, the brake input signal will  place the control system in a state
where vehicle inertia will be capable of  driving the engine up to its maximum speed for dynamic
engine braking.


Either transmission will have a manual control lever very similar to the present automotive control
for  park,  reverse,   neutral,  and  drive   (forward)  operation.  The  tri-mode  hydromechanical
transmission  has  two automatic  mode changes (shifts)  in  forward which  do not affect system
performance or stability analysis.


B.  Description of Operation

The engine will be started with the control lever only in park or neutral position. In either position
the control system  is designed so that the existence of any torque at the  output will cause the
transmission  ratio to change  in  the  direction  to  reduce that torque. This is accomplished by
porting  working pressure directly  to  the hydraulic unit stroking pistons.
When the operator depresses the accelerator pedal, two functions are accomplished. The engine fuel
control  produces an engine torque  which is a function of engine speed. Also, the transmission
governor valve controls the transmission  output torque until the engine reaches the speed for that
particular accelerator pedal position,  and maintains  that speed.  The  combination of  controlling
engine torque and speed provides a constant horsepower out of the engine which will accelerate the
vehicle  until  the road load  equals this horsepower.  A change in accelerator pedal position or  load
will also change the transmission ratio and engine speed.

For the hydromechanical transmission, the controls automatically change  to the second and third
mode when the transmission reaches the shift  ratio. The transition from  one mode  to another is
completed very smoothly as the load is shared by both hydraulic and mechanical load paths.

When the driver removes his foot from the accelerator pedal, the engine will run at the minimum
speed compatible with the output speed and the vehicle will slow down  until the engine reaches idle
speed. If the  driver desires  to reduce speed more rapidly, he will apply  pressure to the brake pedal.
This will first bias the governor valve so  that the vehicle will drive the engine to its maximum rated
speed for dynamic braking. Further pressure on  the brake pedal will actuate  the vehicle service
brakes.
C.  Stability Analysis

A simulation of the control  system was run on  a  hybrid computer.  The parameters, equations,
and  engine performance used are  included  in Appendix VII  of this  report.  Also included are
representative traces  of the computer  readout  for a 20%  of maximum  throttle  (0:2 power
unit) acceleration at 50% load and  no  load.

The  simulation was of the hydromechanical transmission in the start-up or hydrostatic mode. The
results indicate that the response is good and  that the system is stable even when subjected to a
maximum transient. Experience  dictates that similar results will exist in either hydromechanical
mode and also with  the traction transmission.
                                                       y"V                       Page 81
                             Sundstrand Aviation  '

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D.  Safety Analysis

A failure and effect analysis has been carried out for each component associated with the control
system. The results of this study follow:


  1.  Accelerator Input Failure

  If the input to both engine and transmission is lost, there will be no response when the accelerator is
  depressed.

  If only the input to the  engine is lost, the engine will  not be able to support any load and will not
  accelerate away from idle.

  If only  the input to the transmission is lost, the transmission will try to keep  the engine at idle by
  assuming a minimum transmission rate and, therefore, the output power will be quite low.

  2.  Brake Input Failure

  If the input linkage from the  brake pedal fails, the system will perform normally except there will
  be no added  assist  from the engine while braking. The engine will  run at  the minimum  speed
  possible  for the vehicle speed.  Normal friction brakes will not be affected.

  3.  Speed Sensor Failure

  If the signal is lost to the speed sensor, or if the speed sensor sticks in the underspeed position, the
  transmission will  not be  able to load the engine and when the accelerator is depressed, the engine
  will accelerate as it does when  in neutral.

  If the speed sensor is stuck  in the overspeed position, the transmission will load, stall the engine, as
  the accelerator is depressed.

  4.  Governor Valve Failure

  If the governor valve sticks in the high speed position, the engine will be loaded down. At high
  speeds, the transmission  will go  to minimum ratio (minimum engine speed) and exhibit low power
  output. At low speeds, or when standing still, the engine speed will be driven down until it stalls.

  If the governor valve sticks in the low speed position, the engine speed  will  be driven up. If this
  happens  at high vehicle  speeds,  the engine speed could be driven beyond a safe speed. This is the
  only potentially dangerous failure in the system. It is unlikely that this will happen while the vehicle
  is running, and if it does, the operator can correct the  overspeed by shifting into neutral. If this
  failure occurs while  shutdown, the vehicle  will appear  to remain  in neutral after the engine  is
  started.
      Page 82
                              Sundstrand Aviation

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5.  Shift Device Failure (Tri-Mode Only)

If the shift device sticks in the hydrostatic mode, everything will be normal except the vehicle will
not be able to accelerate to any speed above the shift point.

If the shift device sticks in either other position, the transmission will remain in that range and the
engine will stall as the vehicle slows down or will not start if this occurs when stopped.
                                                                                   Page 83

                              Sundstrand Aviation

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            (SPACER PAGE - INTENTIONALLY BLANK)
Page 84
                  Sundstrand Aviation

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VIII.  ESTIMATED TOTAL MANUFACTURING COSTS
A.  Definition of the Cost Analysis

The EPA Contract Specification paragraph 6.5 requires an original equipment manufacturer (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.

The figures shown in the following cost analysis are for the "total manufacturing 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,  production  control,  quality control,  plant  maintenance,
production  engineering,  etc.), and  supplies and utilities for plant operation. Tooling and plant
amortization, and  taxes for existing plant and equipment are also  included.  This price does not
include engineering and development, advertising, sales, distribution, interest or profit.
 B.  Costing Procedure

 Although Sundstrand is not a supplier of transmissions to the automobile industry, large quantities
 of  transmissions for the  trucking, farm equipment, construction and garden equipment industry
 are   produced.  Personnel  with  cost   estimating   experience in  the automotive   automatic
 transmission  industry are available also.

 This experience, coupled  with cost data available  from related product lines, 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"
 acounted for the degree of complexity, type of processing, and the degree of process simplification
 possible with high volume production for each type of component within the transmission.


 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.

 Traction drive components were  estimated by similarity to  automotive parts  as much as possible
 with due consideration for the accurate form grinding required on the toroids and rollers.

 All of the above cost estimating assumed the use of highly automated machine tools and material
 handling equipment used in very high volume production.
                                                                                  Page 85
                                                      ^-^.
                            Sundstrand Aviation

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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 and traction
transmission costs in Table VI11-1.

For a major  component cost  breakdown and comparison for the hydromechanical, traction, and a
"typical" 3 speed automatic transmission, see Table VIII-2.
                          Table VIII-1   Transmission Cost Comparison
                                          Yearly Production Rate

                                      100,000                1,000,000

     Hydromechanical Tri-Mode            $182                  $122
     Transmission

     Traction Drive-Torque               $149                  $105
     Converter Transmission

     'Typical" 3 Speed Automatic           —                   $ 89
     Transmission
   Page 86
                           Sundstrand Aviation

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           Table VI11-2  Transmission Manufacturing Cost Breakdown Comparison
                                          'Typical"
                                          3 Speed
                                          Automatic
                                             $
PLANETARY GEAR SET                       12.00

SHAFTING                                    6.00

TRANSFER GEARS
  (Includes synchronizer assembly for
    traction transmission)

CLUTCHES                                  21.00

HYDRAULIC UNIT                            —
  (Excludes Bearings, Shafts)

CONTROLS SYSTEM                           7.00
  (Valve Body, Charge Pump, Linkage)

HOUSINGS, BULKHEADS, COVERS             14.00
  (Includes sound isolators)

TORQUE CONVERTER                        14.00

TRACTION DRIVE UNIT
  (Excludes shaft, includes steering assembly)

ANTI-FRICTION BEARINGS                     1.00
  (Excludes planet bearings)

MISCELLANEOUS                             2.00
  (Bolts, seals, gaskets, filter, etc.)

TRANSMISSION ASSEMBLY AND TEST         12.00

TOTAL (To Nearest Dollar)                      $89.00

(COSTS BASED ON 1 MILLION UNITS PER YEAR)
Tri-Mode
Hydro-
Mechanical
    $
  12.40

   8.50

  11.20



  15.60

  22.80


   7.00


  16.50
  11.00
   2.00
  15.00
Traction
Drive/
Converter
    $
   5.30

   9.50
   6.50


  16.20


  13.00

  30.20


   6.80


   2.00


  15.00
  $122.00      $105.00
                     Sundstrand Aviation
                                                                    Page 87

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             (SPACER PAGE - INTENTIONALLY BLANK)
Page 88
                   Sundstrand Aviation

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IX.  REFERENCES

1.  Prospects for Electric Vehicles  - A Study of Low Pollution Potential Vehicles - Electric -
National Air Pollution Control Administration and Arthur D. Little, Inc. 1969.

2.  Final Report - U. S. Army Contract DA-11-022-AMC-2269(T) U. S. Army Tank Automotive
Center-April - 1966.

3.  Final Report - U. S. Army Contract DA-11-022-AMC-6950") U. S. Army Tank Automotive
Center - June 30, 1966.

4.  Phase  1  -  Final Report - Contract 68-04-0034  EPA, Office  of Air Programs, Advanced
Automotive Power Systems  Division — February, 1972.

5.  "Design Practice — Passenger Car Automatic Transmissions" Part 1  and 2, issued by S.A.E.

6.  'Tractive Capacity and  Efficiency of Rolling Contacts", Hewko, L. 0., Rounds, F. G., Scott, R.
L., Proceedings of the Symposium on Rolling Contact Phenomena, Joseph B. Bidwell, Ed., Elsevier,
N. Y., 1962.

7. "Design and Test of the First Aerodynamic Torque Converter", C.C. Hill, R.A. Mercure, and C.D.
Cole, ASME Paper 69-GT-109; March 1969.
                                                                             Page 89

                           Sundstrand Aviation
                                  -

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                               APPENDICES
          APPENDIX 1-1, 1-2, 1-3, 1-4, 1-5, 1-6, 1-7 and 1-8;
          referenced in Section I.

          APPENDIX V-1, V-2, V-3, V-4, V-5 and V-6;
          referenced in Section V.

          APPENDIX VI-1, VI-2 and VI-3;
          referenced in Section VI.

          APPENDIX VII-1, VII-2, VII-3, VII-4, VII-5, VII-6(1)
          and VII-6(2); referenced in Section VII.

          There are no appendices for Sections II, III, IV,
          VIII and IX.
Page 90

                        Sundstrand Aviation

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    APPENDIX 1-1  Attachment 1. Scope of Work,  Contract 68-04-0034

Task 6 - Transmission Study for Turbine and Rankine Cycle Engines

This task is generally similar to the effort in tasks 1,  2, 3, 4, 5 and
is an extension of the study to cover transmissions, for  the gas turbine
and rankine cycle engines.  For each engine the contractor shall assess
quantitatively the technical and economic feasibility of  existing and
potential types of transmissions most suitable for the particular engine.
Based on this study an optimum transmission for each engine shall be
recoraacnded and thoroughly evaluated as outlined below:

6.1 - Requirement

      6.1.1 - The transmission systems considered shall be suitable for
              application in a full size family car.  The specifications
              of this vehicle are given in an attachment  to the original
              statement of work entitled "vehicle design  goals".  Vehicle
              weight for performance calculation shall be the same as for
              previous tasks.

      6.1.2 - The transmission study for each of the two  heat engines,
              that is 1) gas turbine 2) rankine cycle, shall be based
              on the engine characteristics and accessories requirements
              to be supplied by the project officer within one week froa
              the initiation of this study.

6.2 - Technical Feasibility Studv

      The contractor shall conduct technical and economic feasibility
      analysis of the various types of transmissions for  the two engir.as
      specified in section 6.1.2.  The transmission types for each engine
      considered shall include existing and potential transmission such
      as:

              1.  Mechanical

              2.  Hydrostatic

              3.  Combination of mechanical and hydrostatic

              A.  Kydrokinetic
              5.  Electrical
              6.  Traction
              7.  Belt Drive

      EPA may propose specific  transmissions for consideration in this study.
                                                                   Page 91
                        Sundstrand Aviation *

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                                   -2-


      7'.-.o contractor shall provide, when requested by the project
      officer, buc not earlier the.-; 30 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,
      thcrr.al analysis and safety analysis can be made.

6.3  Perromance Analysis

      6.3.1. - Steady State Efficiency and Fuel Consumption

              The contractor shall calculate and provide graphical plots
              of steady state part load and full load efficiency or the
              two selected transmissions for vehicle speed ranging fron
              0-80 aph.  (1/10, 1/4, 1/2 and 3/4 full load) . The
              corresponding plots of fuel consumptions shall also be
              provided.  This shall include plot of transmission
              efficiency and fuel consumptions for cruise speed, on
              level road, ranging from 0-80 raph with and without air
              conditioning load.

      6.3.2. - Driving Cycle Efficiency and Fuel Consurr.r/tion

              The contractor shall calculate the average efficiency and
              the corresponding average fuel consumption for the two
              selected transmissions over the Federal driving cycle,
              with and without air conditioning load.  The detailed
              procedure and methods for calculating above efficiencies
              and fuel consumptions shall be included, in. a separate
              appendix attached to the final report.

6.&  Control System Definition and Analysis

      The contractor shall conduct control systems analysis on the entire
      transriission/engine/vehicle system.  Control system analysis shall
      include:

              a)  a cursory stability  analysis

              b)  safety analysis

              c)  analysis of possible "pathological case" operator
                  induced instability.

      The transmission for each er.gir.c shall be readily adaptr.ble to  the
      corresponding hear engine power system presently investigated by
      I?A.  The contractor is responsible for iicscr. with EPA Rankine system
      Contractor suca t.'.at the recor.r.er.cled transmission and its accessories
      as a whole unit is adaptable for integration in the vehicle.   EPA will
      provide  necessary information on Srayton Cycle system .   All cooling
      systems, control system,  etc  for the  transmission shall natch the overall
      vehicle system thus avoiding unnecessary  complications and duplications  of


     Page 92
                         Sundstrand Aviation

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                                      - 3 -
   sub-systems.  The contractor shall provide sufficiently  detailed drawings
   of the transmission control inputs, cooling system and accessories and
   shall indicate how the total transmission with all its control inputs
   and accessories fit the overall vehicle system.
6.5  Cost Analysis

      The contractor shall perform cost analysis of the various transmission
      concepts.  Tha quantity of transmissions in units per year to be
      considered are 100,000 and 1,000,000.  This shall be original
      equipment manufacturer (OEM) cost.  The reference transmission,
      against x»hich all cost and performance comparisons shall be made, is
      the conventional multi-speed torque converter ("Automatic")
      transmissions.
      The detailed procedure and method for cost estimate shall be included
      in a. separate appendix attached to the report.

6.6  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 6.5 above can be made.  The recommendation shall
      include heat engine optimum operational mode and control.
                                                                    Page 93
                        Sundstrand Aviation

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Page 94
                   Sundstrand Aviation

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                   APPENDIX 1-2


    ENVIRON MENTAL  PROTECTION

                     AGENCY
       PROTOTYPE VEHICLE PERFORMANCE SPECIFICATION


                     January 3, 1972
             Division of Advanced Automotive
               Power Systems Development
                   2929  Plymouth Road
                 Ann Arbor, Michigan  48105
Approved:
         ^Mr". George M. Thur'
           Chief, Power  Systems Branch
Approved:
              '  /    / r,  ^
              C  L (-, ^ ^/'  J .^-^ ''
           John J. Brogan
           Director, Div. of Advanced Automotive Powe- Systems Development
                                                         Page 95

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                   ADVANCED AUTOMOTIVE POWER SYSTEMS  (AAPSj


                 PROTOTYPE VEHICLE PERFORMANCE  SPECIFICATION *

                                 January 3, 1972


      The AAPS Vehicle performance design specification presented below
      is 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 generation system hardware.

           Advisory criteria to assist the contractor in such areas
           as rolling resistance, vehicle air drag etc.
      The derived criteria are based on typical characteristics of the
      class of passenger automobiles with the largest market volume produced
      in the U.S. during the model years 1969 and 1970.  It is noted that
      emissions, volume and most weight characteristics presented are maximum
      values while the performance characteristics are intended as minimum
      values.  Contractors and prospective contractors who take exceptions
      must justify these exceptions and relate these exceptions to the
      technical goals presented herein.
      *Supersedes "Vehicle Design Goals - Six Passenger Automobile"
                  (Revision C - May 28, 1971)
                                                                    Page 1 of 11
Page 96

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                         CONTENTS
Introduction
Vehicle Weight Without Propulsion System
Propulsion System Weight
Vehicle Curb Weight
Vehicle Test Weight
Gross Vehicle Weight
Propulsion System Volume
Air Drag
Rolling Resistance
Propulsion System Emissions
Fuel
Start Up, Acceleration and Grade Velocity
  Performance
Hinimum Vehicle Range
Fuel Consumption
Accessory Power Requirements
Propulsion System Operating Temperature and
  Pressure Range
Passenger Comfort Requirements
Noise Standards
Operational Life
Reliability and Maintainability
Cost of Ownership
Safety Standards
                                                 SECTION
 1
 2
 3
 4
 5
 6
 7
 8
 9
10

11
12
13
14

15
16
17
18
19
20
21
PAGE

 3
 4
 4
 4
 4
 5
 5
 5
 5
 6
 6

 7,8
 9
 9
10

10
10
10
11
11
11
11
Test Conditions
                                                 Table  I
                                                                  Page 2 of  11
                                                                     Page 97

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                           INTRODUCTION










         The design of an automobile from a total systems




         standpoint could be expected to result  in major benefits




         in cost,  safety, and performance.   This specification




         is intended as a step along that path,  describing a




         propulsion system that can be installed into  engine




         compartments as they now exist.   Integration   of the




         vehicle accessories within the propulsion system are




         highly desirable.   Following the successful demonstration




         of this development further optimization of the propulsion




         system with the power train, suspension, and  vehicle




         styling would be possible.
                                                           Page 3 of 11
Page 98

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1.   VEHICLE WEIGHT  WITHOUT PROPULSION SYSTEM - Wo

    W0  is  the  weight of the vehicle excluding the propulsion system.
    This weight  includes,  but is not limited to the frame, body, glass,
    trim, suspension, wheels (rims and tires), service brakes, seats,
    upholstery,  sound absorbing materials, insulation, dashboard
    instruments, accessory ducting and wiring, accessories, and all other
    components not  included as part of the propulsion system.

    Accessories  are defined as driver assistance and passenger
    convenience  components and subsystems not essential to propulsion
    system operation.  Included are power steering systems, power
    brake  systems and passenger compartment heating and air conditioning
    systems.

    W0 is  fixed at  2700 Ibs.

2.  PROPULSION SYSTEM WEIGHT - Wp

    Wp includes the energy storage subsystem  (including fuel, containment,
    and supply and deliver ducting) , power conversion subsystem (including
    auxiliaries and control) and power transmitting subsystem (including
    transmission and drive train to the driven wheels).

    Auxiliaries are defined as components and subsystems essential  to the
    operation of the power conversion system.  Included are electric power
    generating subsystems, starting subsystems, exhaust subsystems, motors
    fans,  blowers,  pumps, and  fluids.

    Lightweight propulsion system  are highly  desirable, however,
    the maximum allowable propulsion system weight, Wpm, is 1500 Ibs.

 3.  VEHICLE CURB WEIGHT - Wc

    Wc =  W0  +  Wp.

    The maximum allowable vehicle  curb weight, Wcm, is 4200 Ibs.
     (2700 + 1500 max.  = 4200).

 4.  VEHICLE TEST WEIGHT - Wt

    Wt = Wc + 400  Ibs.  Wt  is  the  vehicle weight  at which  all accelerative maneuvers,
    fuel economy and emissions  are to be  calculated.   (Items 9c, lie, lid,lie,
    llf, 12,13).

    The maximum allowable  test weight, Wtm,  is 4600 Ibs.   (2700 +  1500 max.
    +  400  = 4600).
                                                             Page 4 of 11


                                                                     Page 99

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5.  GROSS VEHICLE WEIGHT - Wg

    W. - Wc •»•  1100  Ibs.  We  is  the  gross vehicle weight  at  which  sustained
    velocity capability at 5 percent  and 30  %  grades  is  to  be  calculated.  (Item llf).
    The 1100 Ibs. load simulates  a  full load of passengers  and baggage.

    The maximum allowable gross vehicle weight, Wgn,  is  5300 Ibs.   (2700 +
    1500 max.  + 1100  = 5300).

6.  PROPULSION SYSTEM VOLUME -  Vp

    Vp  is  the  volume  allotted  for all items  identified under item 2.   The
    propulsion system shall  be  packagable  in such  a way  that the  volume  encroachment
    on  either  the passenger  or  luggage compartment does  not exceed the following:

          a)  The transmission  tunnel  may not be widened  so  as  to  decrease
              the selected  production  vehicle clearance between the
             accelerator  pedal  and the tunnel.  The accelerator pedal may
             not be relocated.

          b)   Intrusion  of  the  tunnel  into  the  passenger side of the vehicle
             may be increased  by  a maximum of  1.5  inches.

          c)   The tunnel  height  may be increased  by a maximum of 2 inches
             but without  affecting the full fore  and aft adjustment of the
              front  seat  of the vehicle.   The front seat may not be
              raised.

     The propulsion system shall not violate the vehicle ground clearance
     lines as established by the manufacturer of the vehicle used for propulsion
     system/vehicle packaging.   Additionally, the  propulsion system shall
     not violate the space allocated for wheel  jounce motions and vehicle
     steering clearances.   Necessary external appearance (styling) changes will be
     minor in nature.  The propulsion system shall also be packagable in such a
     way that the handling characteristics of the vehicle are not degraded.

 7.  AIR DRAG

     The product of the drag coefficient, Cd, and the  frontal  area, Af,
     is to be used  in air drag  calculations.  The product of C^Af has a
     value of 12 ft .  The air  density used  in computations  shall correspond
     to the applicable ambient  air  temperature.

 8.  ROLLING RlSISTANCE

     Rolling resistance, R,  is  expressed in  the equation
     R - (W/65)  [ 1 + (1.4   x 10-3V)  +  (1.2 x 10~5v2)]  ibs.  V  is  the
     vehicle velocity in ft/sec.  W is the vehicle weight in Ibs.
                                                                   Page 5 of 11
Page 100

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9.   PROPULSION SYSTEM EMISSIONS

    The vehicle is to be tested for emissions in accordance with the procedure
    jLn_the_ July._2, 1971 Federal Register and as further described in the Code of
    Federal Regulations Title 40 Part 85 for model year 1976 light duty vehicles
    (CFR 40-85).   The vehicle  test weight shall be Wt and the accessory load as
    defined in Section 14a.   Ambient conditions are 14.7 psia and 85°F.
    Emission tests will be run with fuel specified in Section 10.

    The Federal emissions standards are:

                    Hydrocarbons        -           0.41  grams/mile maximum
                    Carbon Monoxide     -           3.40  grams/mile maximum
                    Oxides of Nitrogen* -           0.40  grams/mile maximum

    Prototype vehicles are to meet the following emissions goals to allow
    for production tolerances and life degradation.  Measurement of emissions
    is to be taken after the system has operated for 100 hours.

                    Hydrocarbons        -           0.20  grams/mile maximum
                    Carbon Monoxide     -           1.70  grams/mile maximum
                    Oxides of Nitrogen* _           0.20  grams/mile maximum

    *0xides of nitrogen are to be measured or computed as N02
    Production of smoke, odors, aldehydes, ammonia, particulates or other undesirable
    emissions not now  specified in the July  2,  1971 Federal Register are undesirable.

 10. FUEL

    Emission tests will use the fuel specified below, however, the power svstem
    shall have the capability of meeting emission levels using commercialIv
    available unleaded fuels.

    Item                                     ASTM Designation           Specification

    Octane, Research, min.                      D1656                    91-93
    Pb. (Organic), gm/U.S. gal                  D 525                    <  -02
    Distillation range                          D  86
       I.B.P., °F                                 -                      100-115
       10 percent point,°F                        -                      140-150
       50 percent point,°F                        -                      240-250
       90 percent point,°F                        -                      330-340
       E.P.  °F (max)                             -                       425
    Sulfur, Wt. percent max.                    D1266                     0.10
    Phosphorous, theory                           -                       0.0
    R.V.P. Ib.                                  D 323                    5.5-7.5
       Washed gum (max) mgm/gal                 D 381                     4.0
       Corrosion (not  lower than)               D 130                     IB
       Oxidation stability (not less than)      D 525                    240+
    Hydrocarbon composition                     D1319
       Olefins, percent, max.                    -                        30
       Aromatics,  percent, max.                  -                        40
       Saturates                                 -                       Remainder

    For computation  purposes  the  lower  heating values of this fuel is to be assumed as
    18500  Btu/lh.  The  cost  to  he  assured for svstem cost analvsis is $0.31/gallon.
    An  A.P.I, gravity of  56.0  is  to  be  assumed in all calculation.


                                                              Page 6 of  11  Page 101

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  11. START UP, ACCELERATION. AND GRADE VELOCITY PERFORMANCE

      a.  Start Up:

          The vehicle must be capable of being  tested  in  accordance  with
          the procedure outlined in the July 2, 1971 Federal  Register without
          special driver startup/warmup procedures.  The  accessory load shall
          be as defined in Section 14b.

          The maximum time from "key on" to reach  65 percent  of  full power
          level is  45 sec.   Ambient conditions  are 14.7 psia  60°F.    The vehicle
          is to be  soaked at this temperature for  a minimum of 12 hours prior
          to initiation of start test.

          Powerplant starting procedures in low ambient temperatures shall
          be equivalent to or better than  the typical  automobile spark-ignition
          engine.   After a 24 hour soak at -20°F and 14.7 psia the engine  shall
          achieve a self-sustaining idle condition without further driver  input
          within 25 seconds.  No starting aids  external to the normal
          vehicle system shall be needed at or  above - 20°F.

      b.  Idle operation conditions:

          The idle  creep torque shall not result in level road operation of
          the vehicle at a speed in excess of 18 mph in high  gear, with the
          entire propulsion  system at steady state operating  temperature and
          ambient conditions of 14.7 psia and 85°F.  The  accessory load shall be
          as defined in Section 14a.

      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
          are 14.7  psia, 85°F.  Vehicle weight  is  Wt and  accessory load as
          defined in Section 14a.  Acceleration is on  zero 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 mph
          to a velocity of 70 mph is 15.0 sec.  Ambient conditions are 14.7
          psia, 85°F.  Vehicle weight is Wt and accessory load as defined  in
          Section 14a.  Acceleration is on zero grade  and time starts  when
          the accelerator pedal is depressed.
                                                                    Page 7 of 11
Page 102

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e.   Acceleration, DOT High Speed Pass Maneuver:

    The maximum time and 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 mphjto 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 takes place in a traffic lane adjacent to  the
    lane in which the truck is operated.  Vehicle is accelerated
    until the maneuver is completed or until a maximum speed of 80 mph
    is attained, whichever 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 maximum vehicle speed to 80 mph).  Time starts when
    the accelerator pedal is depressed.  Ambient conditions are 14.7 psia,
    85°F.  Vehicle weight is Wt and accessory  load  as defined in  Section 14a.
    Acceleration is on zero grade.

f.  Grade velocity:

    The vehicle must be capable of starting from rest on a thirty
    percent  (30%) grade and ascending the grade at  a minimum speed of
    5 mph.   The vehicle must be capable of this maneuver in both  the
    forward  and reverse directions at a vehicle weight of Wg, with
    the accessory load as defined in Section 14a.

    The minimum cruise velocity that can be continuously maintained  on
    a five percent  (5%) grade shall be not less than 65 mph with  a vehicle
    weight of Wg and accessory load as defined in Section 14a.

    The minimum cruise velocity that can be continuously maintained
    on a zero percent  (0%) grade shall be not  less  than 85 mph with  a
    vehicle  weight of Wt and with the accessory load as defined in Item 14a.

    Ambient  conditions for all grade specifications are 14.7 psia  and
    85°F.

Performance  degradation attributable to loss of powerplant efficiency
at  extreme temperatures shall not exceed ten percent  (10%) relative
to  the performance values specified at 85°F.   This  limitation applies
to  ambient temperatures from -20°F to 105°F.

The wind velocity is to be less than 10 mph for all acceleration  and
grade tests.


                                                              Page 8 of  11
                                                                    Page 103

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    12.  MINIMUM VEHICLE RANGE

        Minimum vehicle range without refueling will be 200 miles (maximum fuel
        capacity is 25 U.S.  gallons).  The minimum range shall be calculated for,
        and applied to each of the following modes:

        1.   Cyclic mode is:        The Federal driving cycle which is in accordance
                                  with the July 2, 1971 Federal Register.  The range
                                  may be calculated for one cycle and ratioed to
                                  200 miles.

        2.   Cruise mode is:        A constant 70 mph cruise on a zero grade for
                                  200 miles.

        The vehicle weight for both modes shall be Wt initially and with accessory
        power levels as specified in Section 14 .   The ambient conditions shall be
        a pressure of 1A.7 psia, and a temperature of -20°F (air conditioner off)
        and 105°F  (air conditioner on).

    13. FUEL CONSUMPTION

        Using the  fuel specified in Section 10,a "fuel economy" figure shall be
        calculated based on 1) miles per gallon and 2) the number of Btu per mile
        required to drive the vehicle through the following modes of operation:

                                              Avg. Speed       Hours       % of Time

             1)  Federal Driving Cycle          19.84          1750           50

             2)  Simplified Surburban Route     30.00          1150           33
                 (equal times at constant
                 20,30 and 40 mph speeds).

             3)  Simplified Country Route       60.00           600           17
                 (equal times at constant
                 50,60 and 70 mph speeds).      	         	         	
                                 Totals          30            3500           100

        In all cases the system fuel consumption shall be calculated  for  a vehicle
        weight of Wt initially, and power levels as specified in item 14a.   Ambient
        conditions are 14.7 psia and 85°F.

        It is desirable that the fuel consumption rate at idle operating
        condition not exceed 7 Ibs/hour.
                                                          Page  9  of  11
Page 104

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14.  ACCESSORY  POWER REQUIREMENTS

    a.  Accessory power requirements with the air conditioning in operation
       are  defined as 15 hp at maximum engine speed and 4 hp at engine idle speed,
       with a  linear relationship between these two points.

    b.  Accessory power requirements without the air conditioning in operation
       are  defined as 5 hp at maximum engine speed and 2 hp at engine idle speed,
       with a  linear relationship between these two points.

15.  PROPULSION SYSTEM OPERATING TEMPERATURE AND PRESSURE RANGE

    The propulsion system shall be operable within an expected ambient
    temperature range of -40° to 125°F.

    The propulsion system shall be operable within an expected environmental
    pressure range of 9 psia to 15 psia.

16.  PASSENGER COMFORT REQUIREMENTS

    Heating and air conditioning of the 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 compartment 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.

17.  NOISE STANDARDS

    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 J986 the level is 86 dbA.

    b. Low speed noise test:*

       The maximum noise generated by the vehicle shall not exceed 63 dbA
       when measured in accordance with SAE J986a except that a constant
       vehicle velocity of 30 mph is used on the pass-by.

    c. Idle noise test:*

       The maximum noise generated by the vehicle shall not 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 is
       stationary.  A 360° survey shall be made, the microphone being 10 feet
       from the vehicle perimeter.

    *  The air conditioner will not be in operation during noise tests.


                                                              Page 10 of 11
                                                                        Page 105

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  18.  OPERATIONAL LIFE

      The design lifetime of the propulsion system In normal operation will
      be 3500 hours minimum.

      Termination of the operational life of an engine shall be determined
      by structural or functional failure.   Functional failure is defined as
      power degradation exceeding 25 percent of maximum output of the rear wheels.

  19.  RELIABILITY AND MAINTAINABILITY

      The reliability and maintainability of the vehicle shall equal or
      exceed that of the spark-ignition automobile.   The mean-time-between-
      failure should be maximized to reduce the number of unscheduled service
      trips.  No failure modes shall present 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.

  20.  COST OF OWNERSHIP

      The initial cost and net cost of ownership of  the vehicle shall be
      minimized for ten years and 105,000 miles of operation.

  21.  SAFETY STANDARDS

      The vehicle shall comply with all Department of Transportation Federal
      Motor Vehicle Safety Standards in force when the selected test vehicle
      was manufactured.
                                                               Page  11 of  11
Page 106

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                                                         TABLE  I
Section
9.  EMISSIONS
11.PERFORMANCE
   a. Start Up
   b. Idle

   c. Accel  ( 0-60)


   d. Accel  (25-70)

   e. Accel  (50-80)
   f. Grade   (30%)
              (5%)
              (0%)

 12. VEHICLE RANGE
 13.FUEL  CONSUM.
TEST CONDITIONS
(ENGINE DYNAMOMETER, CHASSIS DYNAMOMETER, ROAD)
Performance Requirements Accessory Power Weight Temperature
HC 0.20 grams per mile** 14a
CO 1.70 grams per mile** 14a
N02 0.20 grams per mile** 14a
65%* power in 45 sec** 14b
Driver Assistance 25 sec** 14b
Creep 18 mph** 14a
13.5 sec** to 60 MPH 14a
440 ft* in 10.0 sec. 14a
15.0 sec** from 25 to 70 MPH 14a
15.0 sec** and 1400 Ft** 14a
From 50 to 80 MPH**
0 to 5 MPH* 14a
65 MPH* 14a
85 MPH* I4a
Wt 85°F
Wt 85°F
Wt 85°F
Wt 60°F
Wt -20°F
Wt 85°F
Wt 85°F
Wt 85°F
Wt 85°F
Wt 85°F
W. 85°F
W* 85°F
200 MI* /"""^
1. During )«£(TDCj 14b and 14a W -20°F and 105°F
2. At 70 MPH 	 14b and 14a Wt -20°F and 105°F
MPG During FDC 14a A
MPG at 20,30, and 40 MPH 14a •
MPG at 50,60, and 70 MPH 14a •
'- Wt 85°F
Wt 85°F
Wt 85°F
Pressure
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
14.7
  NOTES:   Emission  tests  will  be  run  with  fuel  specified  in  Section  10.
           Road  test  wind  conditions shall  not exceed  10 MPH  in  any direction.
           *Minimum  values
           **Maximum values

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             {SPACER PAGE - INTENTIONALLY BLANK)
Page 108
                   Sundstrand Aviation

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APPENDIX  1-3    FEDERAL DRIVING CYCLE
            RULES AND REGULATIONS
                                                                  17311
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(0p**d T«r.u» Tim* Stqucno*)
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0.0
0-0
0.0
0.0
0.0
0.0
0.0
0.0
Woo
W.!»
Uoo
»•*•
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VI*
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».•
Uoo
w.w
U 0.0
U 0.0
IT 0.0
U 0.0
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to o.o
11 1-0
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M 169
IT 17.3
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It 10.7
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II 22.4
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M 32.1
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18 304
IT 19.1
M 1T.O
It 14.9
40 14.9
41 153
43 155
43 180
44 1T.I
41 19.1
«6 31.1
4T 22 T
41 229
49 337
10 326
11 31.3
11 190
11 17.1
M 111
95 158
II 17.7
IT 198
II 31.8
It 333
•0 343
11 346
13 349
•3 350
M 346
« 24$
88 247
«7 248
«» 347
•> 246
TO 246
71 21 1
T2 258
TJ 21 T
It 254
Tl 24 1
Tt 210
£ ?*
Tl 360
T» 3«0
•> 1ST
• 1 M 1
M 18 T
*> 374
Tim* tpttt
(•re.) (•* »•*•)
M 23.9
IS 29.3
86 291
17 30.1
88 304
89 307
80 30.7
tl 304
82 30.4
93 30 J
94 304
ti 30.1
99 30.4
97 299
91 294
99 29.8
100 303
101 30.7
102 30.9
103 31.0
104 30.9
10S 30.4
108 398
107 299
108 30.2
109 30.7
110 31.3
111 31.8
113 32.3
113 32.4
114 32.2
115 31.7
116 28.6
117 25.3
118 220
lit 18.7
120 15.4
121 12.1
122 88
123 55
12« 22
125 00
126 00
127 00
12A 00
120 00
130 00
131 00
132 00
133 00
134. 0.0
135 0.0
136 00
137 0.0
138 00
139 0 0
140 00
141 00
142 00
143 00
144 00
145 00
148 00
147 00
148 00
149 00
150 00
151 00
152 0.0
151 00
154 00
155 00
1 ',<\ 00
157 00
13* 00
159 00
1 GO 0.0
101 00
1«2 0 0
163 00
164 33
165 68
184 09
167 13 J.
Tim, Spc'4
(•rr. ) (m.jt.Jk.)
1&8 16.5
1C9 19 8
170 223
171 243
173 25.8
173 264
174 25.7
17S 25.1
178 24.7
177 250
178 25.2
179 254
180 25.8
181 27.2
182 26 S
183 24.0
184 22.7
185 19.4
186 17.7
187 173
188 181
189 188
190 200
191 22.2
192 244
193 273
194 304
195 334
196 33.2
197 37.3
198 333
199 404
200 42.1
201 43.5
202 45.1
203 46 0
204 4G 8
205 47.5
206 47 5
207 47.3
203 47.2
209 47.0
210 470
211 470
212 470
213 47.0
211 472
215 474
210 470
217 485
218 43.1
219 435
220 50 0
221 50.6
222 51 0
223 615
224 52 2
225 53 2
226 54 1
227 54 8
228 54 3
229 55 0
230 54 9
231 546
232 548
233 54 8
234 55.1
235 55 5
238 557
217 00 1
233 50 3
2J3 00 0
240 007
2»1 007
242 50 5
243 50 5
244 $0 5
245 50 5
248 565
347 56 5
248 664
243 66 1
250 658
251 65.1
AmNDU A— Continued
Time Sfttt
(«re.) («».*.>
253 54.8
253 64.3
354 64.0
355 53.7
256 536
257 534
258 54.0
259 54.1
250 54.1
261 63.8
2G2 53.4
363 53.0
364 52.6
265 52.1
266 52.4
267 52.0
268 614
269 SI. 7
270 S14
371 51.8
373 51.8
273 52.1
274 524
27S 53.0
378 534
277 540
278 54.9
279 55.4
280 55 6
281 56.0
282 560
283 55.8
284 55.2
285 544
286 53.6
287 524
288 514
239 51.5
230 514
291 81.1
292 50.1
233 50.0
234 50.1
230 50.0
236 49.6
237 495
23(1 4D.S
•r.n 4f> 5
3')O 4').1
3(11 4110
303 4B 1
303 47 2
304 40.1
305 45 0
306 438
307 42 6
303 41 5
303 40 3
310 305
311 370
312 352
313 338
314 325
315 31.5
316 306
317 305
313 300
319 290
320 275
321 24.8
322 214
323 20.1
.124 13 1
125 18 5
325 170
327 15 5
321) 125
3M 108
330 80
331 4.7
332 1.4
33.1 0 0
334 00
335 0 0
336 00
337 0.0
338 0.0
Tim* Speed
(«re.) (m p ».>
339 0.0
340 00
341 0.0
343 0.0
343 0.0
344 0.0
34S 0.0
346 0.0
347 1.0
348 43
349 7.8
350 10.0
3S1 142
352 17.3
353 200
354 224
355 23.7
358 25.2
357 26 8
358 28.1
359 30.0
360 30.8
361 31.8
362 32.1
363 32.8
364 33.6
365 344
366 34.6
367 34.9
368 34.8
369 344
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 38.1
379 364
330 36 S
381 3G4
382 3G.O
383 35.1
384 34.1
3U5 334
3.1.1 31.4
3(17 2!> 0
3(1(1 2.'. 7
303 23 0
330 203
331 17.5
332 145
333 120
334 87
335 5.4
336 2.1
337 0.0
333 00
399 00
400 00
401 00
402 00
403 26
404 59
405 92
406 125
407 158
403 19.1
403 224
410 250
411 206
412 275
413 2')0
414 300
410 30 1
410 300
417 297
418 293
419 288
420 2dO
421 250
422 21.7
423 184
424 15.1
425 11.8
Tim* rfpfrJ
(•re.) (n ».A.)
428 84
427 1.2
423 1.9
429 00
430 OO
431 0.0
433 0.0
433 0.0
434 0.0
435 0.0
438 0.0
437 0.0
438 0.0
439 0.0
440 0.0
441 00
442 00
443 00
444 0.0
445 0.0
448 0.0
447 00
448 33
449 6.8
450 9.9
451 13.2
452 164
453 19 8
454 23.1
455 26.4
456 27.8
457 29.1
458 314
459 33.0
460 33.8
461 348
462 35.1
463 356
461 36.1
4G5 30 0
4G« 36.1
407 302
408 33 0
409 35.7
470 300
471 360
473 35 G
473 354
474 ilO 4
470 30 3
478 30 2
477 30 2
478 352
473 30 2
480 352
481 350
482 35.1
483 352
484 35 5
485 35 2
4RG 300
437 35 0
488 35 0
483 34 8
490 34 G
431 345
432 33 5
493 32.0
431 30 1
435 240
438 25 5
437 225
498 19 8
439 105
O'lO 132
001 103
502 1 2
SOJ 40
504 10
505 0.0
006 00
507 00
503 00
509 00
510 00
511 1.3
613 34
Ammix A— Continued
rim* trttt
(••*.) (•> P»->
513 6*
614 65
IIS 85
SIC 96
617 104
618 11.9
S19 14.0
530 16.0
521 17.7
532 19.0
523 20.1
S24 21.0
S2S 22.0
S26 23.0 '
S27 23.8
528 244
529 24.9
530 25.0
531 250
532 35.0
S33 25.0
534 35.0
63S 35.0
536 25.6
517 25.8
538 25.0
539 25.6
540 25.3
541 25.0
512 25.0
513 25.0
544 24.4
545 23.1
546 19 *
547 16.5
544 13.2
549 9.9
550 6.6
551 3.3
S52 0.0
503 00
554 0.0
sr>5 oo
65G 0.0
507 0.0
S53 00
509 0.0
SIM 00
SCI 00
SC2 00
GG3 0 0
S04 00
SG5 0.0
SCO 00
SG7 0.0
5GS 00
503 33
570 66
571 99
573 13 0
573 14 G
574 1GO
575 170
576 170
577 17.0
578 17 5
579 177
580 177
581 175
582 170
583 16 9
534 10 6
505 170
sno 17 i
5117 17 0
513 1I1G
SOT 1C 5
510 105
591 16.6
393 170
593 176
504 185
535 192
590 20 2
537 210
598 21.1
599 21.2
Tim* ff»er«J
(•re.) (« ».*.)
600 31.6
601 32.0
602 224
603 22 S
604 224
60S 224
606 22.7
607 23.7
608 25.1
609 26.0
610 264
611 37.0
612 26.1
613 22.3
614 194
61S 16-2
618 12.9
617 96
618 63
619 3.0
620 0.0
621 0.0
622 0.0
623 0.0
624 0.0
62$ 0.0
626 0.0
527 0.0
6? 3 0.0
62J 0.0
630 0.0
631 0.0
632 0.0
633 00
634 00
635 0.0
636 0.0
637 00
638 0.0
639 0.0
640 0.0
611 0.0
G12 00
643 0.0
644 0.0
615 00
CI6 20
047 44
018 78
GO 103
G',0 125
G01 14.0
C52 15 3
603 174
654 196
605 210
6S1 222
G57 23 3
058 24 S
C09 25 3
GOO 25 6
GG1 2G.O
G02 291
GC3 20.2
004 262
655 264
666 265
6S7 26 5
608 20 0
GC9 25 S
670 23 8
571 214
072 185
07.1 Ifl 4
S74 14 5
G70 110
070 87
G77 58
678 35
673 20
380 0.0

531 U tl
633 0 0
633 0.0
634 0.0
685 0.0
Time Stn4
(«re.) (m p ».|
634 00
687 0.0
683 0.0
68) 0.0
630 0.0
691 0.0
833 0.0
693 0.0
694 1.4
695 33
696 4.4
697 65
698 9.3
639 11 J
700 134
701 148
703 1C 4
703 16.7
704 164
705 164
706 183
707 19.2
708 30.1
709 314
710 224
711 22 S
713 22.1
713 22.7
714 23.3
71S 234
716 224
717 31.6
718 204
719 18.0
720 150
721 12.0
722 9.0
723 62
724 4S
725 3.0
728 2.1
727 OS
723 OS
729 33
730 64
731 9.0
732 12 S
733 140
734 160
735 180
736 190
737 215
733 231
739 245
740 255
741 265
742 27.1
743 276
744 27 9
745 283
740 280
747 23 6
748 28 3
7O 23 2
750 23 0
751 275
752 26 8
753 15 5
754 235
755 2! S
750 190
757 16 S
753 143
753 l.'S
701) 9 4
701 83
7C3 30
7G3 1 S
7C» IS
765 05
7G6 00
767 30
7SS 63
7-3 96
770 139
771 158
773 174
          •EDEIAL «£CISIE«, VOL 35, NO. 21?—TUESDAY, NOVEMIEI 10, 1»70

Table APP-I-3     DHEW  Urban Dynamometer  Driving Cycle
              Sundstrand Aviation
                                                      Page 109

-------
11011
                               RULES AND REGULATIONS
Am
fi— a ftt^t
••*• ••"^
•m i»4
»»» «H 7
T** ***• *
776 3*-O
•m 21 1
Tn **-•
m*S A
JJ.V
TNI 26 •
1 '• «v »
Vttfl 27 •
JBV « f >w
793 389
TO 34 •
7(4 38.9
Frt5 28.9

TCI 384
1W 381
7*9 381
7M 38.3
791 38.3
T»3 37.4
tit 374
7»4 374
7»3 376
7»4 374
797 374
794 374
799 37.4
(00 38.0
•01 384
•02 30.0
•03 11.0
•04 13.0
•05 33.0
•04 13.0
•07 13.6
•08 14.0
109 143
• 10 14.3
(11 14.0
113 140
• 11 13.9
• 14 138
(15 13.1
(16 13.0
(17 134
•18 120
• 19 319
•30 11.6
•21 114
•23 10.6
•33 100
•34 29.9
135 199
•26 299
•37 29 9
•26 398
•39 39.5
CO 29 5
•31 393
•31 289
•33 38.3
•34 27.7
(35 370
•36 254
•37 23 7
*3t 320
•30 305
(40 19 2
•42 19 3
•43 30 9
•44 31.4
•45 330
•4« 33 6
•47 33 ]
148 340
•41 35 0
t»0 340
Ml 306
•53 3«6
151 38 8
154 370
••••» 37 3
B4 37J
«" 38 I
•4« 318
J-SJ
*
Iran A— CooUl
Tim* tfttt
(lie) | »!>.*.)
•61 39.1
(63 29.0
6C3 28.1
1C4 374
665 370
864 35 •
167 25.0
8C8 244
809 24 8
•70 25.1
•71 25 6
•73 257
•73 263
•74 269
175 27.6
•76 278
(77 28.4
•78 29 0
879 29 3
880 29.1
881 29.0
883 289
883 28.5
884 28.1
885 28.0
886 28.0
887 27.6
888 27.2
889 26.6
890 27 0
891 27.5
832 27.8
893 28.0
894 27.8
895 38.0
896 23.0
897 280
898 27.7
899 27.4
600 269
901 26.6
902 26 S
903 26 5
904 265
905 26.3
906 262
907 262
908 25.9
909 25.6
910 25.6
911 259
912 258
913 255
914 24 6
915 235
918 222
917 21.6
918 216
919 21.7
D20 22 6
921 234
922 24 0
923 24 2
924 24 4
925 249
926 25 1
927 25 2
928 253
923 255
930 253
931 25 0
932 25 0
933 25 0
934 24 7
935 245
936 243
937 24 3
933 24 S
939 25 0
940 25 0
911 348
943 24 6
913 24 1
944 245
945 35.1
948 356
•47 28.1
IUC4
Tim* ffttt
048 24.0
949 22.0
950 30.1
951 16.9
952 13.6
953 104
954 7.0
955 3.7
950 0.4
957 0.0
954 0.0
959 0.0
900 2.0
961 6.3
962 86
963 11.9
964 15.3
905 17.5
9C6 18.6
967 20.0
968 31.1
969 32.0
970 33.0
971 345
973 26.3
973 374
974 28.1
975 28.4
976 28.5
977 28.5
978 28.5
979 27.7
980 274
981 272
982 26.8
983 26.5
984 26.0
985 25.7
986 252
987 240
988 230
933 21.5
930 21.5
991 21.8
992 22.5
993 23.0
994 22.8
905 228
996 23 0
997 227
998 22.7
999 22.7
1.000 23 5
1.001 240
1.002 24.6
1.003 24.8
1.004 25.1
1.005 25 S
1.008 25.6
1,007 25.5
1.008 250
1.009 24 1
1.010 23.7
1.011 232
1.012 22.9
1.013 22.5
1.014 220
1,015 216
1.016 205
t.017 175
1.018 142
1.019 109
1.020 76
.021 43
.022 1 0
.023 0.0
.024 0 0
.025 0 0
.026 0 0
.027 00
.028 00
.029 0 0
.030 00
.031 00
.032 0 0
1.033 00
1.034 0.0
Am
Ttm* e pe tit
i!o3S "o.o
1.036 0.0
1.037 00
1.038 0.0
1.039 0.0
1.040 0.0
1.041 0.0
1.012 00
1.043 00
1.014 00
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
1.053 0.0
1.053 1.2
1.054 4.0
1.055 73
1.056 10.6
1.057 13.9
1.058 17.0
1.059 18.5
1.060 20.0
1.061 31.8
1.062 23.0
1.063 240
1.064 34.8
1.065 256
1.066 264
1.067 26 8
1.068 27.4
1.069 27.9
1.070 28.3
1.071 28.0
1.072 27.5
1.073 270
1.074 27.0
1.075 26.3
1.076 245
1.077 12.5
1.078 21.5
1.079 206
1.080 180
1.081 15.0
1.082 12.3
1.083 11. 1
1.031 10.6
1.035 10.O
I.OSo 8.5
1.087 9.1
1.088 8.7
1.039 8.8
1.000 88
1.091 90
1.002 8.7
1.093 8 9
1.0D4 8.0
1.095 7.0
1.099 50
1.097 4.2
1.008 26
.009 1.0
.100 00
.101 O.I
.103 08
.103 1.8
.104 36
.105 69
.106 100
.107 12 8
.108 140
.109 145
.110 160
.111 181
.112 20.0
.113 210
.114 312
.115 2!3
.US 21.4
.117 21.7
.118 225
.119 230
.120 23 8
,121 244
inora A— ConU
Tim* Bete*
Ucr.l (mp.h.)
1.122 25.0
1.123 24.9
1,124 24.8
1.125 35.0
1.126 25.4
1,127 258
1,128 26.0
1.129 26.4
1.130 29.4
1.131 20.9
1.133 27.0
1,133 27.0
1.134 27.0
1.135 26.9
1.136 298
1.137 368
1.138 395
1.139 264
1.140 26.0
1.141 255
1.142 24.4
1.143 33.5
1.144 314
1.145 200
1.148 17.5
1,147 160
1.148 140
1.149 10.7
1.150 7.4
1.151 4.1
1.153 08
1.153 0.0
1.154 0.0
1.155 00
1.154 00
1.157 0.0
1.158 0.0
1.159 0.0
1.160 0.0
1.161 0.0
1.162 0.0
1.163 0.0
1.164 O.O
1,165 0.0
1.169 0.0
1,167 0.0
1.163 0.0
1.163 2.1
1.170 5.4
1.171 8.7
1.173 120
1.173 153
1.174 186
1.175 21.1
1.178 23.0
1.177 23.5
1.173 230
1.179 22.5
1.180 200
1.131 16.7
1.183 13.4
1.133 10.1
1.184 68
1.185 35
1,186 02
1.187 00
1,188 0.0
1.189 00
1.100 00
1.131 0.0
1.192 00
1.103 00
1.194 00
1.135 00
1.198 00
1.107 0.2
1.108 15
1,199 35
1.200 65
1.201 98
1.202 120
4.203 129
1.204 130
1.205 126
1.209 128
1.207 13.1
1.208 13.1
nued
Tim* S?rt4
(IK.) <».».*.)
1.209 140
1.210 155
1.211 17.O
1.213 18.6
1.213 19.7
1.314 21.0
1.215 21.5
1.216 21.8
1.217 31.8
1.218 315
1.319 31.3
1.220 31.5
1.221 21.8
1.223 220
1.223 21.9
1.224 21.7
1.225 314
1.226 314
1.227 21.4
1.228 30.1
1.223 19 5
1.230 193
1.231 19.6
1.232 19.8
1,233 200
1.234 19.5
1.235 175
1.238 15.5
1.23T 13.0
1.238 100
1.239 8.0
1.240 6.0
1.241 4.0
1.242 2.5
1.243 0.7
1.244 0.0
1.245 0.0
1.246 00
1.247 0.0
1.248 0.0
1.219 0.0
1.2JO 0.0
1.251 O.O
1.252 1.0
1,253 l.O
1.254 1.0
1J2SS 1.0
1.250 1.0
1.257 1.6
1.258 3.0
1.259 4.0
1.260 5.0
1.261 8.3
1.262 8.0
1.263 100
1.264 105
1.205 9.5
1.2C6 8.5
1.267 7.6
1.268 8.8
1.269 11.0
1.270 14.0
1.271 170
1.272 195
1.273 21.0
1.274 218
1,275 22 2
1.273 230
\.2~n 236
1.278 24.1
1.279 245
1.200 245
1 281 2 \ 0
1 212 23 5
1.233 235
1.284 235
1.283 23 S
1.210 235
1.207 235
1230 240
1.280 24 1
1.200 24 5
1.231 247
1.202 25.0
1.203 25 4
1.204 35 8
1.235 25.7
Am
Ttm* Sect£
l^M 20.0
1.237 2G.3
1438 37.0
14*9 274
1400 383
1401 29.0
1403 29.1
1403 39.0
1404 28.0
1405 34.7
1406 31.4
1407 18.1
1404 14.8
1409 115
1410 8.3
1411 4.9
1413 1.6
1413 0.0
1414 0.0
1415 0.0
1414 0.0
1417 0.0
1411 0.0
141* 0.0
1430 0.0
1421 0.0

















































CMBOt A—ConU
Tim* Bftt4
1423 00
1.323 00
1.334 0.0
1.325 0.0
1426 0.0
1,327 0.0
1.328 0.0
1,329 0.0
1.330 0.0
1,331 0.0
1.333 0.0
1.333 0.0
1.334 0.0
1435 0.0
1.334 00
1437 0.0
1.338 1.8
1.339 48
1.340 (.1
1.341 11.4
1443 133
1.343 1S.1
1444 168
1443 183
1444 194


















































nued
Tim* SHI
(fix:.) 
-------
    *J
    H-

    C
    T3
(0   i
C   M
3   I
CL   w
(A
O
rt
vfl


5
O
M
(D
        80
        70  J
       60  .
       50
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                                               TIME  SEC.
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1350

-------
              (SPACER PAGE - INTENTIONALLY BLANK)
Page 112
                   Sundstrand Aviation

-------
APPENDIX 1-4.  RANKINE ENGINE DATA

To evaluate the performance characteristics of the EPA car with the Aerojet Rankine engine and an
infinitely variable transmission, it was necessary to define in detail the characteristics of the engine.
The optimum  engine operating speed as a function of required engine power was determined, as
well as the specific fuel consumption characteristics.

From the  engine performance map supplied  by Aerojet and a knowledge of transmission
performance characteristics,  it  was possible to  determine an engine operating speed curve as a
function of required engine power. The curve selected offers a good compromise in balancing the
engine efficiency and the transmission efficiency in the effort to  maximize system efficiency (see
graph. Figure 1-4).

Specific  fuel consumption data in pounds of fuel per horsepower  hour as a function of engine
output power and vehicle velocity was supplied by Aerojet (see graph. Figure I-4A).

Engine output power as used  here means total  engine output power, that is, input power to the
transmission plus vehicle accessory power.

The engine reduction gear mesh has already been  accounted for  in  the specific fuel consumption
data.
                            Sundstrand Aviation r^s

-------
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                            10   20   30   40   50   60   70  80   90   100  110

                                                        OUTPUT POWER (HP2)
120  130   140  150  160  170
                       Figure  1-4     Rankine  Engine  Performance -  Speed vs. Output Horsepower

-------
CO

                         10   20   30
40   50   60   70  80   §0  100  110  120  130   140  150  160  170
    ENGINE OUTPUT POWER (HP)
                Figure I-4A     Rankine Engine  Performance  -  Specific Fuel  Consumption vs,
                                Output Horsepower

-------
              (SPACER PAGE - INTENTIONALLY BLANK)
Pa96116              Sundstrand Aviation

-------
APPENDIX 1-5.  BRAYTON ENGINE DATA

To evaluate the performance characteristics of the EPA car with the AiResearch Brayton engine and
an infinitely variable transmission,  it was necessary to define in detail the characteristics of the
engine.  The  optimum  engine  operating speed as  a function  of required  engine  power  was
determined, as well as the specific fuel consumption characteristics.

Assumed engine data is based upon information supplied by AiResearch. Engine speed  ranges from
60% speed at idle to 105% speed for short duration bursts at maximum power.

However, within the normal operating speed range  of 60% to  100% speed, the highest continuous
permissible operating conditions of temperature and inlet guide vane position are 1700°F and 1.00
respectively.

From 0 to 15 HP, the minimum specific fuel consumption (min. SFC) is obtained at 60% speed.
Above 15 HP  the min. SFC engine speed curve was assumed to coincide with the curve  that defines
the 1700°F/1.00 curve mentioned above, since operating above that curve for any length of time is
detrimental to the life of the engine (see graph. Figure I-5).

When the power requirements exceed approximately 76 HP, engine speed  is allowed to increase
above 100% speed for short periods of acceleration (see graph. Figure 1-5B).

Specific fuel  consumption  in pounds per horsepower hour was calculated from data  supplied by
AiResearch (see graphs. Figure 1-5 A).

Engine power as used by Sundstrand implies total engine output power, that is, input power to the
transmission plus vehicle accessory power. Since AiResearch had assumed a constant 4 HP vehicle
accessory load, it was necessary to add 4 HP to all the data to find total engine power.

No engine reduction gear mesh had been assumed by AiResearch, therefore, it was necessary to
include this power  loss in the fuel consumption calculations.
                                                                                Page 117

                            Sundstrand Aviation

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3
Q.
(A

                 T
                 CO
                a.
                O
                                                                                                         IGV"T4°F
                                                                                                         1.025,1900
                  1.025,1900 F
                  WATER INJECTION
  1.025, 1BOOF
  WATER INJECTION
                        NOTE:  INCLUDES 4 HP CONSTANT VEHICLE
                              ACC. IN ADDITION TO 6 HP ENGINE AC
                            55
                                    60
                                           65
                                                   70
75      80      85
PERCENT ENGINE SPEED
90     95      100     106
                  Figure 1-5     Brayton Engine Output  Shaft HP  vs.  Percent Engine  Speed

-------
 W
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  •S



  (0
            1.40
            1.30
             .30
                      10    20    30   40
                          50    60   70    80    90    100   110   120  130   140   150   160


                                     ENGINE POWER
Figure I-5A    Brayton Engine Specific Fuel Consumption vs. Engine Output HP

-------
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-------
APPENDIX 1-6.  IDLE FUEL CONSUMPTION

Idle fuel consumption has proven to be an important parameter in this study, since a good deal of
the duty cycle is at idle. It was calculated from the specific fuel consumption data presented in
Appendicies 1-4 and 1-5. The formula for fuel consumption rate is: specific fuel consumption +
engine power.
                         _LB_
                        HP-HR
                 LB
                 HR
                          HP,
Engine power is total output engine  power,  that is, it includes the power absorbed  by the
transmission at engine idle, and vehicle accessory power.
                                 10          15           20

                            TOTAL ENGINE OUTPUT POWER  (HP)
                          Sundstrand Aviation
                                                                          Page 121

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             (SPACER PAGE - INTENTIONALLY BLANK)
Page 122



                  Sundstrand Aviation

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APPENDIX  1-7 MAXIMUM TOTAL ENGINE POWER  VS.  VEHICLE SPEED

The engine  data received from  EPA  indicated  that the Aerojet Rankine cycle  engine had a
maximum output power that increased with vehicle speed. This increase was  due  to the ram
air effect on  condenser cooling.  The Airesearch gas turbine has a maximum output power
which is not  affected by vehicle  speed. The power characteristics of the engine are shown  in
Figure 1-7.
                                                                            Page 123
                           Sundstrand Aviation

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 a
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.5'
                     170
                     160
                     150 -
                   a.
                   I
                   O 140
                     130
                      i
           BRAVION (155 HP) - FOR TRACTION TRANS.
                                                    BRAYTON (145 HP) - COR TRIMODF. TRANSMISSION
    T	'	1	~

10        20        30
                                                                 i

                                                            40        50


                                                      VEHICLE SPEED (MPH)
60       70
                                                                80
90
                         Figure 1-7     Maximum  Total  Engine Power  vs.  Vehicle  Speed

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APPENDIX 1-8.  VEHICLE ACCESSORY POWER REQUIREMENTS

The vehicle  accessory power requirements are defined  in  the Prototype  Vehicle Performance
Specification, Section 14, page 10, as follows:

Accessory Power Requirements

a.  Accessory power requirements with the air conditioning  in operation are defined as 15 HP at
maximum engine speed and 4 HP at engine idle speed, with a linear relationship between these two
points.

b.  Accessory power requirements without  the air conditioning in operation are defined as 5 HP at
maximum engine speed and 2 HP at engine idle speed, with a linear relationship between these two
points.

These accessory loads were based upon the operating speed range of a typical internal combustion
(I.C.)  engine. (Operating  speed  range is the maximum engine speed divided  by the  engine idle
speed.) The operating speed range of a typical I.C. engine is 6:1.

However, the operating speed range of the Rankine and Brayton engines used in this study are
considerably narrower. (1.375:1 for the Rankine engine, and 1.750:1 for the Brayton engine.)

It  was assumed that vehicle accessory loads, and therefore vehicle accessory  speeds, would be the
same at engine idle regardless of the type of  engine that was used.

Then  obviously at maximum engine speed, the vehicle accessory speeds and loads should be less
with an engine with a narrower speed range. Therefore, it seemed unreasonable to apply the same
maximum accessory power requirement to different engines with different speed ranges.

Consequently, with the  agreement of the EPA,  the accessory power requirement at maximum
engine speed was factored down linearly as a function of maximum engine speed ratio (see graph,
Figure
                                                                                Page 125

                            Sundstrand Aviation  *.*&

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                                   1-8 (continued)
Page 126
Sundstrand Aviation

-------
                                                                                                                                                                     I APPENDIX V-l j


                                                                                                                                                                                    Page 127
                                                                                        MOCWTlNO FLANGE TO MATE
                                                                                        WfTM ENGINE GEARBOX
                                                                                                                                                                •SELECTOR. LEVER (P,R,N,F>NO
                                                                                                                                                                CONNECTION TO EN3INE CONTROL
                                                                                                                                                                 IN  TH!S AREA. TO BE CO-ORDINATED
VAKA8LE HYDRAULIC INT
GEAR CENTER
(ALTERNATE INPUT CENTER)
                                                                                                                                                                                  DIRECTION OF
                                                                                                                                                                                  ROTATION CCW
                                                                                                                                                                                  LOOKING WTO
                                                                                                                                                                                  OUTRJT  END
                                                                                                      i- MOUNTING TO BE COORDINATED
                                                                                                      2-OtL PORTS TO AND FROM COOLER
                                                                                                        AND OH. LEVEL CHECK LOCATIONS
                                                                                                        TO GE  CO-OROINATEO

-------

-------
                                                                                                                         I APPBHBDC V-S
                                                                                                                                        Page 129
DIRECTION OF
WPUT ROTATION-
 ,JNTING FLANGE
 3 MATE WITH
ENGINE GEARBOX
                                                                                                                                          OUTPUT SHAFT
                                                                                                                                  SELECTOR LEVEL
                                                                                                                                  (P.R.N.F.) AND
                                                                                                                                  CONNECTION TO
                                                                                                                                  ENGINE CONTROL
                                                                                                                                  IN THIS AREA
                                                             NOTES
                                                            I-ENGINE MOUNTING TO BE
                                                             CO-ORDINATED
                                                            2-OIL PORTS TO AND fROM
                                                             COOLER  AND OIL LEVEL
                                                             CHECK LOCATIONS TO BE
                                                             CO-ORDINATED

-------
                                                                                                                                                                  APPENDIX V-4 !
                                                                                                                                                                                Page 130
VARIABLE HVDRAUUC
THRUSTER
                                                                                                                                 iOUTPUT SHAFT
                                                                                                                                                                                  STEER  CONTROL
                                                                                                                                                                                  STOP
                                                                                                                                                                                 CRATO  LIMITER)
                          LOUTPUT TOROO
                                                                                    -TORQUE CONVERTER

-------
APPENDIX V-5  HYDROMECHANICAL TRANSMISSION COMPONENT SIZING
                                                     SHEET  I   OF  3
   TR1- MODE   HNDROMECHANMCAL TRANSMISSION/  DATE	
   - AEROTET  RANJVONJE  £>OO'ME APPLICATION!        BY	

     SCHEMATIC  SUMMARY
     (AA*. ToSO
     80.5 fT.LS.
     SPEEO 376o -
          RPM
NVAy.
8O.S PT- i-S-
SPEED ± SlSO RPM
                                                                   Page 131

                                                               	I
                                                               Form G 7716

-------
                   APPENDIX V-5 (continued)
                                                    SHEET_2._OF.

                                                    DATE 	
         FoR   AE(^O^£T   RAtOvCirJE
                .xJfcMT  SiZiM<5
Page 132

 I	
         CLUTCHES
            •    S-/NJCU&ONJOOS  si4(PTi/0£  - sizj~£>  rsv  MAX:
                 STATIC   TO&QUE,  ^°T  E^EJ^CV
            »    MAXMt'M   CLUTCH  Liuiisjc  OK»«T
                 «- SSO  PS>
                              CAPAC-iTV   AT  MAX.
                             —  36 7o  MODE:  |  CuUTC_H  a
                  80 7o   HODE.  2  AJvJb   3
             t    MAxrljv\uM  S^i-EjCi.R.  STfl£.SS  "Dots  M<3T"
                                                 MAX-
  3.
            •    PACE  U«I2T>4   S\z.Ejj   R,-/  -rue.  CREATOR  OF
                 TOO  CRtTE-RtA —
                      (0 MAXIMUM  AUUOOA.G,I_£.   AC,MA.
                         C,£>J^IM^  STRESS  OP   120,000  
                                                             Form G 7756

-------
                      APPENDIX  V-5 (continued)
                                                    SHEET	3_OF.
                                                    DATE 	
                                                    BY	
4.
           •   MEAJM   LOA4D  OS£D   ^R
                               ASSUMED   To  BS   '/S  OP
                        O^D .    ('N/OTC./ TH~E.   MEAM
                        To  TUe TRAMS .  J)2.£S  0££Ji   TO
                                    A    3SOO  HOO/IS
                                                                  Page 133

                                                              	|
                                                              Form G 7756

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     APPENDIX V-6   TRACTION DRIVE TRANSMISSION   COMPONENT SIZING
TRA<1TIONJ
                                            ONI
SHEET__L_OF.

DATE 	

BY	
        SCVLEMATK
                                            MAX TORQ
                                            71 FT-LB.
                                            SPEED
                                            214-0 -14140
Page 134

   I	
                                                                     rm G T1 .

-------
APPENDIX  V-6 (continued)
                                     SNFFT  2-  OF
                                     DATE 	
                                     BY	
            TO
                                                     Page 135
                                                    	I
                                                 Form G 7756

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            (SPACER PAGE - INTENTIONALLY BLANK)
Page 136
                   Sundstrand Aviation

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APPENDIX  VI-1.  HYDROMECHANICAL   TRANSMISSION/COMPUTER   PERFORMANCE
PROGRAM

The purpose of this program was to determine transmission and vehicle performance of a simulated
vehicle with a hydromechanical transmission  for a given duty cycle. The program also computes
speeds, torques, horsepower, working pressure in the hydraulic units, power losses, and efficiency.

The required input parameters are listed below:

     Vehicle parameters
     Engine specification
     Fuel consumption data
     Accessory specification
     Duty cycle definition
     Planetary dimensions
     Gear ratios and efficiency
     Hydraulic unit displacement
     Charge pump pressure range

The  program  is a discrete simulation which calculates the conditions necessary within the system to
obtain the desired response. For each  duty cycle condition,  the program  calculates the required
data. The following paragraphs explain in detail how the program works.

For  each incremental  time  interval the vehicle speed, acceleration, drag, and tractive effort are
defined by given  input data  or predetermined  duty  cycles  available as subroutines. An  initial
estimate of required engine  speed  is made, and  a check is made to be  sure that the  estimate is
greater than the minimum  possible engine speed for the vehicle  speed in question.

Next, the speeds of the various components of the system are calculated. Since the transmission is a
multi-mode transmission,  a check  is made  to determine which mode is correct for the calculated
speed conditions.

After the speeds have been  determined, the  torques and horsepower in the various transmission
elements are  calculated.  Horsepower  loss in the hydraulic  units is calculated  by  a seoarate
subroutine. Torque and horsepower are found by a trial  and error procedure. A  working pressure
(which  controls system torque) is assumed  and 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 recalculated.  If the recalculated  working pressure differs by more than 10
psi from the  assumed working pressure, the assumed working  pressure is  modified, and the  whole
process is repeated until it  iterates to a solution.

The  horsepower flow in the elements of the  transmission are found from the  torques  and speeds
determined above.

Then the other power losses that  occur in the transmission are calculated. These losses include:
charge pump power  requirements,  planetary  gearset losses, transfer gear losses,  and open  clutch
power loss.
                             Sundstrand Aviation

-------
The  total   power  loss, the  total  power required  from the engine to the transmission, and the
transmission efficiency are calculated. The total engine power includes the vehicle accessory power
requirements.

The  calculated engine speed is compared with the engine speed  that would yield the minimum
specific fuel consumption for  the required power level. If the engine speeds do not correlate within
one  percent, a  new  engine speed  is assumed, and the process is repeated until it iterates to  a
solution.

When a solution  is achieved at minimum specific fuel consumption, engine speed, fuel consumption
and energy efficiency are calculated. Then the calculated output is printed,  and the program goes on
to the next condition of the duty cycle.

When the driving cycle  is completed, a summary of fuel consumption, energy efficiency, average
power requirements, distance, and time is printed.

A typical readout is included as part of this appendix. The example presented here is of the EPA car
at test weight. The  engine  is  the Aerojet prototype configuration Rankine engine.  The assumed
vehicle accessory load includes the air conditioner, but the accessory load at maximum engine speed
was  scaled down  as a function of maximum engine speed ratio because  of the narrow operating
speed range of the engine (see Appendix 1-8).

The  transmission featured  in  this computer run was the  Sundstrand  Tri-Mode hydromechanical
transmission.

The  duty cycle assumed  was  the complete  Combined  Driving Cycle,  which includes the Federal
Driving Cycle, the Simplified Suburban Route, and the Simplified Country Route.

The  readout  includes the input parameters for each driving cycle, the output parameters for each
driving cycle condition, and a  summary  of the results of each of the driving cycles. (Only the first
127 seconds and the last  135 seconds of the Federal  Driving Cycle are shown here.) Also included at
the end of the readout is  a summary of the combined duty cycle.
    Page 138

                            Sundstrand Aviation

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  APPENDIX VI -1  COMPUTER  RUN  - INPUT  PARAMETERS
'UO. ECONOMY  /  T»AN«l5MnN PEPFPRCAKCE ANALYSIS
FOt 4 VEHICLE UMH  *  HYOP1»FCHANICAL TRANSH 55ICN


 •-IT-7Z BUN  1.03 EP4  TUP9INE CAP  FEDPAL DRIVING  CYCLE

 AEROJET RANKINE ENGINE  TIT k/1.5 IN. LOG


INPUT PARAMETERS
VFHICl E Wf tr.HT  ILP) ............................... hT-   4640.000
UKR I*E«TIA  (FT-i.,_s6C2) ........................ i,,,     U.2CO
FPDNTAL 4»FA  (FT<| ................................ tf,     20.000
CnfFFICIF'lT 1C  r,c«f, ............................... CP=      0.600
F-UFL  DENSITY  iLp/csLi ............................. at*     *.2*o
ENGINE Clff ....................................... **'.'     '.DOO
OUTY  CVCIF Cn^S .................. . ................ CUTY*   J.OOO
OUTPUT  CODF ....................................... CUT
                                                            ?.000
NO"OGR»PH
      AT  C
      AT 85
                                                        0.4110
                                                        O.^'TO
                                                        1.0000
                                                        7.0000
                                                       1*.2000
ENGINE SPEFT  /  C>"MMF  LINK  SOFF"	«l-
V-IINIT SO11 FT  /  V-UNIT  II 'K  "EEH	'? =
MODE * F-ll'lT  SPr^D  /  »nn=  1 F-(JMT LlK« S Pr t r,,...«?«
MOnf 2 F-PMT  ^c>tcn  /  «pic  p F_IJ.|T LIN' SPF=C....°4"

TRANS CUTOUT  LPIK  «»CE" /"'"'INS CUTOUT SPEE D. .'.'.'. ', Bf.   UCOOO
TS AN S OUTPUT  SPFFD / A >LE  SPFFO	FA*   4.5009
                                                         2.2000  O."FSH|
                                                                  ."E«"I
                                                                  .950EFFI
 HYD  UNIT  P I ^^lar F»ENT	......CISP*    1.^00
 WHFFL  0 MM F TC 3 t .... ; ............................. «CW*     2(>.400
 CEAP "ESH fFFICIE'lCY	.....FG'      0.>»*
 MODE 2 PL A>.FT«av c«'5 !C1« LINK	.....KAR2-   4.000
 "nns 3 PIANCTARY c»JO'c' LINK	......7CA»i*   i.ono
 MAXI»U" ClUTCM  lf«t .T'SFPn.ER	HCL<*   1.^00
 M|NI»UM CHARGE  Pl'"P P°FS>E	 PCN«    >>0.000
 MAXIMUM CHARGE  Pu"P PRESSURE	FC»-   250.000
                                                                                       Page 139
                         Sundstrand Aviation

-------
      APPENDIX VI -1   COMPUTER RUN (first 127 seconds)
Uf\.
 »  A
               / TTAMS"I«M1N •* •FORI'lNCf: ANALYSIS
        VEKtClF WfW A  M»f>oO»fCM»MC»L  T»A«»1SSK>>
    g-|7.7j BUN  1.0? FPA  1UP» IN? CAR  FEORAL DRIVING CYCLE

    AEROJET HtSKINf ENGINE Itl k/1.5 IN.  ICC
   OUTPUT PAPAXETC9S
                                ENGINE
                                                  TR AKSf I S S [TN
                                                                   OOAO
                                                                                     FUEL
SPEfO ACCEl
fft- F/S/S
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0.0 0.0
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0.4 2. If
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5.<: 4.72
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)5>.« 2.64
22.1 0.5<=
22.4 -O.C7
22. C -0.71
Jl .5 -0.77
20.9 -O.«l
20.1 -!.»•;
19.7 -2.40
17.1 -7.C?
15." -1.^4
15.1 -0.55
15.2 0.44
15.6 O.»l
16.1 1.17
17.2 2.05
I*?*! 2 « *• "*
21.0 2.1i
22.0 1.32
22. P 0."
22.7 -0.27
22.4 -1.4'
20. • -2.f4
10.0 -2.49
17.4 -2.35
16.1 -0.48
16.7 I. 10
17.8 2.11
19.6 2.«6
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Page 140
                         Sundstrand Aviation

-------
        APPENDIX VI -1   COMPUTER  RUN (first  127 seconds)
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                            Sundstrand Aviation
                                                                               Page 141

-------
     APPENDIX VI -1  COMPUTER RUN   (last 135 seconds)
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                    Sundstrand Aviation

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 APPENDIX VI -1   COMPUTER RUN  (last  135 seconds)
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•. -567. 0.3 '.69 6. 57 f
!. -541. 0.0 7.44 4.43 •
r. o.o n.o n.o o.o o. o.n 7i. -v-. c.o 7.23 2.34 e
C. 0.0 0.0 0.0 0.3 0. 0.0 71. -238. 0.0 7.11 1.10 8
41
42
42
43
43
43

44
41
41
43
4}
42
42
42

41
41
41
4 C
4C
40
IS
39
19
39
3 9
39
36
» 7
31
37
36
36
36
36
25
25
34
33
22
32
31
31
2 I
3C
20
31
1 I
21
M
22

32
13

> -.)
33
33
3 3
33
33
33
                Sundstrand Aviation
                                                           Page 143

-------
           APPENDIX VI -1     COMPUTER RUN (analysis)
        FUEL  ECONOMY / TPAN5-M SSI^ pF°Fr°'M>>rE  «N»I
        FOR  * VEHICLE KITH  l  rtYOon"FrHANIC4l_T''»NS»
         H-17-7? RUN  1.03 EP»  TUP.9INF CAP  FEn3»L

         AEROJET P4NKINF ENf.INf  1X1 k/1.5 I N.  I rr-
                                                          ,  CYCLE
       me AH  ""'P  KNr i>;r  D»lvl'".i   VMS.IIV'N*    2'}^
       Fna ALL  -ill>n  ivFMitLE cnis'iw.l CONOITICNS    a.2l>

   MPG nVEBJll  FOP  ALL  CONDITIONS

ENGINE OB IV INC  MODE

   TnTAL WhEELS-TP-»OAO ENFOr.Y.HP. 5EC
   TOTAL  ENGINE ENfBf.Y  < I NCL. ACCE S < .) . HP. SEC

   4VC. WHEELS  TP  BOAf)  HP                               ij'5?
   »VG. ENGINF  t-P  I INCL.SCCE SSI                        22.55

   TRANSMISSION ENERGY  EFFICIENCY                     78.205
                                                            I  T.'.VSHl.  1367.SECI
ENGINE COASTING "HOE

   TDTM. «0*0-TO-h«EElS EN£»C T,H». S£C

   »VC. PlO»C-TO-tiHEELS HP
                                                     -JTT*.9»

                                                        -T.JS
          FUEL  ECPN1«Y / TOA*?*! SSI ""  »FPFn<>»AM"F ANALYSIS
          tr\* A  VEHICLE  WITH * H>oac»ECHANiciL  T»AKS»ISS ICS


           9-17-72 PUN 1.03 EP4  TUfJlNE  CAB   SI'FUFIEO SUSUKAN  (CUTE

           AEOOJET BANK IKE FNGINE  T*I  wi.5  IN.  LOC


          INPUT  PARAMETERS


          VEHICLE MEir.MT UCI	MT.   *60n.i5f>0
          Mt-FEL  |fE"TIA  (F T-il-SEC2I	M»     11 . 200

          CTFFICIF'JT OF r»»r.II "m.T.'" Ill lit I""I '.'. '.'.'.'.'. Tt"'      ollSfl!)

          ENGINE c'"aE.......... I" I! I! i; II11II I!'. I'. li.'I I'l^ik-,*     'I ico
          OIITY  cYri f cnnc	,...:JTY-    i.ooo
          OUTPUT CnOE	CUT-     2.000


          NO»dftPAPH niui'i 'IHN!! I'.'.'.'.".'.'.'.'.'.'.'.'. ',...'.'.'.'.'.'.'.'.'. TJ=  oTf-'oo
          NO"OCDAPH CI'ENSIl)*'	t*  1.0030

          UB/t-B  AT  C*"f"Il".'.I limit II II ! ! II'.I I'.! .'. .'. ! ?3H\  i  7loOOO
          LB/HR  AT 85""*'	FP"2  «  1

          ENGINE ^"EECl / ENGIV  LIN»  <;=ctn	01,

          "OOE  3 F-OviT  SffFn  /  -'-IF  >  f-'_','\ '-' l_] i«'?cFF?I^ loi,
          MPQF  2 F-UMT  cPfFr  /  Mr -  ?  F-UMT LlK< Ssfc"^....^^»
          MPDF  1 F-UMT  SPffn  /  "ODE  1  F-L'IT lf^K Sc = cc....csa   '*^''6^7
          TRANS  PUT»UT I !'.<  S'EF"  /  T3-.NS  TUTPUT  ^i>EE3	'*=   l.COOO
          TRANS  OUTPUT SPEED / AXLS  ?PCEO	SA-   4.5000  (6.950EFFI

          f-YO UNIT Of«>l4CE"ENT	CI5P.    1.500
          MME?L  OIA"ETEP	;«»     2(>.'.ir)
          GFAR  MfSH f EF  I', It ',C"	c"=      0.4°5


          HA*|>'U« CLUTCH LTS5 HIO<;F ^"l.F5" ""!!'! II"I*.III ' FLCLX»   l!500
          MINIMU" C.ff'if Pt"» P5CS£(.5F	cr\,    6O.OOO
          MAXIMUM CHARGE PU«P PRESSURE	FCX»  250.010




          FUEL   fCPN1"Y  /  TO/IN '«| |SS |TN


           S-17-72 RUN  1.03  EpA  TO»8INE CAR   SI'HIFIED  SJ8URBAN ROUTE

           AEROJET RANKINE ENOINE  T»T »/i.s  IN.  ICG


          OUTPUT PARAMETER'


             VEHICLE                        ENOI^'F               TSAMMfSSrON         «P40                 FUEL






   ?8:8  8:8 |2S;J   i?S;S  ?f^S: l??^c:  t:?8  19:?    ,»::   8:2«  5«:  ZS:T    ,55:  igS;   4-?iS  H-i, H-3? JJ-2?
                                          4.27  22.3    6.5   0.5*8  339.  7«,5    126.  126.   O^K  1<>'.19 li'.OI 12°.2J
   Page 144
                                Sundstrand Aviation  B

-------
            APPENDIX VI-1    COMPUTER RUN  (analysis)
        FUF\. ECONOMY  /  TRANSMISSION PEPFPPHNrF  ANALYSIS
        fO» » VEHICLE WITH A  Hincr.MFcmNiCAL  Ta JN
         8-17-72 »UN  1.03  EPA  TURBINE CAB   SfHIFIEO SUBURBAN  ROUTE

         AEROJET RANKINE  ENGINE TIT w/1.5  IN.  LOG
                    I«HF< DEa r.mLriN  , »IL!=<;  .  SECCM1S
       F0» ALL »HOn l?Nr,INE DRIVlNf.)   C?NO! "I CSS  12.228 I  7.486*1,   898.SFC)
   I«PG F0« MA -HPO (VEHICLE COASTING) CONDI TICNS   0.0   I  olo   MU
   »M>G OVERALL FOR  ALL  CTNOITIONS                   12.228  t  T.486MI,   898.SEO

ENGINE DRIVING "ODE

'   TOTAL Wt-FFLS-Tn-snAO FNFar.Y.HP.SEC                7875.40
   TOTAL ENGINE ENERGY  I I NCL .ACCE S5. I ,HP. SEC
   AVC. WKEIS TP POAO  HP                                8.77
   AVC. ENGINE hP CINCL.ACCESS)                        16.88

   TRANSMISSION ENERGY  EFFICIENCY                     72.42*


ENGINE COASTING MODE

   TOTAl RPAC-TO-wt-fELS ENERGY.HP.SEC                   0.0

   AVC. ROAC-TO-WHEELS  HP                                0.0
      FUEL  ECTNO-Y / TBSNSHI R»»KrE ANALYSIS
      FOR * VEHICLE  WITH A HYOROKfCHANICAl.  TPANS»ISS1CN


        8-17-72  RUN l.OJ EPA TURBINE CAP   SI»FLIFIED CCUNTRY RCUTE

        46ROJET  RANKINE ENf.INE  TMT  K/1.5  F N.  ICG


      'INPUT PARAfFTFRS


      VEHICLE wflCHT (IB) .............................. .WT«  4600.000
      wkEEL  INERTIA  IFT-LI-SECJ ......................... wi>     u.zoo
      fBfMTAL AREA (FTJl ................................ if,     21. .100
      fnFFFKIENT OF T»«G ............................... CD-      O.tOO
      FUFL  DENSITY (LB/r-AL) ............................. :EN«     "-.z^o
      FNr.lNE ClfF ....................................... E^".-     J.)00
      DUTY  CYCLE COCE ................................... C )TY«    1.000
      OUTPUT CODE ....................................... CUT»     2.300

      NCWR'PH n^EN^ION ............................... t-  0.^100
      NOror.RAPH ri^EN'in-i ............................... p«  o.fjno
      Nn»ocRA»H ni-ENSir.N ............................... c=  i.ccoo
      NFMAX/N^xtx ................................... ^^iTF=  ».'0?l
      L»/HR AT   c "P" ............................... P»M1    7.CCOO
      LB/HR AT  85 "PH ............................... fPHZ  » 14.2000

      ENCINE S»cfO / F'-IINF LINK  ?»Fcn .................. M*  o.41»4 IO."ESH)
      V-UNfT SPfE} / v-fJIT lt.'.<  rpejo .................. C2*  2.^157 (?.••>
      "OPE  3 F-UMT  SP'Cj  / Mnr,c  •) F-uMT  |_tN« S fc £"...." 3 =  2.20T1 (1.«'S»-)
      »n?E  2 F-UMT  SPCFH  / "C':E  ? c-UMT  LISK <. ft -.~i . ...»'•'  2.20JO I3.« = SH1
      >«nnE  1 F-UNIT  ^PfEO  / "OOF  1 F-uMT  LIN< S Fr c 1. .. . «5»  7.3^"-T l?.«E^f»
      TRANS PUTPUT Ll'i"  SPF.ED  /  TS'.N^ PUT'UT S»EET ...... =4=  l.f";00 IO."ESH|
      THANS OUTPUT SPfFD /AXLE  JPFEn ................... SA«  4.5000 (0.950EFFI

      HYD UNIT  rUSPLACf "E'lT .................. . .......... C I S P-    1 . ">0 0
      WHF.EL  ClAMEtrc .................................... C'*»     26.400
      GEAR  «ESH Ecc!rir"C>' ........................ . ..... £'">*      O.oq^
      "OOE  2 PLAf:cTi5Y C'^0 15°  L I •;« ..................... 7Ca=2=   4..1TO
      "OOF  3 PLAN?T;«Y rflsojcp  \_\\n ..................... :c»"1=   1.1"0
              CLUTCH LT'S MF.O^E POv.CI< .................... HCL«=   l.SOO
              CfiA^r.f PI,""  PUCS'LB? ...................... FCN»    >O.OCO
              CHANGE PLUP  PRESSURE ............... .......fcx«   250.000




       FUFl  FCPN1MY  /  TC4NS«I'MTN PEPFm>»AM;F  ANALYSIJ
       FOR  * VEHICLE  WITH »  HYnRn»ECHANICAt  TPSNSUSS I C 1


        8-17-72 RUN  1.03  EPA  TURBINE  CAR  SI^FIIFIEO  CCUIVTRY  RCUTE

        AEROJET RANKISE  ENGINE  tMT k/1.5 IN.  ICG


      OUTPUT PARAMETERS


          VEHICLE                        F.W5IM6               TH»SS»ISSICN       _0^C          _

                                            "                  """        CRAG  TRACT     L«/   L /    -P*-.    «r

                                                                                                                   "_

                                                                                                                   21
        cCfn»FT|      nsT    sPFCcsTTL  5  FoLTATrH      A    A      L«    L        .
       F/S/S   INC   CU"     FT     RP*    HP    »P   FT-LS   ("AT 1C  P'Fs    t'f^    _Lf __ L^ _   ..." ___ "* __ ':..-.-
   Mn  n n ICA -   t * t.  i  IIACT  1C7CJ   4 4S  7Q.-S    P.I    0«^3q  44Q.  S'J.S    1 ' *> •   !'*!•  0.6CJ  ?3»77  13.21  13.
»,n*n  n'S UtM   5f?'?  U5nZ"  jns%7   4*3  3<»  7   10^2    O.?20  I**.  "1.7    1
-------
           APPENDIX VI -1    COMPUTER RUN   (analysis)
          FUEL  SCANTY  /  T6AN?«I5MCN  l>fpcnp»«KCf  *?*VTI!5i,
          FOR *  VEHICLE WITH  A  H>Ofn"ECH4NICAL  TRASS»ISSie*

           8-17-72 RUN  l.OJ EPA  TUPRINE  CAP   SIMPLIFIED COUNTRY ROUTE
           AEROJET RANKINE ENGINE  1MT  k/1. 5  IN.  IOC

 PERFORMANCE SUHMADY I»HF5  PE« GALL"N  ,  "I 1= 5  ,  fECTKOJ        ,,,„,   4A
    H»c FP" »U  «HT ifsr.iNf osivlNCi   r.nvniTiCNS  12-P* J  I-!11!!!1   *n  fri
    f-fG FOR ALL  -HPO (VEHICLE  C045TINGI CCA1I TICKS   0.0   I  0.0  tit    O.SECI
    WPG OVERALL  FP« ALL  cnNOinoNS                   iz.w* i  T.etiMc.  4««.sfC)
 ENGINE DRIVING "OCE
    TOTAL  WHFElS-TO-OD«n ENEROY.HP.5EC               }S!i?'5i
    TOTAL  ENGINE ENHGY  I INCL . AdCE 55. | tHP. SEC        195*6.58
    »vc.  WMFFLS TO on^n  HP                              H*S1
    AVC.  ENGINE t-f  I INCL.ACCES5I                        41.TO
    TRANSMISSION ENERGY  EFFICIENCY                     49.T35

 ENCINE COASTING MODE
    TOTAL  ROAO-TO-Kt-EELS ENERGY.HP. SEC                   0.0
    AVC.  ROAC-TO-WMEELS  HP                               0.0
          FUEL  ECONOMY / nuNSxij^tcN otcfrwif.re ANALYSIS
          FOR  A VEHICLE  klTf A  MYDOOCFCM A»:i C U TB1NS»I SS ICN

  CC«efNEO  FEQRAL  OPIVING C YCLE , ?l »»LIF I EO SU9UPBAN CYCLE, 4kC SIMPLIFIEC COUNTRY CYCLE
  PERFOPMANCE  SU»M«OY IMHES pf «  GALLON .  »IL?S . SECCKCS
     I>PG  FTR  AIL  «MPO (ENGINE  OBIVINGI   C^NTt TICKS  in. 341 ( 21.274MI. 2219. <PC  FOR  ALL  -MPP IVEHJCLE COASTING! CCNDITICNS   a.213 I  1. 47311,  51*. SEC)
     KPC  OVERALL  FPR  ALL  CONOITICN;                  10.621 I 22.7*6X1, 273*. SEC)
  ENGINE  PR IV ING  NODE
     TPT*. WKFELS-Tn-RnAO  ENFKGY.MP. SEC              3*271. <»8
     TOTAL ENGINE ENERGY  I INCL .ACCE S 5. I ,MP. SEC        5392*. *7
     AVC. t^EELS  Tp PnAO  HP                              15.**
     AVC. ENGINE  H> ( INCL .ACC E 5 SI                        2*. 30
     TRANSMISSION ENERGY  EFFICIENCY                    «1.227
  ENCINE  COASTING "GTE
     TOTAL HOAO-TO-WHEElS  ENERGY.HP. SEC              -377*. ««
     «VC. ROAC-TO-WHEEL S  HP                              -7.33
Page 146
                              Sundstrand Aviation

-------
                          APPENDIX  VI -2



              ZB32 - VEHICLE PERFORMANCE PROGRAM,

                 TORQUE CONVERTER AND TRACTION

                      DRIVE TRANSMISSIONS
Program Language:  Fortran IV


Purpose:  To determine vehicle performance (Including fuel
consumption) for any given vehicle with a traction drive-torque
converter, or automatic shifting gearbox-torque converter type
transmission and with any given engine for (I) any given vehicle
output specified driving cyle, or (II) a standing start acceleration
run under the application of the given engine output.


Required Input

     Environment parameters:  Air temperature, road grade

     Vehicle parameters:  Weight, drive wheel radius, and total
     wheel inertia, frontal area and aerodynamic drag factor.
     (Rolling resistance factors built into program)

     Engine parameters:  Engine HP versus specific fuel consump-
     tion map, desired engine speed versus engine HP operating
     curve, maximum engine speed, torque and power, "closed
     throttle" fuel consumption at idle and some other engine
     speed, fuel density, engine speed versus vehicle accessory
     HP curve, and engine Inertia.

     Transmission parameters:  Transmission and drive line gear
     ratios and efficiencies, traction drive unit ratio range,
     reference torque converter characteristics, and required
     torque converter diameter.  (Traction drive efficiency
     computed in a separate sub-routine)

     Driving cycle:  Federal driving cycle, simplified suburban
     and country routes specified in separate sub-routines.
     Output conditions can also be specified point by point on
     punched cards in terms of vehicle speed, acceleration and
     and time increment, or in terms of required tractive effort,
     speed, and time Increment.

                                                         Page 147
                    Sundstrand Aviation

-------
                             Page -2-
     Drivlng cycle:  (continued)

     If the output performance conditions are not specified,
     then they will be computed for the case of a vehicle starting
     from rest under the application of (I) the given engine
     speed-torque curve in the case of a fixed ratio-torque converter
     transmission or (II) the given engine at its maximum power
     point for a traction drive-converter transmission.


Computed Output

     The program initially prints  out some transmission limiting
     parameters.  Such as conditions at the maximum power stall
     point, maximum creep speed, and some maximum system speeds.

     The program then takes the vehicle through each point in the
     requested driving cycle, printing out various speed, torques,
     ratios, powers etc. in the engine-drive line system, as well
     as speed, time, distance and instantaneous and cumulative fuel
     consumption.  At completion, a summary for the course, and
     the sections within the course are printed out.

Operation

     Following is a brief general description of how the program
     operates.

     Prom the given vehicle speed and acceleration (or tractive
     effort) for each given driving cycle point, the program
     calculates the required driveline speeds and torques from the
     road wheels to the torque converter output shaft.  Knowing
     the torque converter size and characteristics, the torque
     converter input speed and torque can be calculated,and thus,
     the output conditons at the traction drive unit.

     The engine speed is determined by the power required to satisfy
     the particular duty cycle point and the given engine power
     versus engine speed operating curve.  Thus, the speed to the
     traction drive input can be determined.  The required
     instantaneous traction drive ratio is then determined from
     the required input and output speeds.
    Page 148

                      Sundstrand Aviation

-------
                              Page -3-
     Operation:  (continued)

     This ratio must be within the ratio ranee specified as input
     data.  If this range is exceeded, the unit will go to its
     maximum ratio and the engine will be run at some speed off
     its required operating line.  (Part of the system optimization
     is to choose a ratio range that coincides very closely with
     that required by all the vehicle performance limits.)

     The traction drive efficiency is calculated as a function of
     the traction drive input torque, which means the input speed
     must be determined by an iterative process of first assuming
     an efficiency, calculating the required engine power, and
     traction drive input conditions and then actual efficiency.
     This is repeated until the actual and assumed efficiencies
     are sufficiently close to each other.

     Instantaneous fuel consumption is computed for each point
     from the calculated engine power and speed and the given
     specific fuel consumption map.

     Time, distance, fuel consumption and energy are accumulated
     through the duty cycle for the completed driving cycle
     performance summary printout.

     If a duty cycle is not given, the problem is worked in reverse,
     that is,instead of calculating the required engine and
     transmission conditions to give the specified vehicle speed
     and acceleration, the speed and acceleration will be computed
     with the specified engine output.
Sample Output

     Following is  a sample  printout  of  the  program, giving the
     first 69 seconds,  and  the  last  33  seconds of  the Federal
     Driving Cycle, the Simplified Suburban and  Country Routes,
     and the resultant  combined course  summary for the traction
     drive-torque  converter transmission  and Aerojet Rankine cycle
     engine.
                                                              Page 149
                                           >"v.
                         Sundstrand Aviation

-------
       APPENDIX  VI -2      FIRST  69  SECONDS  COMPUTER RUN
                                                                                 F

VEHICLE ....... E"a TiiKiINc CArf   C"«Hl:i 10'J. . TiJirT | r, iv 1 /.- / r IR.'JE  CQ
                              '
              .
  CnNvtklf.R ..... Fij30 j.r.l  S.l'.H.

                                    INPUT DATA
 VEHICLE  TAKE, OVER EpA COMPOUND ORIVINC CYCLE

 DIAMETER OF  CONVERTER/COUPLING  T3 BE SCALED  .............   6.12  INS.

 VEHICLE  WEIGHT ...........................................  4500.

 DRIVE  KHEEL  «AOIUS,FT ....................................  1.100

 fQTAL  HMEEL  INERTIA, SLUG-FT-M ...........................  11.20

 FRONTAL  AREA, SO. FT .......................................  2J.OO

 MR  TErP.,OEG.F ..........................................   85.0

 AERODYNAMIC  DRAG FACTOR ......................... . ........  0.600

 »0»0 GKApe»PtRCENT .......................................   O.O

 H.I.T. ROLLING RESISTANCE  FORMULA?. USED
   ll30-B32/T(ia'JUi:  CHNvfxTfR-FLU I 0 COUPLING  SIZIMf. AI.O PERFORMANCE  ANALYSIS
   VEHICLE PFRI-JRMANCE  vtiilU'i	REVISION F

  VEHICLE	F.PA  Tij-IKI-lf  Ci^  C'.wdr.EC  DUTY  CYCLE
  ENGl'l?	..AJH-MrT ^.V.nlr.5 E-jCl"?

   CONVERTER..I!.FOSO  J.-M S.
                .22000.

        ACCESSARY HP
          *.00  4.23   ».55  *.rt2
        IP Fps I
  ,  .,  -  I n L e >' - -
  101 E  FL'F.l  R.1. I E»l;
                       ..... .                                     .
  {Ncifif  smo NJ,RPH ...................................... 22 010. r
  FUCL «ATc AT N2.LD/H-1 ....................................  12.0JO

  FUEL OE:.SITY,LB/GAL ......................................    S.^8
  TRtCTITi. OSIVF P.ATm  4i"4i,i	  5.000
  HAX.ENI.I-'F T rfOuE, FT . I F-	    > 8 .«.
  HAi.t-M. !•.£ H	  170.1
  HAX.fcNO |r,6 i<.'-l	22000.C

  CEAR  Rftrig^.-T.URfVf >;<';3»'-G4	   2.750   l.CC.''  l.fOO 1J!.7»0
  tf F1C IE.'.ClFS.eol,EG2,E( 3,cG4	   1.000   l.OOu  0.9S5   0.950

  DESMEl' ENGI. E HP-SPLET  ..il'ff'.iTIJN

     ENGI'ifc HP
         li.    14.     17.     20.    25.     30.     40.    50.    55.     60.    65.     70.    71.

     ENGI'.C RP •
      160JO. 16000.  16">30.  17670. 18570.  19400.  2f)74(>. 21530.  21790.  21930. 21990.  22000. 22000.

   12.00 I1'. RfFFKE'lCF  CruVERTtR/CTUPLI'iG  «1S GIVF'. As II.PJT DATA


         0.0   O.'OO  0.3CO  U.J'.'O 0.400 0.4SO n.5ir> C'."i50 0.600  O.HC  O.t'JO 0.'5O
         O.BOO 'l.rtSi)  0.8tO  0.''i.0 0.9213 O.T.O P.15" 0.'60 0.970  0.9HO  0.9VO 0.'^92
        TURC'jf  RS'KI
         J.CIU 2.6-10  ?.lc'0  2.010 1.300 |.6-»0  l.Sbr 1.5UO 1.370  1.3^)  1 .'00 1.120
         1.030 I.''""  i.i-n  LOU-) I.ooo 1.0)0  l.'jco l.ooo i.ooo  t.c">  '.oor t.doo
        CAPACITY r,'.CT:n.»
          196.   loJ.   I".;.   1V2.  167.   165.   164.  1*5.  167.   16S.   172.  l~6.
          183.   196.  iji,.   21-..  225.   25^.  27ti.  3^0.  400.   dO.l.  2000. 4000.

    6.12 INCH COrr.ERTF«/COuPU-iG SCALEP  FROH    12.00 INCH *EFE»E')CE UNIT

        SPEED RATIO"
         O.C   O.ICO  !>.."••?  0.3 O 0.410 0.41>n P.'f O.551 O.f,c0  0.650  0.70D 0.'5C
         0.8OO 0.^50  0.^*'0  u.^ 'J 0.920 0.^4C 0.95f' 0.^*60 0.970  0.960  0.9-*o O.ct*2
        TU»
    *0 l.5^" 1.5UO 1.370 1.3"*" :.?.00 1.120 l.Oij 1.000 l.O'u i.HUO I.OOO l.ooo !.0(.'0 l.">.'0 1.UOO 1.&.10 I.OOO l.tOO CAPAC IT Y t dCTT*.* 1055. 1009. (66. 12J. J?7. BRr,. drtj. tB6. 897. 90*. 973. 9sB. 4*5. IOS5: 1-J77. 1152. 1211. 1340. M-»V. I7;j. 2153. 43?7.107*7:21534. Page 150 Sundstrand Aviation

-------
APPENDIX  VI -2   FIRST 69 SECONDS OF COMPUTER  RUN  (continued)
   iuo-f»32. ruHuuE ca-K'iaTE" - FLUID
  VCHClE
               F.OA Ti'-i.U'.. Cir
                                         DUTY CtClE
          .....           .»,
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Sundstrand Aviation
                                                                                                      Page 15,

-------
 APPENDIX VI -2  FIRST 69 SECONDS OF COMPUTER RUN (continued)
VEHICLE [
SPEED
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Page 152
                   Sundstrand Aviation

-------
APPENDIX VI -2  FIRST 69 SECONDS OF COMPUTER RUN (continued)
VEHICLE
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                   Sundstrand Aviation
                                        ^»  W ,
                                                             Page 153

-------
     APPENDIX VI -2  LAST 33 SECONDS COMPUTER RUN
VEHICLE
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Page 154
                   Sundstrand Aviation

-------
    APPENDIX  VI -2   LAST 33 SECONDS OF COMPUTER RUN (continued)
VEHICLE
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                                   3.-73
                          Sundstrand Aviation  ^'
                                                                             Page 155

-------
  APPENDIX  VI-2   SIMPLIFIED SUBURBAN  ROUTE,
                            SIMPLIFIED COUNTRY ROUTE,
                            SUMMARY  OF  COMBINED  DUTY CYCLE
    VEHICLE
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      Page 156
                                   Sundstrand Aviation

-------
APPENDIX  Vi-3.  VEICLE  PERFORMANCE  WITH  A TYPICAL 3  SPEED AUTOMATIC
TRANSMISSION

Vehicle performance was computed for the vehicle specified in the "Prototype Vehicle Performance
Specification" (Apendix  I)  using  data  for  a typical 350 cubic  inch  displacement internal
combustion engine and a typical 3 speed automatic transmission supplied by EPA under Phase I  of
this contract.

A.   Applicable Data

1)   Engine power and SFC curve (Figure VI-3A).

2)   Vehicle  drag and resistance forces  (see "Prototype  Vehicle Performance Specification,"
Appendix I.

3)   Remaining transmission and vehicle data, see Figures VI-3B and Figure VI-3C.

4)   "Typical" 3-speed automatic transmission,  vehicle  vs. transmission efficiency  curves, see
 Figures VI-3D and VI-3E.
                                                                              Page 157

                            Sundstrand Aviation

-------
                                                                                                                         y  i
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                                                                                                                 tancumptlon 1.1 nai (Lb,



                                                                                                                       '  I '. i    i
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                                                                                                                        I
3600

-------
                 Appendix VI-3    Figure  VI-3B
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 VEHICLE Pfc^P°=»-'i\CL:  V-r. efm ----- • ----------------------------------- ^EVISIPN

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        °oc.  !cnr.  ?'-rc.  •'pnc

     arccc jF3M ............. . ......................  o-)f).0
ICI F  FM-L  PATr ,La /K< .....................................  I'
FUR  "if?  AT N?,IR/^ ....................................  °.000

FUEL  D6^«!ITV,L3/r,AL ......................................    'S.za

SUFT POINT TAT 3

      "~~~       -»niVT< .................       2
           h° AT OFr""»:r
           3HIFT PCI'jT spr = n <; ,*r>M ........     b.O    15.0
             SHIFT  ar-iMT  «PE ^P S , '-'PH ......    ^^.o    r^.O
      M". x SHIFT nnr-it ^-n-^ns .............    cn.o    75.0

   t75 IN.  »FFCpfr;C=  r.T'i Vf- P TC h /C CU D I  I N -  V-AS GIVrK)  iS  INPUT  T

      SPEED 
-------
                   Appendix VI -3    Figure  VI -3C
 H ->0- ?•*.?, TfUfMlf c
 VEHCLE  PEC -^c r«."
                                    CrllPL !>•
          	->cc,  m. rv v>-  (D--J cp4i   (itr T^DFTICV
TPftf SM T* < ION. . ?  5.PF-" ".t'T'MTIC (?.=  'ST,1.^  'ND)  (P;





VFHICLE  ACCtLFf;£Tir>" PTC f-pp MANCF  %_^^    ,    ^.^...^	

AXLE  "AT IT	   Z.7SO

AXLF  EFF If IFMf Y	   0. ^50

VFMCL F  WE IGhT	   /-too.

       WHEFl  R4riU<,FT	   1.100

       WHFEI  IMFFTI/1 ,rl(jr.-FT-F T	   11.20

          SCA,?O.FT	   20.00



          1C  CRA'*,  FACTPQ	   O.f-00

POAC  G0Ar)E»PcCCENT.....	    0.0

P 
-------
 a
 (A
I?
ti
                  Appendix VI-3D   •'Typical*• 3 Speed Automatic Transmission

                            (Vehicle Speed versus Transmission Efficiency)

-------
                       — MAXIMUM ACCELERATION
                           CONSTANT SPEED C UlSE
               20
                      30      40      50

                          VEHICLE SPEED IMPH)
                                            60
                                                   70
                                                           80
    Appendix VI-3E    Transmission Efficiency  vs. Vehicle Speed
               ••Typical"  3  Speed Automatic Transmission
Page 162
                   Sundstrand Aviation

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                                   Appendix VI-3
B. Performance Summary  for  the  •'Typical  3-Speed Automatic Transmission*•

Idle Creep Speed
Accel.
Time to 60 MPH
Dist. in 10 Sec.
Time 25 * 70 MPH
Time 50 + 80 MPH
(D.O.T. HI.-SPD. PASS)
Dist. 50 * 80 MPH
(D.O.T. HI -SPD PASS)
Grade Velocity
30%
5%
0%
Fuel Consumption
Fed. Driv. Cycle
Simplified Suburban Route
Simplified Country Route
Combined EPA Driv. Cycle
Weight
©

0
©
©
Q
©

©
©
©

©
©
©
©
Performance
Air Cond.
On
18 @

11. 74 sec.
460 ft.
12.69 sec.
12.0 sec.
1150ft.

19mph
84 mph
115 mph

11.94mpg
17.86 mpg
15.99mpg
14.85 mpg
Air Cond,
Off
—

—
••w
••f
—
—

—
i"»
—

12,60 mpg
19.38 mpg
17.14 mpg
15.87 mpg
           Vehicle Weight 4600 Ib.

           Vehicle Weight 5300 Ib.
                                          In Third Gear
       Total Vehicles Accessory Power with Air Conditioner on - 4.0 HP at min eng. speed (800
           RPM), Linear to 15.0 HP at max. eng. speed (4800 RPM) - with Air Conditioner Off
           2.0 HP at min. eng. speed, Linear to 5.0 HP at max. eng. speed.

       Atmospheric Conditions, 85°F, 14.7 PSIA
                                                                         Ptge163
                            Sundstrand Aviation

-------
            (SPACER PAGE - INTENTIONALLY BLANK)
Page 164
                   Sundstrand Aviation

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                    VIM Control System Parameters
a    — Governor Valve Porting Area Coefficient = 2 x 0.078 In.


A-  - Governor Valve Spool Area = 0.1963 In2


Ay  — Variable Unit Control Piston Area = 6.52 In2


B^Bn-Bulk Modulus of Type A Hydraulic Fluid


kQ  — Porting Area Flow Coefficient
Temperature
°F
0
100
150
200
250
0
100
150
200
250
200
Pressure PSI
0
0
0
0
0
3000
3000
3000
3000
3000
6000
B-PSI
3.0 x 105
2.2 x 105
1.8 x 105
1.5 x 105
1.23 x105
3.6 x 105
2.7 x 105
2.3 x105
2.0 x 105
1.7 x 105
2.4 x 105
ko
91
93
94
95
96
91
93
94
95
96
95
 B9

 cv

 DC
— Governor Valve Damping Coefficient = 0.0449 Ib/in/sec


— Variable Unit Control Damping Coefficient = 0.006 Ib/in/sec


- Fixed Unit Displacement (10 in3/rev) = 1.59 in3/rad.


— Variable Unit Displacement per Unit Stroke = 1.275 in2/rad.

                                             o
- Polar Moment of Inertia of Engine = 4.0 in-lb-sec*


- Polar Moment of Inertia of Vehicle Reflected to Sun Gear of Transmission = 381 in-lb-sec2


— Governor Valve Spring Coefficient = 47.8 Ib/in


- Variable Unit Control Piston Spring Coefficient =  60 Ib/in
                                                                           Page 165
                        Sundstrand Aviation
                                 d.ntion at Su"Q*(r«"0 Ccrporj

-------
            VI1-1  Control System Parameters (continued)
 Ke   - Engine Governor Pressure Coefficient = 0.000741 PSI/(rad/sec)2
 KR  - Pressure Regulator Valve Coefficient = 2.04 PSI/PSI
 L    - Vari./Fixed Unit Leakage Coefficient = 0.00585 c.i.s./p.s.i.
 Ly  - Control Piston Leakage Coefficient = 0.0001 c.i.s./p.s.i.
 M_   - Mass of Governor Valve Spool = 4.46 x 10"4 Ib/in/sec2
 Mx  - Effect Mass @ Control Piston = 0.02435 Ib/in/sec2
 Rj   - Input Gear Ratio (Nv/Ne) = 0.8242
 R2   -Gear Ratio (NF/NS) = 1.975
 V  = V   - Volume of Fluid In Control Circuit = 12 in3
Page 166
                        Sundstrand Aviation  fOk

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                           VI1-2 Equations

1.   Vehicle Velocity, MPH
    MPH = 0.04996 W$ m.p.h.
2.   Angular Velocity of Sun Gear, Ws
    Ws = 1/JSJ(R2TF - TL - TAR - TRR)  dt rad/sec
3.   Fixed Unit Torque, TF
    TF = DF Pw in-lb
4.   System Working Pressure, PW
                   vXyWv-DFR2Ws-LPw)dt p.s.i.
5.   Variable Unit Angular Velocity. Wy.
    W = R« W0 rad/sec
      V    16
6.   Variable Unit Control Stroke, Xy
    \ = 1/mM(-CV Xv - kvXv + AVPC - Fw) dt dt INCHES
7.   Control Pressure, PC-
    Pc = Pl-P2  p.s.i.
    where:
      1      IjiOr*    1   oO  1     Q    VV    VC
    P2 = B/VjA - a2k^P2- Pd + a4 k^Pp, - P2 + AVXV + LVPC) dt f
8.   Governor Valve porting areas, a^, a2, a-r & a^
    a1 =a2&  a3 = a4 = a Xg IN.2
9.   Regulated Pressure, PR
    P — i^  p   n c i
    where:
                                                                      Page 167
                      Sundstrand Aviation  £o».£.

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                           VI1-2 Equations (continued)
 10.  Governor Valve Spool Position, Xg.
     Xg = 1/mgjj(- Bg Xg - kg Xg + Ag PN£ - FpL - kg Xjn) dt dt INCHES
     where:
     Xjn = 0 to 0.5 in., Throttle input.
 11.  Engine Angular Velocity, We
     we = 1/Je f (Te ~ R1 V dt irvlb-
 12.  Variable Unit Torque, Tv.
     TV = DVXVPW In-Lb.
 13.  Engine Torque, Te
     Te  =  f (We/ MPH. Xjn) In-Lb
 14.  Variable Unit Wobbler  Force, FW
     Fw = 0.045 Av Pw Lb.
Page 168
                       Sundstrand Aviation

-------
VII-3    TUBBINE  TOBQUE  VS. TURBINE SPEED -  RANKINE  ENGINE
                           f _i ., .i-i. * I ..,
                           rlltt.tr-;:


                                               t ! I ! !--!—«-
                                               -4—t- t t . .—t • t-
                                                .-l fc . -i_l..._i.
      . .ij-i.^i i.--1
      --jTl.l-l.4-Ij
                                                                   w
                                                                    u-4-;.i"4-P

 >

        G
                                        	»• V -
                                        n:/-l\
       P-U • i: , .
        •i MU:,
       -i 4
      tft-mitfi
                                                                      •fi ' ! i
                                                                    ---—--
                                                                    i i i--i--t I I I

                                                                    Tt-j-4-l-H
                                                                    .f > ! • !-»-••
                                                         i I , • ; ! •
    /ooo
                                            J'0<>
                                                                 Soeo
                                                                        Page 169
                      Sundstrand Aviation  £»J-
                               dxiMO" at 5jfJiy*'4 wi-s--«t^-  ^B  Hf ^

-------
       VII-4   DIGITAL PROGRAM  FOR FUNCTION  GENERATION
     SCALED FRACTION  NXC2),NY(2),X,Y,FXY
     CALL OS>	. ...
     CALL QSC( l.IFRFt)'
 10  CALL O^HAP'SfX, i . 1 ,IrRR)
     CALL QRnADS(Y,2,l.IFRR)
     CALL XN(X,f!X,IRFR)
     IF(IPFR.MF.l) HO  TO  50
     CALL YN(Y,NY,IR"R)

     CALL FXvR(NX,flY,FXY)
     CALL QWJHASCFXY,1, IFRR)
     GO TO 11
 50  TYPF 200,X,riXtIRFR
     PAUSE in
     GO TO IP
 60  TYPE 201fY,NY,IRFG
200  FORMATUPH ARR NORM  FRR   X=,S7,5X,S7,5X,IS)
201  FORfATdSH ARR NORfl  ERR   Y=,S7,5X,S7,5X, 13)
     PAUSE 20
     GO TO 113
     END
     SUBROUTINE XN(IX,I MX,IFRFR)
     SCALED FRACTION XT(9)
     DATA XT(l)/.1779S/fXT(?.)/.?.093f5/,XT(3)/.5>4n7.~/,
   1      XTC4)/.2721S/,XT(5)/.293S/,XT<6)/.3?445/,

     CALL V3MS(XT(1),XT(9),XT(5))
     RETURN
     END
     SUBROUTINE YM(IY,IMY,IFRFR)
     SCALED FRACTION YT(4)
     DATA YT(l)/.PS/,YT(2)/.3S/,YT(7>)/.fiS/tYT(4)/.9S/
     CALL VnNS(YT(l),YT(4),YT(?>))
     RETURN
     EMD
     SIJBROIJTP'F FXYR(INX,INV,
     SCALED FRACTION FT(3«")
     DATA F
   1      F
   2
     DATA FT(in)/./^"S/,FT(ll)/.

   2      FT(l^)/!
     DATA FTU?)/.
   1      FT(f??)/..7l75(:;?/tFT(?..'.)/..:
   2      FT(?5)/.
     DATA FT(2P)/.
   I      FTC3D/.3S
   2
     CALL FNRN?.(9,FT(l))'
     RETURN
     END


  Page 170

                     Sundstrand Aviation ^1%

-------
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to

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-------
FIGURE VII-6  (1)
COMPUTER READOUT FOR A 0.2 UNIT THROTTLE

    ACCELERATION AND 50% LOAD
                     F/T;'•//•'•''/'  '-illll!ilHHI^''"":!1'
                     &^i/fi||ffljfffliiFaiz|
tfc

t.

-f-



_
-"



_





1-
/..




• 1"


•
[


./, .. /. .1.. ......
i-i ///,'•/•-
-..!-• ' J j ) ! J | -



T



V







i i


..4
\ ,,^4
r|


...1
,v
till!

f~~ — "•
!
1
; i i
11 \
  ./,.  ./. : /. u   ...    Lj-
       .| / .u../ ..

     +
                     -i- Li_! _! .j... :..j....L ; _.;_;_! .IJ J.._LJ

                      ]. ,| ;. f'fA"c£S..i/<:ttcfri'it,*>rfl \ '
                              !,  ., u\-v-\-v ,-i
                              ;.., i  \.. , (..> .. ,...,
^U!..:.  L.l.,4,.l
                                                      Page 173
                 Sundstrand Aviation £»«
                        fl...i,0n cl fturdt|,tno CorpOrM.on ^V  W ,

-------
 FIGURE VII-6 (2)    COMPUTER READOUT FOR A 0.2 UNIT THROTTLE

                             ACCELERATION  AND ZERO LOAD
 /// /.- / / /./.../ ,• i-i-i i-ui- /-
^
        _!..I.....-.!.-.4....l...........-1-.i :
          ..i.',... i .1.1 l.:  U1...I...4-1...1...! ..!..;.! ..I  !...! .'.
                                                          /-w^/ /-/-/-/;
Page 174
                     Sundstrand Aviation  &J

-------
 BIBLIOGRAPHIC DATA
 SHEET
                       APTD-1558
                                                                    3. Recipient's Acer-.si"M \>t.
    Transmission Study  for  Turbine and Rankine  Cycle
     Eng i nes
                                                                    5- Kepun U.uc
                                                                     December 15,  1972
                                                                    6.
  A uthurf s )
    M. A. Cordner and 0. H.  Grimm
                                                                    8- Performing Or,- .im/.it urn Kept.
                                                                      No-  AER 657
9. Performing Or^auizat ton Name and Address
    Sundstrand Aviation
    division  of Sunstrand  Corporation
    Rockford,  M1i nois  61101
                                                                     10. Project Task 'iork Unit Ni
                                                                    1 1. C'orurai t  Grant No.
                                                                       68-0*4-003^
12. Spon^orin^ Oiyani/at ion N,*me and A.iJtvs^
    ENVIRONMENTAL  PROTECTION AGENCY
    Office of  Air  Programs
    Division of  Advanced Automotive Power Systems
    Ann Arbor, Michigan    ^8105
                                                                     13. I >'pc of Kepurt .S: Period
                                                                        Covered
                                                                     14.
15. Supplementary Notes
16. Abstracts
 A study was initiated to quantitatively  assess the technical  and economic  feasibility
 of  existing and  potential types of  transmissions most  suitable for the gas  turbine and
 Rankine cycle engines.  Application  of  the engine/transmission was to a full  size family
 car.  The study was  accomplished through  a two-phase, multi-task program which included:
 (l)  evaluation of  transmission types  through a feasibility  study and ultimate selection
 of  a  transmission  type;  (2)  evaluation of the selected transmission type  through design
 calculations and layouts, performance  analysis, control  system analysis,  and cost analy
 sis.   A number of  different types of  transmission were initially evaluated  including
 conventional multi-shift, hydrostatic, hydrokinetic, electric, belt/chain,  hydromechani
 cal,  and traction  types.  Requirements,  scope of work, and  other data utilized in and
 pertinent to the study are included in the appendices.
 17. Key U'ords and Document Analysis.  17a. Descriptors
     Ai r pol1ution
     Automotive  transmissions
     Eng ines
     Turb i nes
     Rankine Cycle
     Feas ib i1i ty
     Economic analysis
     Performance  tests
     Cost analysis
     Des ign
 17b. Idcntifiers/Opcn-Knded Terms

     Control system  analysis
 17c. COSATI Field/Group
 18. Availability Statement
                    Unlimi ted
19. Security ( la
  He port i
                                                         20. Sei urity ( l.is- ( I his
                                                            Pape
                                                              i:xc i. \
-------
   INSTRUCTIONS FOR COMPLETING FORM  NTIS-35 (10-70) (Bibliographic Data Sheet based on COSATI
   Guidelines to Format Standards for Scientific and Technical Reports Prepared by or for the Federal Government,
   Pb-180 600).

   1.  Report Number.  Each individually bound report shall carry a unique alphanumeric designation selected by the performing
       organization or provided by the sponsoring organization. Use uppercase letters and Arabic numerals only.  Examples
       FASEB-NS-87 and FAA-RD-68-09.

   2.  Leave blank.

   &  Recipient'> Accession Number.  Reserved for use by each report recipient.

   4.  Title and Subtitle.  Title  should indicate clearly and briefly the subject coverage of the report, and be displayed promi-
       nently.  Set subtitle, if used, in smaller type or otherwise subordinate it to main title.  When a report is prepared in more
       than one volume, repeat the primary title, add volume number and include subtitle foi the specific volume.

   5.  Report Dote. Each report shall carry a date indicating at least month and year. Indicate the basis on which it was selected
       (e.g., date of issue, date of approval, date of preparation.

   6.  Performing Organization Code. Leave blank.

   7.  AuthoKs).   Give  name(s)  in conventional order (e.g., John R. Doe, or J.Robert Doe).  List author's  affiliation if it differs
       from the performing organization.

   8.  Performing Organization Report Number.   Insert if performing organization wishes to assign this number.

   9.  Performing Organization Name and  Address.  Give name, street,  city, state, and zip code.   List no more than  two levels of
       an organizational hierarchy.  Display the name of the organization exactly as it should appear in Government  indexes such
       as USGRDR-I.

   10.  Project/Tosk/Work Unit Number.   Use the project, task and  work unit numbers under which the report was prepared.

   11.  Controct/Gront Number.  Insert contract  or grant number under which report was prepared.

   12-  Sponsoring Agency Nome and Address.  Include zip code.

   13.  Type of Report and Period Covered. Indicate interim, final, etc., and, if  applicable, dates covered.

   14.  Sponsoring Agency Code.   Leave blank.

   15.  Supplementary Notes.  Enter  information not included elsewhere  but useful, such as: Prepared in cooperation with . . .
       Translation of ...  Presented at conference of ...  To be published in ...  Supersedes .  . .      Supplements

   16.  Abstract.   Include a brief  (200 words or less) factual summary of the most significant information contained  in the report.
       If the report contains a  significant  bibliography or literature survey, mention it here.

   17.  Key Words and Document  Analysis,  (a).   Descriptors.  Select from the Thesaurus of Engineering and Scientific Terms the
       proper authorized terms that identify the  major concept of the research and are sufficiently specific and precise to be used
       as index entries for cataloging.
       (b).  Identifiers and Open-Ended Terms.   Use identifiers for project names, code names, equipment designators, etc.  Use
       open-ended terms written in descriptor form for those subjects for which no descriptor exists.
       (c).  COSATI Field/Group.  Field  and Group assignments  are to be taken from the 1969 COSATI Subject Category List.
       Since the majority of documents are multidisciplinary in nature, the primary Field/Group assignment(s) will be the specific
       discipline, area of human endeavor, or type of physical object.  The application(s) will be cross-referenced with secondary
       Field/Group assignments that will  follow the primary posting(s).

   18.  Distribution Statement.  Denote releasability to the public  or limitation for reasons  other than  security for  example  "Re-
       lease unlimited".  Cite any availability to the public, with address and price.

   19 & 20. Security Classification.  Do not submit classified reports to the National Technical

   21.  Number of Pages.  Insert the total  number of pages, including this  one  and unnumbered pages, but excluding distribution
       list, if any.

   22,  Price. Insert the price set by the  National Technical Information Service or the Government Printing Office, if known.
FORM NTIS-38 (REV. 3-72'                                                                                 USCOMM-DC  14»S2-P72

                                  *U.S.  Government Printing Office:  1974--747-787/320 Region Nn  4

-------