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Proceedings of the 2011 Powertrain Systems and Design Student Conference Andrew Baglio Rochester Institute of Technology RIT Scholar Works Presentations and other scholarship Faculty & Staff choS larship 2011 Proceedings of the 2011 powertrain systems and design student conference Andrew Baglio Caroline Bills Jefferey Bird Charles O'Neill, Matthew Borton Follow this and additional works at: https://scholarworks.rit.edu/other Recommended Citation Baglio, Andrew; Bills, Caroline; Bird, Jefferey; and Borton, Charles O'Neill, Matthew, "Proceedings of the 2011 powertrain systems and design student conference" (2011). Accessed from https://scholarworks.rit.edu/other/691 This Conference Paper is brought to you for free and open access by the Faculty & Staff choS larship at RIT Scholar Works. It has been accepted for inclusion in Presentations and other scholarship by an authorized administrator of RIT Scholar Works. For more information, please contact [email protected]. Proceedings of the 2011 Powertrain Systems And Design Student Conference Mechanical Engineering Department Kate Gleason College of Engineering Rochester Institute of Technology Rochester, New York 14623 May 10-12, 2011 During the spring quarter of the 2010-11 academic year at RIT, students participated in a technical elective course on powertrain systems and design.A series of guest lecturers presented materials on a wide variety of modern powertrain topics such as basic theory of gearing, power transmission, hydraulics, and electro-mechanical actuation, automotive applications, aerospace applications, gear manufacturing processes, and emerging markets and technologies in powertrain systems and technologies. Each student identified a topic of personal interest in the field of powertrain systems and design, and prepared a technical paper on their chosen topic. These papers were presented in a conference at the conclusion of the course, and the papers resulting from the student investigations are assembled herein. Professor: Dr. Edward Hensel, PE Acknowledgements The contributions of the following individual is gratefully acknowledged. Their presentations and introductions to modern powertrain systems and design topics is appreciated. Hydraulic Pump: Scott Shafer, Moog Inc. Automotive Powertrain Applications: Stephen Boedo, RIT Electromechanical Actuators: Ken May, Moog Inc. Planetary Gearing: Chris Layer, Moog Inc. Electric Motor Application: Jon Culkowski, Moog Inc. Bevel Gear Basics: Thomas J. "Buzz" Maiuri, The Gleason Works Cylindrical Gear Basic: Thomas J. "Buzz" Maiuri, The Gleason Works Bevel Gear Analysis and Optimization: Mohsen Kolivand, The Gleason Works Hydraulic Actuatio: Mike Ercolano, Moog Inc. Powertrain Implications of PEM Fuel Cell Vehicles: Jason Kolodziej, RIT 1 2 Contents Author Title Andrew Baglio M1 ABRAMS MAIN BATTLE TANK Caroline Bills HYDRAULIC TRANSMISSIONS Jeffrey Bird CNC VERTICAL MILL Charles Borton DRIVETRAIN THEORY AND OPERATION FOR USE IN BAJA SAE COMPETITIONS Iric Bressler, Jr MODERN GEAR MANUFACTURING Conley Brodziak THEORY AND OPERATION OF PROTON EXCHANGE MEMBRANE FUEL CELLS Philipp Buchling Rego THEORY AND OPERATION OF A TWO-MODE HYBRID ELECTRO-MECHANICAL TRANSMISSION Jeffrey Chiappone ANALYSIS AND FORECAST OF OPERATIONS AT GM’S TONAWANDA POWERTRAIN FACILITY Dylan Connole HORIZONTAL AXIS WIND TURBINE POWERTRAINS Matthew DeRosa FLYWHEEL KINETIC ENERGY STORAGE Matthew Garafolo THEORY AND OPERATION OF AUTOMOTIVE PEM FUEL CELL POWERTRAINS Masoud Golshadi THEORY AND OPERATION OF MAGNETO RHEOLOGICAL FLUID CLUTCH John Janiszewski THE EFFECT OF THE JAPAN TSUNAMI AND EARTHQUAKE ON THE AUTOMOTIVE TRANSMISSION INDUSTRY Matthew Koppey THEORY AND OPERATION OF CONTINUOUSLY VARIABLE TRANSMISSIONS Donald Le Clerc THEORY AND OPERATION OF POWERTRAINS FOR NATURAL GAS COMPRESSORS Alan Mattice THEORY AND OPERATION OF A CVT APPLICATION IN AN INDUSTRIAL LATHE HEADSTOCK Zachary Miller BICYCLE POWER TRAIN Shaynae Moore THEORY AND OPERATION OF THE FAIRPORT LIFT BRIDGE Chuck Nwapa THE IMPACT OF THE JAPANESE TSUNAMI AND EARTHQUAKE ON THE POWERTRAIN INDUSTRY Matthew O'Neill THEORY AND OPERATION OF A MODERN CAMARO MANUAL TRANSMISSION Zeeshan Phansopkar THEORY AND OPERATION OF THE TOYOTA “ECT-i” ELECTRONICALLY CONTROLLED AUTOMATIC TRANSMISSION Robert Priotti OPERATION OF LIMITED SLIP DIFFERENTIALS Bradley Sawyer OPERATION OF THE GENERAL MOTORS TURBO- HYDRAMATIC 400 AUTOMATIC TRANSMISSION Jonathan Shannon TOYOTA PRIUS; TOYOTA HYBRID SYSTEM Mason Verbridge TRANSMISSION / GEAR RATIO OPTIMIZATION 3 4 2011 Powertrain Systems And Design Student Conference Kate Gleason College of Engineering Rochester Institute of Technology Rochester, New York 14623 M1 ABRAMS MAIN BATTLE TANK Andrew Baglio Mechanical Engineering Student Rochester Institute of Technology ABSTRACT could not only compromise the safety of the crew, but This report will identify the technology could also jeopardize the mission. With a combined incorporated which allows the M1 Abrams Battle weight of nearly 7,000 lbs. for the engine and Tank to be propelled by a high speed, high power transmission it is obvious that durability comes at a turbine engine. We will identify the gearbox used to cost, but this is over 3,000 lbs. lighter than a similar scale down turbine output and explain how this type of diesel setup thanks to the high power density of the gearbox functions. The automatic transmission will be turbine engine. assessed based on its unique characteristics and its packaging for the application. The power path from DESCRIPTION OF THE TECHNOLOGY the transmission will also be described, as it is routed to the tank’s tracks in a manner which allows the vehicle to be propelled forward and turned using a change in velocity between the tracks. In addition to an overall view of the system, there will be a focus on the operation of the automatic transmission. BACKGROUND The powertrain of the M1 Abrams is a complicated and extensive system which transfers the torque needed to propel a 67 ton vehicle. The M1 in all its forms has been powered by the same engine and Figure 1: Drive System Power Path transmission combination (sourced by Honeywell and Allison respectively) since it entered service in 1980. The M1 Abrams is powered by a Honeywell The M1 has proven to be very reliable in the extreme AGT-1500 gas turbine with a maximum output of conditions it was built for and upgrades have kept the 1500 shp. The drivetrain of the M1 Abrams includes a units in service on the cutting edge of military large number of components due to its fairly unique technology. 6,000 of the original variant, 3,000 of the setup of using a gas turbine to power rotating tracks. M1A1, and over 600 of the M1A2 have been As power is created by the turbine, it passes from the produced, with the M1A3 in development and slated turbine shaft through a gearbox before reaching the to begin operation in 2017. output shaft. At the output shaft the unit creates 2,750 The drivetrain of the vehicle must transfer the lb-ft of torque at its maximum output speed of 3,000 power from a 1500 hp gas turbine to the tracks of the rpm, or as much as 5,000 lb-ft at around 400 rpm. vehicle, which requires 3 major considerations. The first obstacle is the high output speed (over 22,000 rpm) of the engine. Second is the operating characteristic of a turbine engine, which operates best at a near constant speed and within a relatively narrow range (which is made narrower by the reduction in output speed). The third consideration is the steering of the vehicle. Unlike most vehicles that can turn wheels to change direction, tanks must provide a speed differential to the two tracks to allow them to turn. The complexity of the drivetrain is necessitated by these considerations, the first two being uncommon even among tanks, which generally use a diesel engine. Despite its complexity the system must be durable and reliable. Any failure that disabled the tank Figure 2: Transmission Cutaway Copyright © 2011 Rochester Institute of Technology 5 Proceedings of the 2011 Powertrain Systems And Design Student Conference applications, but their complexity and cost are This output torque is transmitted through a 6- currently limiting factors. speed automatic transmission (figure 2) via a hydro- kinetic drive (torque converter). This transmission OPERATION OF THE TECHNOLOGY provides 4 forward gear ratios as well as 2 reverse gear Torque leaves the turbine via a ccw rotating shaft ratios, making it unique, as most transmissions provide and feeds into a planetary reduction gearbox. This only a single reverse speed. Torque outputted from the gearbox provides a speed reduction and torque automatic transmission is split between a right and left multiplication and retains the counterclockwise planetary gear set, which correlate with a right and left rotation of the shaft. final drive output. This power split is regulated by a A splined shaft mates the engine to the torque hydrostatic pump which varies the torque split to converter, which acts as a fluid coupling to feed power provide a steering input to the tank’s tracks. From the into the transmission. The torque converter, which final drive output a sprocket is driven which drives the rotates ccw,feeds power to a parallel shaft via a tracks. cylindrical gear. This shaft rotates cw and has a bevel gear on the end opposite the cylindrical gear. A second LITERATURE REVIEW bevel gear resides on a shaft perpendicular to the first. The first true automatic transmission was the GM This shaft turns ccw (when viewed from the left side Hydra-Matic, which appeared in 1939. This of the vehicle) and mates via a cylindrical gear to the transmission used three planetary gearsets to provide 4 main transmission shaft, which spins cw. forward speeds and reverse, though it lacked a torque convertor and used a simpler fluid coupling. The transmission was used in 1940 model-year Oldsmobile vehicles and was offered as a $57 option in its first year. By the time passenger car production was halted for the World War II, almost 200,000 of these transmissions had been sold. During the war the Hydra-Matic was used in military vehicles, such as the M5 Stuart tank. In 1948 Buick introduced the Dynaflow fully automatic transmission which incorporated a torque converter and was the model for the modern automatic transmission.
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