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N O T I C E This Document Has Been Reproduced From N O T I C E THIS DOCUMENT HAS BEEN REPRODUCED FROM MICROFICHE. ALTHOUGH IT IS RECOGNIZED THAT CERTAIN PORTIONS ARE ILLEGIBLE, IT IS BEING RELEASED IN THE INTEREST OF MAKING AVAILABLE AS MUCH INFORMATION AS POSSIBLE h80-17t1t^ (HASA—C'Li-163038) PhELIMINAhY UES1GN L'ATA PACKAGE, API'ENUIX L (mouth L4ast 1*-'C111)o1oyY, CSLL 13E Inc.) 239 p ,!L All/Lit AU 1 Gilclas GJ /85 ^787.s ^ kp ^p I S WTH COOT TECHNOLOGY, INC. Santa Barbara,. Callfotnl* n 's k 4 A P P E N D I X C PRELIMINARY DESIGN DATA PACKAGE PREPARED FOR: JET PROPULSION LABORATORIES CONTRACT NUMBER 955189 PREPARED BY: SOUTH COAS1 TECHNOLOGY, INC. P. 0. BOX 3265 SANTA BARBARA, CALIFORNIA 93105 JULY 25, 1979 f LW IJ LJ E) (O'^, /^^ J TABLE OF CONTENTS Page INTRODUCTI ON . 1 2. DESIGN METHODOLOGY AND ASSUMPTIONS . 2 2.1 Design Philosophy . 2 2.2 Propulsion System . 5 2.3 Chassis Systems . 16 2.4 Body/Structure . 19 3. DEVELOPMENT REQUIREMENTS . 28 3.1 Major Areas of Technology Development . 28 3 .2 Controls . 29 3.3 Heat Engine . 32 3 .4 Batteries . 38 4. DESCRIPTION OF NTHV PRELIMINARY DESIGN . 41 4 .1 Propulsion System. , . 53 4.1.1 System Description . 53 4.1.2 System Controller . 57 4.1.3 Heat Engine and Controls . 145 4.1.4 Motor and Motor Controls . 159 4.1.5 Batteries and Battery Charger . 174 4.1.6 Transmission and Rear Axle . 187 4.1.7 Accessory Power . 192 4.2 Chassis Systems . 195 4 .3 Body . 199 4.4 Vehicle System Characteristics . 206 TABLE OF CONTENTS Fame 4.5 Drawing Package . 231 5. LIST OF REFERENCES . 234 APPENDICES C1. Computer Program Documentation Cl.l HYBRID2 . C- 1 C1.2 v.'^YS b VSYS2 . C- 67 C1.3 CRASH . C- 108 C1.4 Handling Programs . C- 132 C1.5 Life Cycle Costs . C- 175 C2. Drawing Package - In Separate Envelope C3. Energy and Materials . C- 182 1. INTRODUCTION . This report presents the results of Task 3 - Preliminary Design of the Near Term Hybrid Vehicle Development Program, Phase I. In- cluded are the data and documentation required to define the prelimi- nary design of the 3outh Coast Technology (SCT) Near Term Hybrid Vehicle and quantify its operational characteristics, together with the assumptions and rationale behind the design decisions. In addition to the paper studies as specified, a first phase design mockup was built to identify and solve any packaging problems. Copies of the photos made from the mockup are included in this report, and the mockup vehicle is available for review at our Santa Barbara facilities. The work on this task was performed by South Coast Technology, Inc., with assistance from our key subcontractors and consultants, who include: C. E. Burke Engineering Services - Propulf,ion system design and cost studies EHV Systems, Inc. - Motor control, charger, and central control microprocessor The Brubaker Group - Body design Sheller-Globe - Body materials/weight reduction ESB, Inc. - Lead-acid batteries Eagle Picher - Nickel-iron batteries B. T. Andren - Automotive engineering 2. DESIGN METHODOLOGY AND ASSUMPTIONS In this section, the analytical tools and design methods used in the preliminary design of the Near Term Hybrid Vehicle (NTHV) are described. Before proceeding to a discussion of the methodology for specific systems, however, d iscussion of the overall design philosophy and how it relates to the two worlds of government sponsored research and development, and auto industry product planning, would be useful. 2.1 Design Philosophy The design approach taken by SCT for the NTHV is based on the vehicle requirements defined in Task 1 of this program and on the design tradeoff studies conducted in Task 2. In addition, the approach was heavily influenced by considerations of technology de- velopment and transfer in the time frame relevant to this near term program. The subject of the hybrid system development requirements will be discussed in greater detail in Section 3; it suffices at this point to outline the thinking which underlies the relationship between SCT's design approach and the task of developing a hybrid vehicle which maximizes the return on the investment in the NTHV program. It is as follows: a) There is a basic program requirement that the technology and development requirements of the NTHV must be such that it would be capable of being mass produced in the mid- 1980's. b) Large scale production of hybrid vehicles (or electric vehicles, for that matter) will only happen if one of the major auto manufacturers undertakes it; it will not happen ^u within, or as a result of growth within, the EV industry. - 2 - ( c) Because of these two factors, the technology developed for . the NTHV must be transferable to the auto industry in the same mid-1980's time frame. Such technology transfer is most likely to occur if the hybrid vehicle presents a viable alternative for bringing the fuel consumption of full- sized six passenger automobiles into line with the federally mandated corporate average fuel economy (CAFE). d) Relative to a conventional automobile which utilizes com- parable technology in vehicle design (transmissions, tires, aerodynamics, structures, etc.), the largest single reduc- tion in fuel consumption comes from the conversion to a hybrid system and the implementation of a control strategy in which the heat engine runs only under selected conditions (high power demand, high speed cruise, or a low battery state of charge). Once the basic conversion to a hybrid system is made, additional refinements at the component or subsystem level result in relatively small additional reduc- tions in fuel consumption. e) The biggest development task associated with the NTHV will be the implementation of the type of control strategy just described, in such a way that the transitions from engine- off to engine-on and back again are handled smoothly, with no more discomfort to the occupants than the shifting of an automatic transmission, and in such a way that emissions re- quirements are met. ' - 3 - since the biggest payoff in terms of reduced fuel consumption, is well as the biggest development task, is associated with ,he implementation of an optimum control strategy, that is the ,lace to put the emphasis in a near term program. The less his task is diluted by efforts to make unrelated component it subsystem refinements, the better the chances of success n terms of demonstrating a vehicle with greatly reduced uel consumption and acceptable driveability and performance. his, together with the requirement for near term trarsfer- bility of technology to the auto industry, led us to the onclusion that component designs should be as close to tate-of-the-art as possible in order to provide adequate ime for system level development. Component level develop- ment should be, in general, limited to those areas which are critical to implementation of the control strategy. Based on these considerations, SCT developed a design philoso- phy characterized by the following: a) The hybrid system is viewed as a means for enabling a major manufacturer to meet CAFE requirements in the year 1985 and beyond, while maintaining a product mix which still possesses a substantial fraction of roomy six-passenger automobiles. b) Consequently, the vehicle in which the hybrid propulsion system is to be incorporated is viewed as an evolutionary development of an existing six-passenger vehicle, incorpora- ting those improvements in transmission design, tires, aero- dynamics, and materials which can be projected to occur - 4 - tween now and 1985. It is not a radically different hicle designed uniquely for hybrid propulsion. signs requiring extensive development at the component level are avoided. In general, we have tried to utilize production, or pre-production hardware, incorporating the best current technolog; , . Developmental hardware is util- ized only in the event that it would result in a large advantage in system performance, and the development status is such that production by the mid-80's is a good possi- bility. 2.2 Propulsion System In this area, we include the heat engine, motor and motor controls, system controller and interface electronics, battery charger, battery, transmission (including heat engine startup clutch), and differential. 2.2.1 Analytical Methods The principal tool used in the analytical design of the pro- pulsion system is an improved version of the computear simulation program HYBRID2. The principal elements of the vehicle simulation are shown in Figure 2-1 . This program, and its simpler predeces- sor HYBRID, are described in Section 2.1 of the Task 2 report. (1) The changes which have been made irs HYBRID2 since the writing of that report include the following: a) Improved battery modelling. b) Greater flexibility in programming transmission shift points. - 5 - ,rS L a N V rl V C '{7 M 1 N u w eo ,4 ow 2QTP907 ZTW"posar f 6 - a c) lr ­ ,rporation of a warmup peri.,d. A discussion of each of these areas follows. Battery Modelling The version of HYBRID2 which was used for Task 2 computes an average battery specific power over each of the composite driving cycles for Mode 1 operation and determines the corresponding avail- able specific energy from a plot of specific energy vs. specific power (Ragone plot). This provides an estimate of available specific energy which is somewhat optimistic. An alternative model which also uses a Ragone plot is the fractional utilization model. With this technique, it is assumed that, if the battery spends an increment of time ©t at a specific power P, the fraction of the battery capacity which is used up in that time increment is given by 0 Plat ^x E(P) where E is the available specific energy at the specific power P.
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