amphibious vehicle · swri-7252 i design and integration of a hdrostatictransmission in a 300-hp...
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SwRI-7252
i DESIGN AND INTEGRATION OF A HDROSTATICTRANSMISSION IN A 300-HP MARl J1E CORPS
AMPHIBIOUS VEHICLE
byC0%l Gary L. Stecklein
Andrew Knipp0 Department of Engine and Vehicle Research
Engines, Emissions and Vehicle Research DivisionI
FINAL REPORTPrepared under Contract No. N00167-82-C-0156
Prepared for
The David Taylor Naval Ship R&D CenterBethesda, Maryland 20084
DTICMarch 1985 @ ELECTE
S MAR 1 0 IM j
UZSTIBUTION STATE~v aI A
Approved for public ree 8m0
SOUTHWEST RESEARCH INSTITUTESAN ANTONIO HOUSTmbj -!!e:
The vews and conclusions contained In this document are those of the authors and should not beinterpreted as necessarily representing the official policies or recommendations of the David TaylorNaval Ship R&D Center or of the U.S. Government.
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-D CL ASSIIC ArION OF rH IS S H D LD S R B I N S U I IT
REPORT DOCUMENTATION PAGE- EOT ECRTYCLSIFCAIN 1b. RESTRICTIVE MARKINGS
-' EUNICLASSIFIEDIO AUHRITY I DISTRIBUTION 0AVAILA81LITY OF REPORT'
APPROVED FOR PUBLIC RELEASE:D' ECLASSIFICATION I OOWVNGRADING SCHEDULE DISTRIBUTION IS UNLIMITED
4-PERFORMING ORGANIZATION REPORT NUMBER(S) S. MONITORING ORGANIZATION REPORT NUMBER(S)
DTRC - SSID - -CR- 8 - 89
6a NAME OF PERFORMING ORGANIZATION 6b OFFICE SYMBOL 7a. NAME OF MONITORING ORGANIZATION
Southwest Research Institute (it appiScable) David Taylor Research Center
6c. ADDRESS (City, State, and ZIPCode) 1b. ADDRESS (City. State, and ZIP Code)
P.O. Drawer 28510 Code 12406220 Culebra Road Bethesda, MD 20084-5000San Antonio, TX 78284
Sa. NAME OF FUNDING/SPONSORING 8b. OFFICE SYMBOL 9. PROCUREMENT INSTRUMENT IDENTIFICATION NUMBERORGANIZATION (If applicable).
David Taylor Research Center 1240 N00167-82-C-01568C. ADDRESS (City, State. and ZIP Code) 10. SOURCE OF FUNDING NUMBERS
PROGRAM PROJECT TASK WORK UNITELEMENT NO. NO. NO. ACCESSION NO.62543N CF43455 DN978568
1 I TLE (include Security Classification)
DESIGN AND INTEGRATION OF A HYDROSTATIC TRANSMISSION IN A 300-HP MARINE CORPS AMPHIBIOUSVEHICLE
12 PERSONAL AUTHOR(S)
13a. TYPE OF REPORT 13b. TIME COVERED 14. DATE OF REPORT kear, Month, ODy) S. PAGE COUNT
FINAL FROM 9/2 TO 3/fi 1985 March 23516 SUPPLEMENTARY NOTATION
17 COSATI CODES 18. SUBJECT TERMS (Continue on reverse of necessary and identfy by block number)
FIELD GROUP SUB.GROUP Tracked Vehicles
I Hydrostatic Transmissions
19 ABSTRACT (Continue On reverse if necessary and identify by block number)
This report summarizes the work performed to provide the design and integration of ahydrostatic transmission in a 300-hp Marine Corps amphibious vehicle. This project wasinitiated to evaluate the performance and efficiency that might be obtained by utilizingthis transmission concept. To optimize the efficiency of the drivetrain, two significantdesign enhancements were incorporated into the vehicle deRign. The first enhancementinvolved the use of two-speed final drives which allow smaller and more efficient hydrostaticomponents to be used, and the second enhancement involved the use of a microcomputer-basedcontrol system to adjust in real time the transmission and engine settings to provide thebest overall drivetrain efficiency. 1 -
This report will also summarize the test results obtained by the contractor regardingthe performance and efficiency of this drivetrain option. The results of these testsindicate that the performance of the vehicle is potentially superior to that of the existingdrivetrain while the efficiency is judged to be somewhat lower. All rationale regarding
20 OiSTRI9U'IONJAVAILA3ILTy OF ABSTRACT I21. ABSTRACT SECURITY CLASSIFICATION
ClUNCLASSIFIEOJUNLIMITEO 0 SAME AS RPT 03 DTIC USERS UNCASSIFIEDZ24 NAME OF RESPONSIt.E INDIVIDUAL 22b. TELEPHONE (Include Area Code) 22c. OFFICE SYMBOL
Michael Gallasher (301)227-1852 , 1240-- *4 06P- 0 4 - e l ,t,nn mxv beut sduntilewtausted. a.., - .. Aecm.'a reAI rstug Pa f.
UNCLASSIFIED
jECURITY CLASSIFICATION OF THIS PAGE
19the selection of components, vehicle design, and control mechanism to obtain thisconceptual vehicle design are presented.
SECURITY CLASSIFICATION OF TIS PAGE
, ,d I I -i ,,.
The views and conclusions contained in this document are those of the authors and should not beinterpreted as necessarily representing the official policies or recommendations of the David TaylorNaval Ship R&D Center or of the U.S. Government.
CL
-- - - ---.. . .. .
SOUTHWEST RESEARCH INSTITUTEPost Office Drawer 28510, 6220 Culebra Road
San Antonio, Texas 78284
DESIGN AND INTEGRATION OF A HYDROSTATICTRANSMISSION IN A 300-HP MARINE CORPS
AMPHIBIOUS VEHICLE
byGary L. Stecklein
Andrew KnippDepartment of Engine and Vehicle Research
Engines, Emissions and Vehicle Research Division
FINAL REPORTPrepared under Contract No. N00167-82-C-0156
.-A .s~o Fa .. iNTIS CRAWI {
Prepared for DTIC TAB "Unannounced
The David Taylor Naval Ship R&D Center Justification ___......
Bethesda, Maryland 20084Oistribution I
March 1985 Availability CodesAvait andfor
Dist Special
Approved: (
John 0. Storment DrectorDepartment of Engine and Vehicle ResearchEngines, Emissions and Vehicle Research Division
£
TABLE OF CONTENTS
LIST OF ILLUSTRATIONS ................................................. iiLIST OF TABLES ......................................................... v
1. EXECUTIVE SUMMARY ............................................. I
1.1 Abstract .................................................... 11.2 Introduction ................................................. 11.3 Acknowledgements ......................................... 4
2. OVERALL SYSTEM DESCRIPTION ................................... 53. OPERATOR CONTROLS ............................................ 104. DRIVETRAIN COMPONENTS ........................................ 155. DRIVETRAIN EFFICIENCY .......................................... 33
5.1 Engine Efficiency ............................................ 335.2 Transmission Efficiency by Computer Model ..................... 385.3 Transmission Efficiency From Whole Vehicle
Dynamometer Testing ....................................... 425.4 Transmission Efficiency From Transmission Component
Dynamometer Testing ........................................ 46
6. ELECTRICAL/CONTROL SYSTEM DESIGN ............................ 72
6.1 Control System Objectives .................................... 726.2 Original Approach ............................................ 726.3 Problems Encountered in the Original Control
System Design ............................................... 746.4 Final Embodiment of the Electrical/Control
System Design ............................................... 75
6.4.1 Microcomputer Input/Output(I/O) Devices ....................................... 77
6.4.2 SC-I Microcomputer Description ...................... 916.4.3 Microcomputer Program
Description ......................................... 956.4.4 Data Recording System
Description ......................................... 101
7. HTP HYDRAULIC DESIGN .......................................... 1058. FAILURE CODES AND EFFECTS ANALYSIS ........................... 1129. DRIVETRAIN WEIGHT .............................................. 11710. CLOSURE ......................................................... 119
APPENDIX A Computer Program and Summary Data Sheets for Single ReductionFinal Drive Versus Two-speed Final Drive Design Options
APPENDIX B Whole Vehicle Dynamometer Test ResultsAPPENDIX C Dynamometer Efficiency DataAPPENDIX D F/D Converter and PWM Card DescriptionsAPPENDIX E HTP Computer Program ListingAPPENDIX F Variables Recorded by Miltope Recorder
g
LIST OF ILLUSTRATIONS
FIGURE 1 75 PERCENT TRANSMISSION EFFICIENCY CURVE FOR270 AVAILABLE TRANSMISSION HORSEPOWER ................. 6
FIGURE 2 MAIN COMPONENTS OF THE HYDROSTATICTEST PLATFORM ............................................. 8
FIGURE 3 RELATIONSHIP BETWEEN ACCELERATOR DISPLACEMENTAND DESIRED VEHICLE SPEED ................................ 11
FIGURE 4 RELATIONSHIP BETWEEN BRAKE PEDAL DISPLACEMENTAND DESIRED VEHICLE SPEED RATIO ......................... 11
FIGURE 5 RELATIONSHIP BETWEEN STEERING WHEEL DISPLACEMENTAND DESIRED TURN RADIUS ................................. 11
FIGURE 6 ILLUSTRATION OF TRANSMISSION SELECTORMECHANISM ................................................ 13
FIGURE 7 ILLUSTRATION AND SPECIFICATIONS FOR LINDE BMV186 HYDROSTATIC MOTOR ................................... 18
FIGURE 8 CROSS SECTIONAL VIEW OF FUNK TWO-SPEEDFINAL DRIVE ................................................ 21
FIGURE 9 VIEW OF FUNK TWO-SPEED FINAL DRIVE SHOWINGHYDROSTATIC MOTOR AND BRAKE INPUTS ................... 22
FIGURE 10 AVSCO SERVICE/PARK BRAKE APPLIED TO THEFINAL DRIVE ................................................ 23
FIGURE 11 ILLUSTRATION AND SPECIFICATIONS FOR LINDE BPV
100 HYDROSTATIC PUMP .................................... 26
FIGURE 12 FUNK MODEL 28212XA SPLITTER BOX ........................ 27
FIGURE 13 DETROIT DIESEL 6V-53T ENGINE ILLUSTRATION ............... 28
FIGURE 14 TRANSMISSION ELECTRO-HYDRAULIC PUMP .................. 29
FIGURE 15 CONTROL PRESSURE AND COMPONENT DISPLACEMENTAS A FUNCTION OF CONTROL VOLTAGE ...................... 29
FIGURE 16 ENGINE GOVERNOR DISPLACEMENT MECHANISM .............. 31
FIGURE 17 RELATIONSHIP BETWEEN GOVERNOR VALVE VOLTAGEAND OUTPUT DISPLACEMENT ................................ 31
FIGURE 18 ILLUSTRATION OF ELECTRO-HYDRAULIC BRAKE VALVE ..... 32
FIGURE 19 FUEL CONSUMPTION RATES AT VARIOUS POWER AND SPEED
LEVELS FOR DETROIT DIESEL 6V-53T ENGINE, FROM MAN-
UFACTURERS DATA ................................... 34
FIGURE 20 FUEL CONSUMPTION RATES VERSUS OUTPUT POWER FOR
VARIOUS ENGINE SPEEDS FOR DETROIT DIESEL 6V-53T
ENGINE, FROM SwRI DYNAMOMETER TESTS RESULTS ......... 34
FIGURE 21 OPTIMAL DESIRED ENGINE SPEED AS A FUNCTION OF
TOTAL REQUIRED ENGINE POWER ........................ 36
FIGURE 22 DESIRED ENGINE SPEED AS A FUNCTION OF TEMPORARYHIGH MOTOR SPEED AT VARIOUS TOTAL REQUIRED ENGINEPOWER LEVELS ...................................... 37
FIGURE 23 MODELED PERFORMANCE OF HTP VEHICLE WITH SINGLEREDUCTION FINAL DRIVE ............................. 41
FIGURE 24 MODELED PERFORMANCE OF HTP VEHICLE WITH TWO-SPEEDFINAL DRIVE ......................................... 41
FIGURE 25 WHOLE VEHICLE DYNAMOMETER TEST SET-UP .............. .43
FIGURE 26 HTP EFFICIENCY FROM DYNAMOMETER TEST RESULTS ........ 45
FIGURE 27 FINAL DRIVE POWER CONSUMPTION VERSUSSPROCKET SPEED .................................... 47
FIGURE 28 TRANSMISSION DYNAMOMETER TEST SET-UP .................. 48
FIGURE 29 VISCOSITY VERSUS TEMPERATURE RELATIONSHIP OFVARIOUS HYDRAULIC FLUIDS ..... ...................... 49
FIGURE 30 DYNAMOMETER TEST RESULTS WHERE MOTOR OUTPUT SPEED 51IS A FUNCTION OF CONTROL PRESSURE AND APPLIED
39 MOTOR TORQUE AT VARIOUS ENGINE INPUT SPEEDS..*.... 60
FIGURE 40 DYNAMOMETER TEST RESULTS WHERE TRANSMISSION 61OVERALL EFFICIENCY IS A FUNCION OF MOTOR OUTPUTSPEED AND APPLIED TORQUE AT VARIOUS ENGINE
49 INPUT SPEEDS ........ .............................. 70
FIGURE 50 TOTAL SPROCKET TORQUE VERSUS MOTOR SPEEDCAPABILITY FROM DYNAMOMETER TEST RESULTS ............ 71
FIGURE 51 ORIGINAL CONTROL SYSTEM LAYOUT .................... 73
S
FIGURE 52 FINAL EMBODIMENT OF CONTROL SYSTEM DESIGN ............ 76
FIGURE 53 COMPONENTS OF THE VEHICLE ELECTRICAL SYSTEM ......... 78
FIGURE 54 HTP ELECTRICAL SYSTEM WIRINGDIAGRAM .................................................. 80
FIGURE 55 ILLUSTRATION OF SC-I I/O DEVICELOCATIONS ................................................ 81
FIGURE 56 ILLUSTRATION OF SC-ICOMPUTER BOARD .......................................... 81
FIGURE 57 ENGINE SPEED SIGNALCONVERSION ............................................... 84
FIGURE 58 MOTOR SPEED SIGNALCONVERSION ............................................... 85
FIGURE 59 SPROCKET SPEED SIGNALCONVERSION ............................................... 86
FIGURE 60 STEERING WHEEL SIGNALCONVERSION ............................................... 87
FIGURE 61 ACCELERATOR PEDAL SIGNALCONVERSION ............................................... 88
FIGURE 62 BRAKE PEDAL SIGNALCONVERSION ............................................... 89
FIGURE 63 HYDROSTATIC PRESSURE SIGNALCONVERSION ............................................... 90
FIGURE 64 SC-I COMPUTER BLOCK DIAGRAM .......................... 93
FIGURE 65 MILTOPE RECORDER SPECIFICATIONS ...................... 102
FIGURE 66 TRANSTERM TERMINAL SPECIFICATIONS .................... 104
FIGURE 67 HTP HYDRAULIC SYSTEMBLOCK DIAGRAM ........................................... 106
FIGURE 68 HYDRAULIC SCHEMATIC OF LINDE BPV100 PUMP ................................................. 107
FIGURE 69 LABORATORY TEST RESULTSREGARDING TRANSMISSION CONTROLVALVE PERFORMANCE ..................................... 108
C
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LIST OF TABLES
Table I General Specifications for Hydrostatic Test Platform ...............
Table 2 Desired Transmission Setting Versus Number ofSwitch Closures .............................................. 14
Table 3 Optimal Final Drive Gear Ratios and Their CorrespondingSprocket Output Speed and Torque Using Linde P,MV 186Components ................................................. 19
Table 4 Volumetric and Mechanical Efficiencies as a Functionof Speed, Pressure, and Displacement per Revolutionfor Linde Components ......................................... 39
Table 5 Hydrostatic Test Platform Development Options .................. 40
Table 6 Main Components of HTP Vehicle Electrical System ............... 79
Table 7 General Specifications for SC-l Computer ....................... 91
Table 8 Results of Failure Modes and Effects Analysis .................... 113
Table 9 HTP Drivetrain Weight ........................................ 118
I
1. EXECUTIVE SUMMARY
1.1 ABSTRACT
'This report summarizes the work performed to provide the design and
integration of a hydrostatic transmission in a 300-hp Marine Corps amphibious vehicle.
This project was initiated to evaluate the performance and efficiency that might be
obtained by utilizing this transmission concept. To optimize the efficiency of the
drivetrain, two significant design enhancements were incorporated into the vehicle
design. The first enhancement involved the use of two-speed final drives which allow
smaller and more efficient hydrostatic components to be used, and the second
enhancement involved the use of a microcomputer-based control system to adjust in
real time the transmission and engine settings to provide the best overall drivetrain
efficiency.
This report will also summarize, the test results obtained at SwRI regarding the
performance and efficiency of this drivetrain option. The results of these tests indicate
that the performance of the vehicle is potentially superior to that of the existing
drivetrain while the efficiency is judged to be somewhat lower. All rationale regarding
the selection of components, vehicle design, and control mechanism to obtain this
conceptual vehicle design will also be delineated in this report.
1.2 INTRODUCTION
The static combat and peacetime performance demands of military vehicles is
ever increasing. In combat the acceleration and maneuverability performance of the
vehicle is becoming increasingly important to extend the likelihood of survival during
enemy attack, especially while under assault from wire-line or line-of-sight weapons.
During peacetime the performance demands are directed toward combat readiness
while maintaining . high degree of rQ,ability and training utility. A number of studies
have been prepared to analyze the drivetrain components used in amphibious vehicles to
determine the likelihood that increased performance could be obtained from alternate
drivetrair. designs. It has been concluded that hydrostatic transmissions may offer
improved performance during a portion of their operating cycle because of their
(
continuous transfer of power from the engine to the ground. The demonstration of the
performance that is afforded by the use of hydrostatic transmissions best describes the
objectives of the statement of work which governed this project.
Southwest Research Institute, under Contract No. N00167-82-C-0156 with the
David W. Taylor Naval Ship Research and Development Center (DTNSRDC), has
provided the design and integration of a hydrostatic transmission in a Marine Corps
amphibious vehicle. The intent of this program was to investigate the overall
performance and efficiency of the drivetrain which included not only the transmission
but the engine as well. To accentuate the performance and efficiency of the drivetrain,
a microcomputer was chosen to control the transmission and engine settings during the
operation of the vehicle. The driver of the vehicle maintains control through a steering
wheel, accelerator pedal, brake pedal, and transmission selector. The way that these
driver inputs translate into vehicle operation is the heart of the method for maximizing
efficiency.
Hydrostatic transmissions have been found to be efficient systems for trans-
mitting power over certain portions of their variable range. This program has sought
and found two ways of extending the efficient operating range of the transmission.
First, because the maximum operating speed of this and other similar military vehicles
is much higher than any industrial application, a two-speed final drive was identified
which provides greater speed capability at improved efficiencies. Second, because the
engine is an integral part of the overall drivetrain efficiency, control logic was
developed to run the engine at its most fuel efficient speed to provide the required
power through the transmission.
With these control functions integrated into the microcomputer, the driver is
allowed to increase his concentration on the vehicle's strategic positioning. The driver
indicates his desired turn direction and turn radius by simple steering wheel control. He
can vary the vehicle's direction of travel from a straight line to a spin turn by merely
turning the steering wheel from its neutral position to its full turn position in one
continuous motion. The driver can indicate his desired speed of travel by depressing the
accelerator. If a rapid stop is desired the driver can apply his brakes. The driver can
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also easily change his desired direction of travel and gear ratio speed range through a
single transmission selector.
The microcomputer was designed to manage the hydrostatic transmission
settings and the engine speed setting to most efficiently provide the desired speed and
direction of travel. The heart of this management system is the ability of the
microcomputer to analyze the power required to operate at the desired speed under theexisting soil conditions. Once the power requirement has been analyzed, the micro-
computer directs the transmission to most efficiently provide the required outputsprocket torque and speed. Additionally, the microcomputer analyzes the transmission
efficiency and directs the engine to operate at a speed which most efficiently produces
the required output power. This process of power analysis and drivetrain adjustment is
performed ten times a second to provide a continuous flow of drivetrain component
adjustments from the operator's commands.
As a result of the work performed to date, the use of hydrostatic transmissions
for application in an amphibious vehicle is judged to be satisfactory from an applica-
tions point of view, superior from a performance and maneuverability point of view,
superior from a component placement point of view, and somewhat inferior from the
efficiency and survivability point of view. Although the survivability of the unit can beupgraded by additional protection of the hydraulic interconnections, defining the actual
efficiency and improving the efficiency are of greatest priority.
This report details the analysis of this design and the test results that quantify
the actual efficiency of the vehicle. Included herein is a description of the components
selected for use, the efficiency of the system as predicted from manufacturers' product
information and as obtained from dynamometer tests, and the control logic, micro-computer hardware, and electro-hydraulic actuators that transform operator inputs into
drivetrain outputs. Also included is information regarding the component weights of
the various drivetrain components.
The review of an interim report concerning this project is recommended ifadditional design data is desired. This report is entitled "Design and Integration of a
Hydrostatic Transmission in a 300-HP Marine Corps Amphibious Vehicle" and is dated
1' -3-
03 November 1982. Detailed manufacturers' efficiency data is presented in this interim
report that serves as supporting data for this present final report. Copies of this
interim report can be obtained through the David Taylor Ship R&D Center, Bethesda,
Maryland.
1.3 ACKNOWLEDGEMENTS
The authors wish to express appreciation to the personnel from the David W.
Taylor Naval Ship Research and Development Center who have been involved in this
development effort. Special appreciation is extended to Mr. Mark Rice, the Technical
Project Officer during this contract, for his support and technical assistance. Appre-
ciation is also extended to Mr. Mike Gallagher, who provided assistance during the
testing phase of this project, and to Mr. Walt Zeitfuss, Department Head at DTNSRDC,for his critical review and administrative support. Appreciation is also extended to
personnel at the Amphibious Vehicle Test Branch at Camp Pendleton, California,
especially to Mr. David Overguard, who provided support during the field test activities
there.
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2. OVERALL SYSTEM DESCRIPTION
The test vehicle used for this project was an M113 armored personnel carrierweighing 22,000 pounds with a track gage of 86 inches, effective length of track on the
ground of approximately 118 inches with a track shoe width of 15 inches. This vehiclewas ballasted for an overall design weight of 24,000 pounds. To provide the required300 net flywheel horsepower, a Detroit Diesel 6V-53T engine was provided. Table 1
relates the main points of the remaining drivetrain specifications:
Table 1. General Specifications for Hydrostatic Test Platform
Total sprocket stall torque
(two sprockets): 16,800 ft-lb
Maximum required vehicle speed: 40 mph
Desired Transmission Efficiency: 75 percent over75 percent of the speed-torque envelope
Turning Capability: straight line to spin turn,regeneration of power required
Although these specifications may at first appear to be relatively indefinite indetail, it is the third specification that serves to fully describe the intended perform-
ance and efficiency, with the first two providing the limits of the speed-torque
envelope.
Figure I presents the desired transmission performance relationship for thecase of 300 net flywheel horsepower less 30 horsepower used to operate the coolingsystem. It should be noted that the drivetrain efficiencies are evaluated only from the
output side of the engine to the output side of the sprockets; thus eliminating thevariability of the track system on the drivetrain evaluation.
The turning capability specification relates one inherent feature of dual pathhydrostatic transmissions: the ability to operate each transmission independently from
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16.0m
.* 75 PERCENT EFFICIENCYCURVE FOR 270 AVAILABLE
lTRANSMISSION HORSEPOWER
ow
o op
SPROCKET SPEED (RPM)
FIGURE 1. 75 PERCENT TRANSMISSION EFFICIENCY CURVEFOR 270 AVAILABLE TRANSMISSION HORSEPOWER
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full forward speed to full reverse speed continuously. This provides the spin turn
capability. Regenerating power, however, to make high speed turns is not an obvious
feature of this transmission, but is a requirement for effective high-speed operation.
Tracked vehicles have a general tendency to go straight. If powered by only
on track, any tracked vehicle will obtain a certain fairly large turn radius when the
other track freewheels. If the turn radius is desired to be less than this natural turn,
some braking of the inside track is required. This vehicle was designed to require the
fully developed engine power plus the power that is fed back through the inside
transmission to perform high speed turns. The amount of regenerated power, although
not specified, was determined to be approximately equal to the net engine input power
during turns at the maximum vehicle speed.
The main components of the hydrostatic test platform are shown in Figure 2.
From the operator's point of view, the control of the vehicle is fairly typical of most
mobile equipment. The operator elements- the steering wheel, shifter, brake and
accelerator pedal- provide electrical signals proportional to the desired mode of
operation and are fed into the on-board microcomputer. The microcomputer takes
these operator-provided signals, and various status signals obtained from the drivetrain,
interprets them in regard to the desired engine and transmission settings, and output
voltages that actually control the drivetrain.
As related in this figure, the two hydrostatic pumps are driven off of a gear
drive splitter box mounted to the engine. The splitter box also drives an auxiliary pump
which is used to power the hydraulically driven fan (not shown). Sprockets are mounted
to the final drives which support the hydrostatic motors and separate brake units.
Control of the engine speed and associated output power capability is
accomplished via electro-hydraulic governor valve with integral linear actuator. Dis-
placing the governor controls the amount of fuel supplied to the engine. No constant-
speed governor is used with this arrangement. The displacements, and thus the speeds
of the hydrostatic motors, are controlled via electrohydraulic displacement control
valves mounted on each of the two hydrostatic transmissions. Actuation of the brakes
and clutches are likewise controlled via electrohydraulic valves.
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The overall system design is best described in terms of the operational
performance groups that are involved. The first group to be discussed includes all of
the human operator interfaces that must exist to transform the operator's desires into
the machine's performance. Separately described will be the drivetrain components
that produce the desired response and the control systems group with its associated
input control signals and output command signals.
( -9-
3. OPERATOR CONTROLS
The operator controls interface design previously shown in Figure 2 are a
result of the human engineering requirements of the situation. In this situation the
vehicle's overall control has been subdivided into tactical requirements according to the
following:
* Vehicle Acceleration and Speed
* Vehicle Deceleration
* Vehicle Director of Travel (forward, reverse)
* Vehicle Direction of Turn (right, left)
* Vehicle Radius of Turn
Utilizing basic human engineering principles, proper operator interface dic-
tates that the tactical requirements be transformed into universally accepted operator
controls that are minimized in number and complexity. In this case, it was decided that
the vehicle acceleration and speed would best be controlled by use of the commonly
found accelerator pedal. Deceleration would be controlled by a brake pedal. Vehicle
direction of turn and radius of turn is to be controlled by a steering wheel. Vehicle
direction of travel, which includes Park, Reverse, Neutral, Forward 1, and Forward 2,
would be controlled by a single direction mode selector.
Figures 3, 4, and 5 present the operational relationships for the accelerator
pedal, brake pedal, and steering wheel. How these mechanism displacements are
translated to electrical signals which are eventually interpreted by the microcomputer
will be discussed in the Electrical/Control System section of this report.
Displacing the accelerator pedal allows the operator to control the vehicle's
speed and acceleration rate. If the pedal is displaced at a rate less than the maximum
response rate of the vehicle, it will limit the vehicle'r acceleration rate. If the pedal is
displaced more rapidly than the maximum drivetrain response rate, the control system
will limit the response rate of the drivetrain to acceptable values.
( -10-
45 16
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0 C
> u
00 o 50 200 250
Accelerator Pedal Displacement (degrees)
FIGURE 3. RELATIONSHIP BETWEEN ACCELERATOR PEDAL DISPLACEMENT AND
DESIRED VEHICLE SPEED
0-H 1.0CU
0.02
6u5.' 2;u
Brake Pedal Displacement (degrees)
FIGURE 4. RELATIONSHIP BETWEEN BRAKE PEDAL DISPLACEMENT AND
DESIRED VEHICLE SPEED RATIO
&4
3.5
0 000
-150'-135' -5-5 135 150'-1450 0 145
Steering Wheel Displacement (degrees)
FIGURE 5. RELATIONSHIP BETWEEN STEERING WHEEL DISPLACEMENT ANDDESIRED TURN RADIUS
" 100.
Displacing the brake pedal allows the opertor to control the vehicle's decelera-
tion rate. The Desired Vehicle Speed Ratio obtained from the brake pedal is used as a
modifier to the Desired Vehicle Speed value obtained from the accelerator. The control
system determines the Desired Vehicle Speed from the accelerator and brake pedal
inputs according to the following equation:
Desired Vehicle Speed = Desired Vehicle Speed x Desired Vehicle Speed Ratio(from accelerator pedal) (from brake pedal)
By utilizing this calculation scheme, the brake pedal signal is allowed to
override the accelerator pedal. This was done in the interest of safety. If, for
example, an operator had both pedals simultaneously displaced, the signal from the
brake pedal displacement would override that of the accelerator pedal.
The signal from the steering wheel relates the Desired Turn Direction (DTD)
and Desired Turn Radius (DTR). When the steering wheel is in the neutral position, the
Desired Turn Radius is infinite. As the steering wheel is turned, a turn radius of 100
feet is first sensed. This value was emperically determined to be the largest turn radius
that was noticeable during vehicle operation. Continued displacement of the steering
wheel results in a linear decrease in Desired Turn Radius until a value of 3.58 feet is
reached, which is equal to the Half Track Gage (HTG) of the vehicle. This turn radius
corresponds to a pivot turn around one of the tracks which would be stopped. Continued
displacement of the steering wheel results in a Desired Turn Radius of 0.0 feet. This
corresponds to a spin turn where one track is turning forward while the other track is
turning in reverse (at the same speed).
The only other operator input control device is the transmission selector,
which is shown photographically in Figure 6. This mechanism allows Park, Reverse,
Neutral, Forward I or Forward 2 to be selected. Table 2 relates the switch closure
schedule for the shifting mechanism.
( -12-
40.
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('FIGURE 6. ILLUSTRATION OF TRANSMISSION SELECTOR MECHANISM
-13-
Table 2. Desired Transmission SettingVersus Number of Switch Closures
Park 4
Reverse 3
Neutral 2
Forward I I
Forward 2 0
These operator devices provide the input values to the control system to adjust
the operational state of the drivetrain components. The next section of this report will
discuss the various drivetrain components that were utilized.
( -14-
4. DRIVETRAIN COMPONENTS
The RFP stated in part the following operational specifications:
Maximum Land Speed - 40 mph
Maximum Forward Transient Sprocket Torque - 8050 ft-lbf
Maximum Differential Steering Torque - 8400 ft-lbf
From these operational specifications it was determined that the sprocket output
specifications should be as follows:
Maximum Sprocket Operational Torque - 8400 ft-lbf
Maximum Forward Sprocket Speed - 700 rpm (40 mph)
Maximum Rearward Sprocket Speed - 275 rpm (15.71 mph)
Translating these sprocket output specifications into hydrostatic motor speci-
fications requires a detailed knowledge of the sprocket reduction which occurs in the
final drives. The historical development of the final drive selection should be quickly
reviewed for reference purposes.
During the time of the preparation of the response to the RFP, Southwest
Research Institute (SwRI) reviewed the operational specifications as outlined in the
RFP and analyzed every identifiable hydrostatic line of equipment that might fulfill
those specifications. It was obvious that two basic approaches were feasible for this
application. As was indicated in the RFP the use of multiple hydrostatic drive motors
married to a single reduction final drive was a possible option as was the use of a
multiple speed final drive. SwRI contacted the major United States manufacturers of
wheel mounted final drive components and was informed that no multiple speed final
drives were presently available. This was disconcerting in light of the perceived
improvement in overall transmission efficiency which would be afforded by the
application of a multiple speed final drive. Thus, SwRI proceeded to outline a
-15-
transmission design that utilized two hydrostatic motors per final drive and proposed
the incorporation of a basic microcomputer to control the entire drivetrain.
Shortly after contract award, a company by the name of Funk Manufacturing
contacted SwRI and related that they had prototyped several two-speed final drives. A
reevaluation of our proposed design was made in light of the availability of these
components, and it was determined that an improvement of 7 to 10 percent in the
overall efficiency of the transmission could be obtained by the incorporation of these
components. The program was then directed toward the application of those compo-
nents.
The review of hydrostatic components which was performed during the
preparation of the proposal indicated that superior hydrostatic motor performance was
available in a bent axis design as compared to swash plate motor components. In
particular, two manufacturers were identified as possible sources of bent axis hydro-
static motor components. The manufacturers are Linde Hydraulics, Inc., and Rexroth,
Inc. Both offer a wide line of components with specific corner horsepower to weight
ratios of from 2.13 to 3.65.
To determine the best motor for this application is an iterative process. To
meet the maximum sprocket speed specification the final drive gear ratio is found by
taking the maximum motor operating speed and dividing by the maximum sprocket
speed. To determine whether or not the maximum sprocket output torque specification
is met the maximum motor torque is multipled by the final drive gear ratio. This
process is further complicated by the possible incorporation, as in this project, of a
two-speed final drive.
It was determined that a single hydrostatic motor in combination with a two-
speed final drive would provide the specified output torque and speed. The design that
was applied during this program is not fully optimized because of the inability to obtain
the optimized final drive gear ratios which might be desired; however, the final drives
which were obtained are sufficiently close that the overall system will suffer only a 1.0
to 2.0 percent decrease in efficiency.
-16-
The hydrostatic motor which was chosen for this application is a Linde BMV
186 hydrostatic motor. Information regarding this motor is provided as Figure 7. It has
the following operational specifications:
Maximum Displacement per Revolution - 11.36 in 3
Minimum Displacement per Revolution - 3.37 in 3
Maximum Rotational Speed (without flushing) - 3000 rpm
Maximum Output Torque (at 6000 psi) - 812 ft-lbf
From these motor operational specifications it is possible to derive the
optimum theoretical final drive gear ratios as follows:
Optimum High Speed Gear Ratio = 3000 rpm 4.29
700 rpm
Optimum Low Speed Gear Ratio 8400 ft-lb - 10.34
812 ft-lb
Because of the short time frame for this demonstration program, it was not
possible to obtain these optimal theoretical final drive gear ratios. The available gear
ratios and the corresponding sprocket output speed and torque are illustrated in Table 2.
As shown in this table the second and third options meet the operational requirements;
however, it was felt that the second option was superior because it limited the sprocket
speed to a reasonable value above the specified speed which allows more overlap of the
speed torque curves between low and high gear.
As has been mentioned, the final drives applied in this design are manufac-
tured by Funk Manufacturing of Coffeyville, Kansas. These units were not designed as
a dedicated application for this vehicle but were designed for wide range future possible
industrial and military applications. The designs applied in this program are illustrated
-17-
motors
vaial dislcmn fixe dispacemnt-
SENT XISBENT AXISOPEN AND CLOSED LOOP OPEN AND CLOSED LOOP
Ii pincement cubic ich" 306 4.57 6.40 8.51 1136 15.86 2.13 3.06 4.57 6.40 8.51 11.36
rm,mum rpm Without (281 360 3300 3000 2700 2400 2100 3900 3600 3300 3000 2700 2400
at maximum Fu (8 ) 460 4200 380 3400 3000 2600 - --
W (281 4000 370 3400 3100 2800 2500 4300 4000 3700 3400 3100 2800| "minimum .. .
ic en()Ftushing f 81 550 5000 400 4000 3500 2900- - -
maximum rpm. closed loop 4000 370 3400 3100 280 250 4300 4000 3700 3400 3100 2800
maximum sys mrt pressu. P 6M0 6M 6 6000 6 6000 6000 N 6M0 6000 600 6000(intermittent)
ax omun us 360 360 360 3600 3600 vxk 360 3600 360 3600 3600 360(100% duty cycle)
conrol optionsiromte hydraulic * - - --
1000 32 46 t8 101 115 160 22 32 46 68 101 115
maximum 2000psi 68 101 144 194 259 360 47 68 101 144 194 259
torque (ft. bs.)- .- - -
ht hoodng1028" 3000psi 111 173 236 310 410 570 77 111 173 236 310 410
360psi 132 196 276 368 489 680 92 132 196 278 368 489
100Ps 194 288 410 540 715 990 135 194 288 410 540 715
6000si 220 328 461 612 112 1130 154 220 328 461 612 812
dywhight bu 51 75 93 147 165 180 33 37 60 71 104 126
4=t0 5.4 linde hydraulics corporationFIGURE 7. ILLUSTRATION AND SPECIFICATIONS FOR LINTDE
BMV 186 HYDROSTATIC MOTOR
-18-
Table 3. Optimal Final Drive Gear Ratios and Their CorrespondingSprocket Output Speed and Torque Using Linde BMV 186 Components
Available Final Drive Sprocket Output Sprocket OutputGear Ratio Torque (ft-lbf) Speed (rpm)
Low, 10.187 8272 294High, 3.96 3216 757
Low, 10.877 8832 276High, 4.10 3329 731
Low, 10.59 8599 283.29High, 3.95 3207 760
-19-
in Figures 8 and 9. Figure 3 illustrates the power path options for low and high gear.
Figure 9 illustrates the mounting positions for the hydrostatic motor and the
service/park brake. Figure 8 also indicates the power path for the service/park brake.
Aside from the non-optimal, but acceptable, final drive gear ratios, the
application of these specific final drives is problematic because of their associated
weight. Each unit weighs approximately 509 pounds, and is a result of Funk
Manufacturing's efforts to design a highly adaptable configuration. As a dedicated
design, it is estimated that the weight of 509 pounds could be reduced by half, which
would result in a weight of approximately 250 pounds. This is the approximate weight
of the new two-speed final drives that are being procured for application in the
Automotive Test Rig (ATR) vehicle. This will be more acceptable from the viewpoint
of overall vehicle integration.
It was noted that the final drives have an input location for a service/park
brake assembly. The service brake represents the single largest operational compro-
mise of the vehicle design. The reason for this is that there is not much room to install
a substantial service brake in this location. The limitation is in the diameter of the
brake which can be applied. Figure 10 illustrates the service/park brake which will be
used in this application. Although quite suitable for the park brake, as a service brake
it will be somewhat anemic because of its limited stopping torque of 6200 in-lbf.
Having described the final drives and hydrostatic motors, the description of
the drivetrain next focuses on the hydrostatic pumps. Since bent axis motor
components have been chosen, it might seem logical that bent axis pump components
might also be chosen. Indeed, bent axis pump components would have been chosen
except for a number of problems associated with them. The overriding problem
associated with bent axis pumps is their relative inability to take a high amount of
torsional vibration during their operation. If such vibrations are encountered, failure of
the connecting link between the bearing plate and the piston head occurs because these
are the transmission members that carry the rotary forces. When bent axis pumps are
attached to an engine, as in this design, through a splitter box, the torsional vibrations
of the engine are directly transmitted into the pump. Thus engine mounted bent axis
-20-
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pumps would seem to have failure problems and this is actually the case based on
manufacturers' information.
The use of swash plate pumps in this application presents no real problem and
is in fact the industry norm. Although the swash plate pumps do suffer slightly from a
decrease in efficiency, their normal operation limits the time spent at the lower
efficiencies. When swash plate pumps operate at moderate output flows, their effi-
ciencies are comparable to bent axis pumps. Only when these pumps operate at high
pressures and low flow do they become relatively less efficient than bent axis pumps,
and in this condition the amount of power consumed is relatively small so that the
effect of the inefficiency is further decreased.
Sizing the pump becomes a function of providing sufficient flow to allow the
motors to operate at their required speed. In this case the maximum pump displace-
ment can be found as follows:
Motor Displacement at Maximum Output Speed - 3.41 in3/rev
Motor Maximum Output Speed - 3000 rpm
Required Pump Output Flow = (3000)(3.41) = 44.29 gpm231
Since the maximum pump speed should be limited to a value of approximately 2600 rpm,
the required maximum pump displacement is found as:
Maximum Pump Displacement = (44.29)(231) 3.93 in3/rev2600
( -24-
To allow for the motors to operate at full speed at greater than their minimum
displacement per revolution requires extra pump capacity. Additionally, to allow for a
respectable overlap between low and high gear in the final drives requires additional
capacity. From the results of the calculated required pump capacity with the
realization that some additional capacity is needed, a review of Linde hydrostatic
pumps indicates that their BPV 100 pump, a 6.12 cubic inch per revolution pump, was
applicable. Their BPV 70 pump, a 4.32 cubic inch per revolution pump, would also have
worked but was thought to be somewhat marginal. The BPV 100 pump has been chosen
for this program because of the additional required capacity and is illustrated in
Figure II.
The final member of the drivetrain to be specified is the splitter box. Here
the requirement is to provide two hydrostatic pump mounts and one auxiliary pump
mount. Several options for this piece of equipment exist and a model manufactured by
Funk Manufacturing, Inc., was chosen in an attempt to obtain the greatest overall
cooperation from them in this venture. Figure 12 illustrates this splitter box.
The drivetrain member which was not a design option was the use of a Detroit
Diesel 6V-53T engine. This engine is described in Figure 13. This engine was applied to
this design because of its availability, power output, and compact size.
Adjustments to the drivetrain components were made through the actuation of
electrohydraulic control valves. The transmissions were adjusted via proportional
values illustrated in Figure 14. These values provide a hydraulic control pressure
proportional to the applied voltage. The displacement of the pumps and motors is
controlled by this control pressure valve. Figure 15 relates the control pressure and
component displacement as a function of applied voltage.
Many problems were encountered during the course of this project relative to
these values. These problems were not in regard to the operating principle of the valve,
but rather were associated with the implementation of the valve in the vehicle. Two
problems were encountered: one associated with the plugging of the 0.030 inch orifices,
and the other associated with the initial ball design instead of the cone design
eventually utilized to provide a variable restriction in the return-to-tank line.
(-25-
Spiston pumpsiBENTAXIS AXIAL PISTON
OPEN AND CLOSED LOOP CLOSED LOOP,
dislacament cubic inches 8.53 11.35 2.13 3.10 4.32 6.12 12.2
.xm rpm flooded int 1600 1450 - - - - -,;sn loop
pvasuized inlet10 paimax 1800 1600 - - -
maximum rpm closed loop 2400 2200 3400 3200 3000 2800 2600
maximum wsyem premure psi*ntemittent) 5000 5000 6000 6000 6000 6000 6000
maximum continuous pessure ps
(100% duty cycl 300 3000 MW0 3600 3600 3600 3600sowts hvdrauki
ptesu€comp t*or * .....
control ifmw* * * * * *options * * * * *a
torquecontrol *******
atemotive hvdrsulic -- **
pom 00 9M6 516 23 32 46 92
@ 1000 rp Psi hp 44 s8 11 16 21 30 60or u 30 Np 63 84 15 23 32 45 90
speed Psi hp 130 173 33 45 61 90 180fotn M:ot im 61 82 15 22 31 44
Psl hp 216 287 54 79 111 158 3Th
dy wlght lb- 3W0 486 68 77 97 130 304
FIGURE 11. ILLUSTRATION AND SPECIFICATIONS FOR LINDE BPV 100 HYDROSTATIC PIUP
-26-
SPECIFICATIONS* RATINGS COVER-FLYWHEELHOUSING ___SInput Torque (Max.): 1250 lbs/if. SAE BollsOutput Torque (Max.): 950 lbs/ft. per pump pad Part No. Size A B RequredInput or Output speed (Max.): 3000 R.P.M. 40280 1 20.875 20.125 12-'hrs14Horsepower (Max.): 475 H.R. (360 H.R.Max. 4028010 2 18.375 17.625 12-%- 16
per pump pad) 4028011 3 16.875 16.125 j12-'%.16PUMP ROTATION 14028012 1 4 15.000 14.250 12-%-16Anti-Enginewise L4028013 1 5 113.125 12.375 8-%-16
OIL CLUTCH COVERHOUSING ___
Any oil which meets EP gear lubrication Spec MIL-L- SAE Bolts2105C or API classification GL-5. Part No. Size A a Required
GE RRTO 4028196 1 20.875 20.125 12-1/,#-14GA RA OSt4028318 1 20.875 20.125 12-'he-14
Ratio Gear Group 4028190 1 20.875 20.125 1VA41:1 4028806 4028191 2 18.375 17.625 12-%-16.647:1 Inc. 4028935 4028192 3 16.875 16.125 112-- -16
.741:1 Inc. 4028457.787:1 Inc. 4028456 4028193 4 15.000 114.250 112-%-18_
.9091 Ic. 02845 Speclal Housing (9.625 deep) to be used with SP211.954:1 Inc. 402845 Special Housing (9.625 deep) to be used with SP 114
1.048:1 Red. 4028458 PUMP DRIVE CLUTCH DATA___1.400:1 Red. 4028840mim Ir 1 9 Dim.1.0: Rd 0240ClutIch Clutch ng C 0 pilot F G No. Hok1.545:1 Red. 4028846 Size Nutimer TorQue Dim. ODim. erg. Die. Dim. DIM. iHoles Size
FUNK PUMP ADAPTER SLEEVES r T.229 10.375 9.625 2.4409 3"fis The 6 "132
prNo SAE IA 8 ntemlIM or TO.391.7 16528363',2 1.PnN.Sine Dim. Dim. I Key Shaft eAto"C0 0381.351.2 .34 'e.2
4028055I B 11.61 .75 %-13T1 2 P. T4085 .0.937 C-1411.~ 1 387 13.875 13.125 2.8346 3"g. II*,$ a "In
4029276 2.0 . 4. f 4 2T I 0/*TO4028215C 18 .93 1%/-214T -IP. it" T.D 913875 13.125 2.8348 3%. lh1% 8 "1224028303B5 2.00.9 I x'hA Key 1,2P OP Ie _____ TO1
4026303~~ .14 810J~~y&4e 18.T il375 17.250 3.496 3"Yo 1 8 "I32PUMP ADAPTER PLATES ____i418'
Pumnp Bot Bolt DRIVE PLATE ASSEMBLYPart No. Size Requred Size - Nomrinal -F 04028004 S.A.E. A 2 %-16 Par -o ClthSz FIG N1.H0
408W SA.. 2or4 43 402806 a 10.375 9.625 2.047 3 ,%@ 2'I,% 6 'Inj40280 S.A.E. C 2 of4 W-13 4029061 8 10-375 9.625 2.43 3-1.. 21114 6 "in
4206 SAEC 24 -34029062 10 12.375 11.625 2.43 3-1/m 2W 8 '"134028007 S.A.E.O D 4 V-10 402810613 10 12.375 11.625 2.83 3-1% 21/ 8 "fu,
*Te above ratings are based on gear and bearingIfe using a 1:1 4029064. 11 V 13.875. t3.125.2.43 _3"I'. l'hs 8 'lInratio at 2500RPM for a2000 hour 8-10 111. Actual usage of the 402808 I I1% 13.875 13.12512.83 3'V1w 1%*, 8 "h2,units may be Knited by drive Ines on Independent input 4028136 11% 13.875 13V52.33IM 2% a T32amtodels, cdutch ratings on dlutch mlodels (See table. Page, 39). 40266 14 18.375 7252.33"I,% 1 a "132pumrp mounting Imritations and gear ratios.40167 4 1835 -115T
NOTE: Application subject to appr oval by Funk Sales and/r Engi-neering Dept. An data and specfitfons subject to changewithout notice or obligation.
o NOTE: DIPSTICKS AND PTO SHAFTS SHOWN ARE12250OPTIONAL EOUIPMENT.
(3112)2.62 (66FH}r - 1 ~ (15.9)
4) ~1" DEEP 3.500
~HOLES (8928212XA (141.0) (304.8)
FIGUIRE 12. FUNK MODEL 28212XA SPLITTER BOX
-.27-
Delimit Diesel Engines commercialengines formilitaryapplications
6V-53T300 hp
Tube ofclr 6V-6 6'
Bore and Stroke 3.875 In x 4.5 In 3.875 In x 4.5 In 3.875 In x 4.5 In(98mm x14 mm) (98 mm x114 mm) (98 mmx 114 mm)
Displacement 318 cmi In (5.22 litres) 318 cu. In (5.22 Iltres) 318 cui. In (5.22 Iltres)Rated Gross Power
GOOF(15.60C) Air Inlet 260 SHP (194 k(W) 290 BHP (209 kW) 300 SHP (224 kW)Temperature and @ 2900 RPM @ 2800 RPM @ 2800 RPM29.92 In. Hg (101.31 kPs)Barometer (Dry)
Torque:0F (15.6*C) Air InletTemperature and292 In. Hg (101.31 kPa) 557 lb ft (755 N-m) 606 lb ft (822 N-m) 638 lb ft (965 N-m)Barometer (Dry) @1IWO0RPM @ 2000 RPM @ 2100 RPM
Compression Ratio 17 to1 1 to 1 17tolIFuel Capability Diesel #2 through CITE Diesel #2 through CITE Diesel #2 through CITEFuel Consumption at Idle 2.4 lbs/h (1.09 kg/h) 2.4 lbs/h (1.09 kg/h) 2.4 lbs/h (1.09 kg/h)BMEP @2800 RPM 11l pal(OWkP@) 124 pal(855 kPa) 133 pal(917 kPm)Air Required for
@ 2900 RPM 1140 CFM (32.3 m'/mln) 1190 CFM (33.7 m'/mln) 1250 CFM (35.4 ms/mInjExhaust Gas Flow @
29110 RPM - 2734 CFM (77.4 ml/min) 2915 CFM (82.6 m'/mln) 3131 CFM (88.7 m'Imln)Roation Me"
Movement of Inertla 820 lb-Wn (.24 kg-m') 820 lb-In2 (.24 kg-mm) 820 lb-In (.24 kg-m')Volume Envelop.
(Basic Engine) 34.8 cu ft (967.1 Iftres) 34.8 cui ft (967.1 Iltres) 34.8 cu i (967.1 IltresrHosepower per
Cubic Foct 7.5 (.197 kW/lltre) 8.0 (.212 kW/lltre) 8.6 (.227 kW/lltre)Pounds Per Horsepower 5.19 (3.15 kg/kW) 4.92 (2.93 kg/kW) 4.50 (7-73 kg/kW)Net Weight (Dry) 1350 lbs (612 kg) 1350 lbs (612 kg) 1350 lbs (812 kg)(T069 No""g WINm u Y so Velma
FIGURE 13. DETROIT DIESEL 6V-53T ENGINE ILLUSTRATION
-28-
9.+
FIGURE 14. TRANSMISSION ELECTRO-HYDRAULIC CONTROL VALVE
240
3.37 '
220 4.05.06.0 co7.0
160 8.0 .
9.0 cCI~~ 10.0 <
120 J-cd 11. 36~ v
80
tb 3.040 2.0
CL 1.0
CL 0.0
4 6 8 1.0 12 14 16 18 20
FIGURE 15. CONTROL PRESSURE AND TRANSMISSION COMPONENTDISPLACEMENT AS A FUNCTION OF C 'NTROL VOLTAGE
-29-
Normally, a 0.030 inch orifice in a hydraulic system would be considered
relatively small and prone to plugging, and this is the case for this application. Proper
function of the valve was assured, however, by adequate prefiltration of the oil before
entering the valve.
The problem associated with the variable orifice ball mechanism appears to
have been related to the oil used in the vehicle. This oil, MIL-SPEC-83282, has a low
viscosity and valve oscillations were noted before switching to the cone-type valve
illustrated in Figure 14.
Adjustments to the engine governor position were made via an electro-
hydraulic valve with integral linear actuator illustrated in Figure 16. This device
provided control pressure to actuate a spring loaded hydraulic linear actuator. The
relationship between applied control voltage to actuate displacement is illustrated in
Figure 17.
Control of the brake pressure was provided via two proportional electro-
hydraulic valves housed in a single valve body. This valve is illustrated in Figure 18. Its
actuation was very similar to that of the transmission valve and the governor valve. All
of these valves were provided by Electro Hydraulics, Inc.
Actuating the high and low clutches was made via three-position, four-way
electrohydaulic valves. This descrete value allowed actuation of either the high or low
clutch, but would not allow simultaneous actuation of both valves.
-30-
IM
FIGURE 16. ENGINE GOVERNOR DISPLACEM'ENT MECHANISM
1.50
1.25
1.00
z
", .750
.50
.25
2 4 6 8 10 12 14 16 18 20
Control Voltage (VDC)
FIGURE 17. RELATIONSHIP BEIWEEN GOVERNOR VALVE STOKE AN CONTROL( VALVE VOLTAGE
-31-
E9
Lj L0
-32-4
5. DRIVETRAIN EFFICIENCY
The drivetrain efficiency analysis must begin with a review of the drivetrain
operation. As designed, the drivetrain is integrally controlled by the microcomputer. It
is desired that the engine run at its most efficient speed to provide the required output
power. To determine the required output power, the output motor torques are obtained
at any one point in time and these values are multiplied by the desired motor speeds (as
derived from the accelerator pedal). This estimate of the required power is then
compared against the engine power-speed map to determine the optimum engine speed
setting t) provide the required output power. Once the engine speed has been
determined and is in the process of adjustment, the hydrostatic pumps and motors are
likewise adjusted. From a standing start to any velocity the general sequence of events
will be to increase the engine speed and simultaneously increase the displacement of
the pumps until their maximum displacement is obtained and then to decrease the
displacement of the motors until the desired motor speeds or a power limitation are
reached. With this scheme the settings of the drivetrain components can be specified
and their efficiencies evaluated.
5.1 Engine Efficiency
Figure 19 illustrates the amount of fuel that is consumed by the engine at
certain power and speed settings. This information is a reprint of manufacturers,
information. As can be seen from this illustration, choosing the most efficient engine
speed setting for power levels below 150 hp is a most risky speculation.
To determine the actual fuel usage relationship of the engine used in this
project, an independent dynamometer test was performed at SwRI. The results of that
test are presented in Figure 20. From the format of this engine performance map it is
fairly easy to derive the relationship for desired engine speed versus required engine
power.
Referring to Figure 20, if 100 horsepower were required, 1600 rpm might be
the most efficient engine speed at which to operate, and, in fact, this was the rationale
( -33-
300 SHP
313
LINES OF CONSTANT FUEL CONSUMPTION lIIBHP HR
. I I I , I , ,
is 200 3 00ENGINE SPEED-RPM
FIGURE 19. FUEL CONSUMPTION RATES AT VARIOUS POWER AND
SPEED LEVELS FOR DETROIT DIESEL 6V-53T ENGINE,
FROM MANUFACTURERS DATA
-
lfil
In
1 10 20 x
I#G1 OUTPUT POWER tHPI
FIGURE 20. FUEL CONSUMPTION RATES VERSUS OUTPUT POWER
FOR VARIOUS ENGINE SPEEDS FOR DETROIT DIESEL
6V-53T ENGINE, FROM SwRI DYNO TEST RESULTS
-34-
that was used during the initial checkout of the control logic. It should be apparent
that if 100 horsepower were being consumed at an engine speed of 1600 rpm and more
power was desired, the engine could not easily accelerate to provide the additional
power. During such operation, the engine would emit great clouds of black smoke as
the governor would go to full rack to try to accelerate the engine. It was quickly
realized that for any particular power requirement the engine would have to be
operated at a higher than optimal engine speed to assure that there was sufficient
power reserve before reaching the smoke threshold to accelerate the engine so that
larger and larger amounts of power could be produced. Figure 21 relates the ideal
engine speed versus required power relationship that was derived from Figure 20.
It also became apparent during the course of this project that hydrostatic
transmissions do not like to operate at high motor speeds with low pump speeds. In
fact, it is impossible to obtain maximum motor speed of 3000 rpm if the pump speed is
not at some mid-range value. If the system had 100 percent volumetric efficiency the
minimum pump speed to obtain 3000 rpm at the motor with its displacement set at
minimum would be:
Minimum Pump Speed (3000 rpm)(3.37in /rev) = 1652 rpm6.12 in 3 /rev
It is through this combination of desired motor speed and power requirements
that the desired engine speed was eventually determined. This relationship is given as
Desired Temporary Total Temporary TotalEngine Hig equired (High \/kequiredSpeed = 1100 rpm + (.3666) Motor) (84) Engine) (.00l85) MotorA Engine /(rpm) Speed Power (Speed Power
This relationship is graphically presented in Figure 22.
In this equation the value of Temporary High Motor Speed is determined as the
higher of the two desired motor speeds that result when the vehicle makes a turn.
During a turn the desired vehicle speed is converted to an equivalent desired motor
( -35-
C4
C
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CCNC
oc
04 wC C
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oE oi ZSO~ Ix-
00
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A4 00 O
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'- '~c~ C>-'(tz)t-W
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M 04tn V 14E-0
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-37-,
speed and that value is applied to the outside motor. Since, during a turn, the inside
motor speed is always slower than the outside motor speed, the Temporary High Motor
Speed Value is always associated with the higher (outside) motor speed.
5.2 Transmission Efficiency by Computer Model
The efficiency of the drivetrain also is easily dependent on the efficiency of
the transmission. For this vehicle, it has already been related that the hydrostatic
pumps and motors that were used were the Linde BPV 100 series pumps and the LindeBMV 136 series motors. Information was obtained from Linde Hydraulics, Inc.,
regarding the efficiency relationships of these units. The general efficiency relation-
ships that were provided are presented in Table 4.
These efficiency equations were used to evaluate the overall efficiency of two
drivetrain options originally considered for this project. One drivetrain configuration
consisted of a single reduction final drive used in combination with large hydrostatic
pumps and two hydrostatic moors used with each final drive, while the other
configuration used two-speed final drives in combination with smaller hydrostatic
components as related in Table 5.
The efficiency of each option was evaluated via computer model of the entire
drivetrain system using the previously described equations to model the hydrostatic
components and taking into account the losses due to the hydrostatic charge pump
circuit as well as the losses in the gear drive splitter box and the final drive
components. Figure 23 relates the modeled efficiency of the drivetrain from the input
to the splitter box to the output of the final drives for the single reduction final drive
with a double hydrostatic motor input. This efficiency relationship is compared to the
modeled efficiency of the drivetrain using two-speed final drives and a single
hydrostatic motor input as related in Figure 24. Appendix A contains the computer
program that was written to evaluate these efficiencies as well as summary data sheets
from runs used to develop these efficiency curves.
(-38-
1n-4 1-4
CC
M wIAoC CN
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-39-
rTable 5. Hydrostatic Test Platform Development Options
1. Incorporate a single-reduction final drive with a double motor input.
2. Incorporate a two-speed final drive with a single motor input.
OPTION I OPTION 2
Hydrostatic Pump 2 Linde BPV 200 2 Linde BPV 10012.24 in 3 /rev 6.12 in 3 /rev
6000 psi 6000 psi2600 rpm 2800 rpm
Hydrostatic Motor 4 Linde BMV 260 2 Linde BMV 18615.88 in 3 /rev 11.36 in 3 /rev
1130 ft-lbf 812 ft-lbf2600 rpm 3000 rpm
Final Drive Single Reduction Funk Two-Speed3.71 Ratio 10.877 ratio in Low
4.10 ratio in High
-40-
I "50% EFFICIENCY CURVE
~140-
S12 MAXIMUM PERFORMANCE CURVE
406000 % EFFICIENCY CURVE
200-
100 200 300 400 5m 500 700
SPROCKET SPEED IRPM)
FIGURE 23. MODELED PERFORMANCE OF HTP VEHICLE WITH SINGLE
REDUCTION FINAL DRIVE
INN: -77 MAXIMUM PERFORMACE CURVE
b:--400070% EFFICIENCY CURVE (LOW GEAR)
12M 0% EFFICIENCY CURVE (LOW GEARI
Ilu 7% EFFICIENCY CURVE (HIGH GEAR)
C y 40,- 11% EFFICIENCY CURVE IHIGH GEAR)
20
S N 301 a so in 700
SPROCKET SPEED (RPM)
FIGURE 24. MODELED PERFROMANCE OF HTP VEHICLE WITH TWO-
SPEED FINAL DRIVE
-41-
A comparison of Figures 23 and 24 indicates that the two-speed final drive
option was considered to be between 5 and 17 percent more efficient at transmitting
near maximum available engine power and was, in general, approximately 12 percent
more efficient at transmitting partial engine power to he output sprocket. The basic
reason for this difference is that inefficiencies of hydrostatic components, when
operated at high pressures and low flows or high flows and low pressure, is compounded
by the use of larger components in the case of the single reduction final drive. It was
for this reason that two-speed final drives were used on this vehicle.
5.3 Transmission Efficiency From Whole Vehicle Dynamometer Testing
To determine the actual efficiency of the transmission, a whole vehicle
dynamometer test was performed as pictorially described in Figure 25. In general, the
dynamometer output speed and torque values were monitored relative to the engine
output power. The auxiliary pump power was subtracted from the engine power and the
overall transmission efficiency was determined as the ratio of dynamometer power to
net transmission input power.
While this dynamometer test arrangement would be ideal for determining the
overall transmission efficiency, a number of problems were discovered that reduce the
accuracy of the test results. These problems included the lack of sufficient low speed
torque capability in the dynamometers to adequately determine the sprocket output
power in low gear, a lack of absolute confidence in the determination of the engine
output power, and a concern that a substantial amount of power was being inadvertently
consumed by the final drives and brakes during most of the testing.
The problem associated with the inability to obtain high sprocket torques at
low sprocket speeds is related to the use of eddy-current dynamometers for this test.
Although the dynamometers used were rated at 1200 hp each, this rating is effective
for speeds in excess of 800 rpm. At lower sprocket speeds the power rating is reduced.
As a result, only sprocket speeds in excess of 100 rpm were tested. Since low gear
sprocket speeds vary from 0 rpm to 265 rpm and high gear sprocket speeds vary from 0
rpm to 700 rpm, the range of test prints was accordingly limited.
( -42-
Hn
-43-
Accurately determining the engine output power also turned out to be
problematic because there was not a sufficient amount of space in the engine
compartment to incorporate the use of an in-line torque transducer. To estimate the
output power for each test, the engine fuel usage data presented as Figure 19 was used.
During each test, the fuel usage rate and engine speed were recorded. The engine
output horsepower was obtained by cross-matching the fuel usage rate to the engine
speed and reading the output power. Future tests of the efficiency ot this transmission
system should include a more accurate method of determining engine output power.
The single largest concern pertaining to the results of the dynamometer tests
is the bias induced because of the improper operation of the final drives and brakes.
During the course of the testing, numerous failures of critical items in the final drives
and brakes were experienced. Clutches were seized because of hydrodynamic actuation
of both the low and high clutches during high-speed operation. Additionally, bearing
failures occured at two different times as a result of oil starvation and three brake
failures occurred as a result of improper support of the brake shaft as provided by the
factory. All failures were progressive and had an indeterminant effect on the tests that
were taking place.
The test data that was obtained is presented in Appendix B. Corrections to
the test data were made to partially compensate for the losses that were incurred as a
result of the previously mentioned failures. The resulting dynamometer efficiency data
is presented as Figure 26.
A comparison of this dynamometer test data to the modeled test data (Figure
24) reveals two basic findings. First, the efficiency of the transmission under
dynamometer test conditions is !ower than the efficiency as predicted from the
computer model. Second, the dynamometer test data is incomplete because of an
inability to adequately load the transmissions at low speed as was previously related and
because of an insufficient amount of time available to perform a comprehensive matrix
of test conditions.
-44-
IN 75% EFFICIENCY CURVESIwo AT MAXIMUM AVAILABLE POWER
14 -I MAXIMUM PERFORMANCE CURVE
I1N
40 N% EFFICIENCY CURVE (LOWH GEARI
-4-
--. .U -• -U
Several attempts have been made to determine why the dyno test results show
the transmission to be less effective than expected, and the lack of firm conclusions
indicated that additional dynamometer testing should be performed. However, severallikely sources of the inefficiency problem have been identified. These include the
power consumed by the final drives, even when they are operating properly, the power
consumed by the cooling fan, improper sequencing of the pump and motor displace-
ments, and power losses associated with slightly smaller than optimum main hydraulic
hoses.
Figure 27 relates the power consumed by both final drives as a function of
sprocket speed. This data was obained by measuring the deceleration rate of the
dynamometers after they had been operated at a steady 700 rpm.
5.4 Transmission Efficiency from Transmission Component Dynamometer Testing
To determine the actual transmission efficiency, a series of component
dynamometer tests have been performed. The test setup is shown in Figure 28. In
these tests a diesel engine was used as the pump input power device and a mechanical
dynamometer was used as the power absorbing device. By using this dynamometer the
transmission was loaded to stall torque over its entire speed envelope.
Dynamometer tests were performed on used hydrostatic components taken
from the vehicle after one year of field testing. These components were inspected by
Linde personnel and were found to be worn in excess of the number of hours obtained
from the field test activities. This condition is noteworthy because of the debris
subjected to these components from the whole vehicle dynamometer failures previouslyrelated and because of the hydraulic fluid used in this test vehicle.
The hydraulic fluid used throughout the project was a MIL-SPEC-83282 fire
resistant hydraulic fluid. This fluid has a considerably lower viscosity than other
hydraulic fluids, especially at elevated temperatures. The viscosity versus temperature
relationshiop for this fluid is shown in Figure 29. This low viscosity can generally be
related to lower component volumetric efficiencies.
-46-
1412
10
8
4
0 100 20 3w0 400 5w0 6m0 700
SPROCKET SPEED (RPM)
FIGURE 27. FINAL DRIVE POWER CONSUMPTION VERSUS SPROCKET SPEED
-47-
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-49-4
The dynamometer tests were thus performed to determine the transmission
efficiency under the conditions of worn components and less than ideal hydraulic fluid.
Tests were performed at pump inlet speeds which varied between 1000 and 2800 rpm.
The motor torques were varied between 0 and 800 ft-lbf. The other control variable
was transmission control voltage which varied between 0 and 24 VDCA (volts direct
current average). The test results are presented in Figures 30 through 39 to relate
motor speed versus control pressure at various motor torque values at different engine
speeds. Figures 40 through 49 illustrates this same data but in the form of overall
transmission efficiency versus motor output speed at various motor torque values at
different engine speeds. The pump input speed for these tests is equal to the engine
speed. Finally, all the data is summarized in Figure 50, which relates the sprocket
torque versus sprocket speed relationships that could be derived from this data with
lines of constant efficiency indicated. Computer prints of the actual data obtained iscontained in Appendix C.
These figures relate lower efficiency values than were predicted from the
modeled analysis. The reasons for this are twofold: (I) the transmission componentswere of a worn condition, and (2) the low hydraulic oil viscosity produces more internal
leakage which reduces efficiency.
In order to determine the efficiency potential of these transmission compo-nents, additional tests are planned under separate contract from DTNSRDC to AAI
Corporation with SwRI performing subcontract tasks to retest new transmission
components. The final results of these tests will be presented in the report under
Contract No. N00167-84-C-0022, but preliminary efficiencies of 82 percent have been
obtained at motor speeds of 1700 rpm and 300 ft-lbf torque.
-50-
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Note: Transmission Performance Curves Were Generated FromDynamometer Data In Appendix C. Sprocket Speed TorqueAre Obtained By Taking Motor Values And Converting ThemTo Sprocket Values By The Final Drive Gear Ratio.Maximum Pump Input Power Is Limited To 135 HorsepowerTo Each Of The Two Pumps.
1800075 Percent Efficiency Curve For 270 Available
16000 Transmission Horsepower (Reprinted From Figure 1)
14000 Maximum Performance Curve Of Transmission For
12000 Low Gear Operation
10000
0000 -Maximum Performance Curve Of Transmission8000 For High Gear Operation
6000
4000
2000
0 100 200 300 400 500 600 700
Sprocket Speed (rpm)
FIGURE 50. TOTAL SPROCKET TORQUE VERSUS MOTOR SPEED CAPABILITYFROM DYNAMOMOTER TEST RESULTS
-71-
6. ELECTRICAL/CONTROL SYSTEM DESIGN
6.1 Control System Objectives
The goal of the control system is to take advantage of the continuously
variable gear ratio of the hydrostatic drivetrain to create a vehicle which is quite
maneuverable while maintaining fuel efficiency. Specifically, the control system is
required to:
* safely implement driver commands;
* smoothly adjust pump and motor displacements;
* operate engine for optimum efficiency;
* perform self-diagnostics;
* automatically take emergency actions if a system fails;
* inform driver of component or system failures.
An additional constraint is that the system would be designed in such a manner that
would allow manual operation in the event of a computer failure.
6.2 Original Approach
While the drivetrain was originally designed to be computer controlled, the
microcomputer was not designed into the primary feedback control loop. Rather, the
microcomputer was to function as a system supervisor, sensing operator commands and
vehicle parameters, processing signals, and determining optimum states of the drive-
line. The actual control of the hydrostatic pumps and motors, diesel engine, and service
brakes was to be performed by stand-alone analog electrical controllers (AECs). The
original control system layout is illustrated in Figure 51.
The control system was designed with the microcomputer outside the feedback
control loop for two primary reasons:
0 performing an analog control function with a digital computer was
thought to be a time-consuming task. There were initial concerns
-72-
4jJ Lff~- -
0 'A d
a:4-a
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-73-
regarding the execution speed of the microcomputer which would be
chosen. By off-loading the analog job, the microcomputer would have
more execution time available for system performance evaluation and
self-testing.
* Overall system reliability would be increased by making the control
system somewhat redundant. With the control responsibilities split
between the microcomputer and a manual backup system, the impact of
an unrecoverable computer failure would not be as severe. Stand-alone
analog electrical controllers would facilitate switching from computer to
manual control. Additionally, the AECs selected for the control task
were supposed to be equipped with ilt-in engine anti-stall. This
feature was to prevent the engine from stalling when hydrostatic motor
loads were excessive.
6.3 Problems Encountered in the Original Control System Design
The control system described above was conceptually designed, developed, and
implemented in hardware. During the vehicle field test phase, certain limitations of
the control system became apparent. The first problem noticed was that the response
of the hydrostatic drivetrain to operator commands was very sluggish. The secondproblem was that the anti-stall built into the AECs responded so slowly to track loading
that the engine would stall. Both problems were traced to the AECs. Attempting to
adjust the controllers to increase their response only resulted in controller instability,
causing oscillation of the drivetrain. The inability to effectively adjust controller
response rate was traced to the basic design of the AECs. Internally, the AECs created
a system error signal which was proportional to the difference between command andfeedback signals. Next the error signal was integrated over time and a change in
control signal was produced proportional to the integrated error.
This is not a widely accepted method of achieving accurate control. Most
closed-loop control algorithms primarily utilize propor-ional and derivative terms to
affect primary control and utilize integrative terms to make final fine adjustments to
the control signal. This is known as PID (Proportional Integral Derivative) control.
-74-
Howe' !r, the AECs which were purchased as recommended control system hardware
devic:s to be used with the Linde hydrostatic transmissions utilized only the integral
error term to affect control. The net result was an unacceptable control system design.
Three plausible solutions to the control system problem were investigated:
0 redesign the AECs including proportional and possibly derivative ele-
ments in the feedback control loop;
implement the function of the feedback control loop in software in the
microcomputer;
0 implement an open loop control function in the software of the micro-
computer.
The first alternative, modifying the analog controllers, would have initially
been the quickest approach. However, since the result of this effort would retain an
analog device with only the possibility of success, this approach was not pursued. The
second approach, implementing a closed loop controller in the microcomputer, was
believed the be the correct choice for a long-term solution. However, the proper
development of this approach would require considerable modeling and simulation for
which there was neither time nor funding. The most appealing path to pursue was
determined to be the development of a digital, open loop control algorithm to be
implemented in the microcomputer. Details of the final embodiment of the control
system are discussed in the following section.
6.4 Final Embodiment of the Electrical/Control System Design
The control system design finally incorporated into the vehicle is shown in
Figure 52. This is similar to the original control system design shown in Figure 5i with
the deletion of the transmission AECs as primary feedback control devices. This
change is illustrated by the routing of the motor and sprocket speed feedback ,ignals to
the microcomputer rather than to the AECs.
-75-
zoz
-- Qm~H
IIIIcW&C
Lr)
-76-
The engine AEC was maintained because the engine speed command signal
changed more slowly and the engine AEC was able to provide marginally adequate
control of the engine speed. The brake AECs were also maintained because they were
originally designed as open-loop control devices and were found to be satisfactory in
their operation.
The overall control system, then, operated in the following manner:
6 Operator input signals were obtained as indicators of the desired state of
the vehicle's drivetrain settings.
* Vehicle feedback signals were obtained to describe the actual state of
the vehicle's drivetrain components.
* The microcomputer performed calculations on the operator input signals
and drivetrain feedback signals and made adjustments to the control
devices accordingly.
Figure 53 pictorially illustrates the components of the electrical system, Table
6 relates manufactuere information relative to these major electrical components, and
Figure 54 presents the electrical system wiring diagram. The following discussions will
relate in detail the operation of the electrical/control system.
6.4.1 Microcomputer Input/Output (1/0) Devices
The SC-I microcomputer used in this project is pictorially illustrated in Figure55. Of particular interest is the kind and location of the Input/Output (I/O) capability
which is shown in Figure 56.
The Frequency-to-Voltage (F/V) converters were built to convert the fre-
quency signals obtained from the magnetic pickups on the engine, two motors, and two
sprockets to voltage signals. Each of the two cards was built to process four frequency
signals. Each card, however, was built with only one F/V converter chip. The F/V cards
were designed to operated through a sampling scheme such that the frequency from the
-77-
64
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-78-
Table 6. Main Components of HTP Vehicle Electrical System
Description Manufacturer Part Number
Pressure Transmitter Genesco SP420-50000G-10
Magnetic Pickups Airpax 089-504-0070
Gear Selector Switches MicroSwitch 21EN9-S
Steering, Acclerator andBrake Potentiometers Allen Bradley JA I N056SSOI UA
Current Transmitters Transpak TP 650
Analog Electrical Controllers Amheiser Electronics (No Part Numbers Available)
Transterm Terminal Transterm II
Miltope Recorder Miltope CR300 Digital Tape Recorder
SC-I Microcomputer Southwest Research Institute SC-I
-79-
Co"P 0(Ivclable to 'DT!C doe' nOi
2 t91 uiij lagibLe
J29 J30
J26
J1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 8 1 20 21
00
FIGURE 55. ILLUSTRATION OF SC-I 1/0 DEVICE LOCATIONTS
o. U
FIGURE 56. ILLUSTRATION OF SC-1 COMPUTER BOARD
-81-
engine magnetic pickup would be sampled for a specified period and the voltage output
would be placed on a sample and hold capacitor to be used as a voltage input to the
Voltage-to-Digital (V/D) converter. After sampling the engine frequency signal, the
F/V converter would then sample one motor speed frequency signal, followed by the
other motor speed frequency signal, and finally the sprocket speed signal. The other
card was used exclusively to sample the other sprocket speed signal.
This scheme, although originally unproblematic because the speed control
function was incorporated into the AECs, became problematic in the final control
system design. The problem is associated with the time required to perform the
sequential sample and convert functions. To obtain accurate results, the time required
to sequence and convert four frequency signals required 0.6 second. At shorter
sampling periods, the accuracy of the conversion was diminished.
This 0.6 second period caused problems during shifting operations because of
the requirement to change motor speeds during a shift for synchronization of the
motor-to-clutch speeds for engagement. This problem was not overcome during this
contract. A modification to the microcomputer has been made and tested, however, to
incorporate Frequency-to-Digital (F/D) converters for the next vehicle known as the
Automotive Test Rig (ATR). This task, in addition to the integration of Pulse Width
Modulated (PWM) output drives into the SC-I were completed as part of this contract.
These modifications were carried as separate contract reporting items for this
contract. Copies of the letter design report covering these items is included as
Appendix C of this report.
Voltage-to-Digital (V/D) converters were used to convert analog signals to
integer values for the SC-I computer program. These V/D converters not only
converted the voltage equivalent frequency signals but also converted signals from the
steering wheel, accelerator pedal, brake pedal, and four hydrostatic working pressures
to integer form. Figures 57 through 63 illustrate these conversions. Additionally, one
A/D card was incorporated for use as an auxiliary input device. Its conversion
-82-
relationship is presented in the following equation:
MicroInteger = Voltage Signal to Micro 4095Value 5
The Parallel 1/O cards received digital signals from the transmission gear
selected and provided output signals to engage the low and high clutches and also to
turn on the warning lamps to indicate malfunctions of the various signals sent to the
microcomputer.
-83-
ENGINE SPEED SIGNAL
3000 2579 3.15 6299
00
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00
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0 J~040.-
w 30
Enin-ped(rm
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(2 30000
Micro Integer Value = Voltage Signal to Micro: VDC (4095)5
Engine Speed: rpm =1.163 Micro Integer Value
FIGURE 57. ENGINE SPEED SIGNAL CONVERSION
-84-
SPROCKET SPEED SIGNALS
700 1668 1.426.1426 --
0
0 C0
0 0 0
06
0 00. 0 4.4
0 CU
0
Micr InegrVau = otgUinl nMco D
0 '4J
> (4D5
00
Sprocket~~~Sroke Speed: (rpm)59(McoInee Vle
FIGRE59 SRCKE PE SGAL OVESO
060
Voltage Signal to Micro: VDC = Sprocket Pickup Frequency: C/S1000
Micro Integer Value = Volt age Signal in Micro: VDC (05
Sprocket Speed: rpm = (.599)(Micro Integer Value)
FIGURE 59. SPROCKET SPEED SIGNALS CONVERSION
( -86-
STEERING WHEEL SIGNAL
0 3603 4.40 ,,24.3 -0 1.00 300
C:23.6 - .983 2953554 4.34- '22.8 .950 20 5 285
w3 4 56 - 4.420 '
100 2211 2.70 12.4 .517 155'U w 00 57 15
1 00 2162 2 .64 12.0 $. .500 150 .100 2113 2.58 11.6 .483. 1-
00 145-.
S~d0 4'0 0
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Ci 4 >
3.58 . 868 1.06 o .2 - 0
0 770 14 40 .017.72 801 0, i
-150-145-135 5 0 5 135'145 50
Steering Wheel Displacement
Potentiometer Disp. (degrees) = Steering Wheel Displacement (degrees)
Potentiometer Resistance (ka) = Potentiometer Displacement (degrees) (I ka)300
Potentiometer Voltage (VDC) = (Potentiometer Resistance (kW)) (24 mA)+24V
Current Loop Transmitter PotentiometerCurrent (mA) = Voltage (VDC) (16) + 424 1F
Voltage Signal 1 k Current
to 1/0 Current Loop Transmitter) (.220 kn) Loop20Current (mA) T s
Micro~~L Inee IfeMico Itegr =Voltage Signal
Value to 1/O (4095)-- ----
i=-24V =24 mA1 k
For Left TurnDesired Turn Radius: feet = (.077) (Micro Integer Value) - 63.26
For Right TurnDesired Turn Radius: feet = -(.077)(Micro Integer Value) + 269.7
FIGURE 60. STEERING WHEEL SIGNAL CONVERSION
-87-
ACCELERATOR PEDAL SIGNAL
0.
800S40 " 15 3604 4.40 24- . 1.0 .........
3030 3.70 19.2 .81
- 00 00 400 ) 0 C
0 . 000) Ca 0
54 4418
4 0 0
1235 i.. 581 4.8 Cw~.2074 88 0 0
0 5 20 25
Accelerator Pedal Displacement (degrees)
Potntomte =Accelerator Pedal (5 i koPotntom~e = Disp. (degrees) 300
Pot entiometer Potentiometer
'- 02 A
Voltage (VDC) Resistance Wkf)05 + 24V
Currtento TriometerCurrent (mA) Voltage (VDC) (16) + 4 F (24 m-)
34 ComPurrent
__(.220_ (16) Loo
Voltage Signal f Current Loop Transmitter ( k,) Lo.22
to I/O Current (mA) (T220
Micro Integer = Voltage Signal to I/0 (4095)Value 5
i ff 24V ff 24 mADesired Vehicle Speed in Low .008 Micro Integer i--- 4m
Value - 9.88
Desired Vehicle Speed in High = .021 Micro Integer Value - 9.88
FIGURE 61 ACCELERATOR PEDAL SIGNAL CONVERSION
-88-
BRAKE PEDAL SIGNAL
721 .89. 0.0 . 0.001.0. I'd,1235 1.51. 4.8. 0.2
enI 0 ,-
0
r. 0 01 C .. 04 4.4 . 0 -- -- -- '- --..
04 -4 00.1 4.1330 0 0 19CU 08
3644 -4 49L24A 0
00 5° 20b 25
Brake Pedal Displacement (degrees)
Potentiometer 0Brake Pedal I k
Resistance (kM " )=Displacement: degree,&30 -+24--DPotentomoter Potentiomoter (24 CUCVoltab: VDC Resistance (0) 0 f- - io - - -
0 1 Micr 1/0
PPotentiotenere + t (BaePdlurrent --Current: mA Voltage: ' C %16) + 4 _eraeei .
24 +24 VDC
Voltage Signal urrent Loop Transmitte22 k 22
to 1/0 (Current: mA r)
Micro Integer Value -Voltage Signal to 1/)(4095.
Desired Vehicle Speed Ratio = -(.00056)(Micro Integer Value) + 1.697
FIGURE 62. BRAKE PEDAL SIGNAL CONVERSION RELATIONSHIPS
/-
-89-
HYDROSTATIC WORKING PRESSURES
5000 3604' 4.4- 20
toJ> S
a4- $403w 0 0
bo IC
-r4 cuE-
721 .8 [70 50
0 (U
0 5000
Hydrostatic Pressure (psi)
Pressure Transmitter (325.) Hydrostatic +.220Output Current (mA) (Pressurelps i
Voltage Signal ff Pressure Transmitter ) .2Q)L
To Micro 1/0: VDC kOutput Current + 24 V
Value 5 1icro 1/0
0 = 720x + y 22
0 ~00
5000 = 2883x x fi 1.734 y =f -1250 kOHydrostatic Pressure: psi -(lH734)(Micro IntegeP s 1250sValue~~Vlu ( oIO:)1c /
FIGURE 63. HYDROSTATIC WORKING PRESSURE SIGNAL
(
-90-
6.4.2 SC-I Microcomputer Hardware Description
The requirements for a microcomputer to control the HTP vehicle are very
strict. First and foremost are the requirements that it be fail safe and accurate. If the
microcomputer fails while the vehicle is running at 40 mph, the possibility of personalinjury is significant. To accompltg all of the engine optimization, the micro must be
very fast in processing floating point calculations. Finally, the micro must easily
communicate with several D/A, A/D, and F/V conversion boards. The micro chosen
that most closely meets the perceived program requirements is the SC-I developed at
SwRI.
The SC-I uses the 5 MHz Intel 8086 central processing unit in unison with the
Intel 8087 math processor and 8089 Input/Output processor, all very large-scale
integration (VLSI) processors. All reside on the system's local bus. Figure 64 is a block
diagram of the computer and Table 7 summarizes the SC-I's general specifications.
Table 7
Configuration
8086/8087/S089 triprocessor on local bus
Word Size
Instructions: 8, 16, 24 or 32 bits
Data: 8, 16 bits (single word = 16 bits)
Cycle TimeBasic Instruction Cycle: 0.8ps (instruction not in queue)
0.25 Ps (instruction in queue)
Memory Capacity
Onboard EPROM: 64K bytes (expandable to 128K)
Onboard DRAM: 128K bytes (error correcting, single-blt detect/
correct; multi-bit detect)
Onboard SRAM: 2K bytes
(-91-
Table 7. (Continued)
1/o CapacityParallel: 48 lines programmable (8255s), using two parallel interface
adapters (equipped with LSI controller to emulate
IBM-360 I/O channel handshaking).
DMA: Two 16-bit DMA ports, at IM-bytes max transfer rate.
Serial: RS-232 port, controlled by USART for both standard
asynchronous or synchronous (32SIA) communications.
Interrupts
Two 8-input priority interrupt controllers (15 hardware vectored interrupt
lines available). Software configured for input priorities and mode (8259As).
Timer
Two timers, each equipped with three 16-bit interval timers. (Timer outputs available
as interrupt inputs.) Software configured for mode and rate (8253s).
Power Consumption
20W
Weigh~t9.38 lbs
The SC-I has three subsystems of memory. First, there are 64K bytes ofEPROM to store the monitor and application programs. There are also 2K bytes of
static RAM for use as a system stack. Last, for main memory, there are 128K bytes of
fault tolerant dynamic RAM. This DRAM provides single-bit failure detect/correct and
multi-bit failure detect for the main memory.
To further mitigate the effects of a momentary software failure, a watchdog
timer has been placed in the circuit. The timer receives a signal every 100 msec from
the software. If for some reason the software "locks up," a hardware reset is initiated
and the program reboots from PROM. Execution restarts with a fresh copy of the
-92-
-NL-
-'93
U
('
-93-
software without the operator's intervention. A checksum over the application program
provides a secondary verification. The checksum is computed every 100 msec. This
checksum is compared to the original value stored in PROM. If there is a discrepancy,
the program has been inadvertently changed. Therefore, a hardware reset and software
reload is initiated.
The SC-I's performance has been validated through many different
environmental tests to make it acceptable to military and commercial applications. It
has operated successfully through vibration tests to warrant use on any application.
The SC-I can operate in a pure vacuum and in the temperature range of -40o to +800C.
All power is dissipated through the base plate; no fan is required. The micro also has
proven electromagnetic compatibility.
In it current configuration, the SC-I uses the triprocessor configuration to
provide increased throughput. Using the 8086's pipelined architecture, a great amount
of parallel processing can be achieved. The 8087 is a purely numeric processor and can
execute some numerical instructions 500 times faster than those instructions emulated
from an 8086.
The la.tel 80!9 is a dedicated I/O processor. It communicates with an I/O
expander unit which houses A/D, D/A and F/V convertors, and a parallel I/O board. The
8089 reads vehicle inputs at the I/O expander and places them in main memory where
the applications program can process them. It also reads a block of data from memory
which represents control outputs and sends them to the I/O expander. These signals are
used as inputs to analog controllers.
-94-
6.4.3 Microcomputer Program Description
The hydrostatic vehicle's software follows the functional listing presented in
this section. The flowchart relates the following sequence of logic. First, the micro
gets all inputs and sets gear parameters according to the gear selector position. The
desired vehicle speed has to be calculated using the accelerator pedal position and
actual vehicle speed.
The brakes are applied in the next two routines. BKSTR is responsible for
applying the brake in neutral to steer and in drive to help brake when requested.
OVRSD is the routine called when the engine is running at a speed higher than rated
engine speed. The brakes are applied to help slow the vehicle when the engine is
oversp4eding.
The next routines called for are responsible for setting the desired motor
speeds. FNDRV is called whenever the driver requests a change in the final drive gear.
FNDRV first places the clutch in the neutral position, drives the motors to a speed
corresponding to the actual sprocket speeds, and re-engages the clutches when the
motors are within a certain differential speed of the sprockets. MTRSD is the final and
longest of the routines in the M113 system. MTRSD first will calculate the desired
motor speeds by means of the accelerator pedal, brake pedal, and steering wheel
position. The values of torque and power on each motor are calculated to be used to
determine the optimum engine speed. Finally, MTRSD calculates the total available
engine power. From the values of torque, MTRSD can determine the maximum motor
speed allowable. MTRSD will then output the lower of the values of maximum and
desired motor speeds. Finally, all of the parameters are outputted.
The following sections present the major logical questions and calculations
which are performed in the program for the HTP vehicle. A listing of the actual
program is presented in Appendix E of this report.
HTP PROGRAM FUNCTIONAL LISTINGM113
The following loop is executed every 100 msec.
-95-
Call DSTRN
Call ACCAV
IF (operator request deceleration - 5 mph per second) THEN
DVS = Actual vehicle speed - 5 mph
ELSE
DVS = accelerator position
END IF
IF (transmission in neutral) or (brake pedal - 50% depressed) THEN
Call BRKSTR
ELSE
Desire Brake Pressure = 0
END IF
IF (AES - 2850) and (Transmission not in neutral or park) THEN
Call OVRSD
END IF
IF (PFDGC - DFDGC) THEN
Call FNDRV
IF (PFDGC - neutral) THEN
Call MTRSD
ELSE
DES = DVS/40 * (2400) + 600
END IF
END M113
DSTRN
Case of DTS
PARK:
Desired Motor Speeds 0
DRDGC = Low
REVERSE:
DFDGC = Low
-96-
Desired Direction of Travel = Reverse
NEUTRAL:
DFDGC = Neutral
Desired Motors Speeds = 0
FORWARDI:
DFDGC = Low
Desired Direction of Travel = Forward
FORWARD2:
DFDGC = High
Desired Direction of Travel = Forward
OTHER WISE:use Fl *)
DFDGC = Low
Desired Direction of Travel = Forward
END CASE
END DSTRN
ACCAV
ACCAV does not average the accelerator pedal position; it only calculates
DVS straight from the position.
BKSTR
IF (PFDGC - Neutral) THEN
HBVP = (I-DVSR) * 1500 psi
LBP = HBP * (DTR-HTG)/(DTR+HTG)
ELSE
BPS = -20* DTR + 2000
-97-
BPB = (1-DVSR) *(1500 psi - BPS)
HPB = BPS + BPB
LBP = BPB
END IF
IF (DTD = RIGHT) THEN
DLBP= LBP
DRBP =HBP
ELSE
DLBP = HBP
DRBP =LBP
END IF
END BKSTR
OVRSD
HBP =(AES - 2850)/150 *(1500 psi)
LBP - HPB * (DTR - HTG)I(DTR +. HTG)
IF (DTIj = RIGHT) THEN
DLBP LBP
DRBP HBP
ELSE
DLBP= HBP
DRBP =LBP
END IF
END OVRSD
FNDRV
PP DGC = Neutral
IF (DFDGC = Low) THEN
GearRat = 10.877
ELSE
GearRat = 4.100
-98-
END IF
DLMS = ALSS * GearRat
DRMS = ARSS * GearRat
IF (ARMS within 200 rpm of DRMS) and
(ALMS within 200 rpm of DLMS) THEN
PFDGC = DFDGC
MTRSD
IF (PFDGC = Low) THEN
GearRat = 190.24
ELSE
GearRat = 71.72
END IFTHMS = DVS * DVSR * GearRat
TLMS = THMS * (DTR-HTG)(DTR+HTG)
LMD = AES/ALMS * 5.5233
IF (LMD MNMD) LMD = MNMD
IF (LMD MMD) LMD = MMD
LMT = (LFMP - LRMP) * LMD - 1874.4)/75.396
RMT = (RFMP - RRMP) * RMD - 1874.4)/75.396
LMP = LMT * DLMS/5250
RMP = RMT * DRMS/5250
LTE = SQRT(SQRT(LMP/249))
RTE = SQRT(SQRT(RMP/249))
EPLM = LMP/LTE
EPRM = RMP/RTE
TREP = EPLM + EPRM +30
DES = 1100 + .3666 * THMS + 8.5 * TREP - .00285 * TREP * THMS
Find TAEP (total available engine power)
TE = (LTE + RTE)/2
AVMT = ABS(RMT + LMT)/2
MMSP = (TAEP - (.013636 * AES - 3.182)) * 2625 * TE/AVMT
-99-
IF (Ti-MS MMSP) THEN
THMS =MIMSP
TLMS =THMS * (DTR-H-TG)/(DTR +HTG)
END IF
IF (DTD =RIGHT)THEN
DLMS =THMS
DRMS =TLMS
ELSE
DRMS = THMS
DLMS =TLMS
END IF
END MTRSD
-100-
6.4.4 Data Recording System Description
The data recording system consisted of a Miltope RC 300 digital tape recorder
(shown in Figure 65) and a Transterm II terminal (shown in Figure 66). This system was
used to record various control system variables and auxiliary variables throughout the
field test program.
The Miltope recorder was configured with a serial interface to communicate
with the SC-I microcomputer. Every 0.2 seconds, during data recording operations, the
SC-I would transmit signals to the recorder.
The Transterm terminal was used to initialize the test sequence, provide pre-
and post-test annotation, and conclude a test. The test sequence was initiated by
placing a tape into the recorder, turning on the power, and waiting for a prompt from
the SC-I. After acknowledgement of the prompt, up to 24 lines of pre-test annotation
could be provided. Hitting the return key twice in succession initiated the recording
operation. Hitting any key thereafter stopped the recording operation. AT this time,
post-test annotation could be provided. Appendix F contains a list, with descriptions, of
the variables which were recorded during this project. Since SwRI was not responsible
for the actual recording and documentation of the field test, no field test data is
included in this report. A substantial amount of data was recorded, however, by
DTNSRDC personnel and this information may be available upon request.
-101-
FEATURES
* Uses Standard DC300ACartridge
* Sealed, removable Super-PakCartridge assures reliableoperation In severeenvironments.
* 1, 2 or 4 Track, Serial or Parallel Cartridge RecorderRecording CR-300
* Phase Encoded Format-1600 BPI Optional-3200 BPI CR300 is also available for systems The front loading Super-Pak utilizes23 Million Bit Capacity-1600 BPI requiring greater throughput and the widely accepted DC300A car-46 Million Bit Capacity-3200 BPI higher storage capacity. tridge and provides fully compatible
* Transfer Rate 192 K Bits/Sec at ANSI/ECMA data recording.1600 BPI, 384 K Bits/Sec at 3200 The basic recorder, qualified to theBPI applicable requirements of MIL- The Super-Pak can be inserted into
" Qualified to MIL-E-16400/MIL- E-16400, MIL-E-5400, and MIL- the drive in the correct orientation,
E-5400/MIL-E-4158 Compliance E-4158, consists of a tape drive, as- only. Appropriate status/motion in-
* MTBF: 5000 Hours sociated electronics, interface, and terlocks preclude damage to the
" MTTR: 1/2 Hour a Super-Pak cartridge. tape that could be caused by faulty-
* ANSI/ECMA Compatibility operator intervention or receipt of
* Read-While-Write Capability, Bi- TAPE DRIVE Improper motion commands from
Directional Read. the controller.The compact tape drive uses a DC The Super-Pak, a comnletely sealed
Miltope's CR300 is a militarized servo motor to internally control tape assembly, is impervious to dust, oil,magnetic tape cartridge recorder acceleration and deceleration. The humidity, water spray and other ad-which uses a standard DC300A car- capstan, within the cartridge, is verse environmental factors. It istridge. The recorder, designed to driven by a friction roller system cou- interchangeable from drive to drivemeet the requirements of hostile en- pled to the DC servo motor. Preset and provides compatibility with stan-vironments, features a sealed locating pins accurately position the dard DC300A (or NC-900) DataSuper-Pak cartridge which houses cartridge within the drive to elimi- Cartridges, DC300S Alignmentthe DC300A cartridge, making it im- nate tolerance or interchangeability Cartridges and DC300H Hostilepervious to dust, oil, humidity, water problems that are normally associ- Environment Cartridges. Thespray, etc. ated with friction drive systems. Super-Pak can be readily opened to
Springs are not used in any critical permit rapid interchange of theThe CR300 offers the advantage of areas within the tape drive, thereby DC300 media.a sealed 'Super-Pak' while providing assuring trouble free operation infor the removability of the DC300A both shock and vibration environ- The Super-Pak contains the drivecartridge. Thus, low cost commer- ments. capstan, the read/write head (4cia DC300A cartridges can be pre- channel). EOTIBOT and File Protectpared in central computer facilities The drive electronics within the Sensors, and a replaceable desic-
and sent to field sites for quick load- CR300 provides for all required tLpe cant. A thermostatically controlledIng Into protective Super-Pak car- control functions. An Integral optical heater is optionally available to ex-
tridges. Typical applications include encoded tachometer with crystal os- tend the operating temperature of
diagnostic and program load rou- cillator reference maintains precise the cartridge from - 4( to + 550C..speed control. The EOT/BOT and File Protect sen-
The unit operates at a 30 IPS tape sors meet ANSI standards. To fur-speed (90 IRS Block-Count/Re- SUPER-PAK CARTRIDGE ther assure failsafe operation, a car-wind) and meets all ANSI/ECMA The Super-Pak Cartridge assures tridge loaded indicator assures thatstandard requirements for 1/4* tape reliable operation In severe military the DC300A cartridge is properlyusing 1600 BPI phase encoded for- environments and provides opera- seated in the Super-Pak assemblymat. A 3200 BPI phase-encoded tor-proof data security. and is ready for 'on-line' operation.
FIGURE 65. MILTOPE RECORDER INFORMATION
-102-
READ/WRITE ELECTRONICS PERFORMANCE SPECIFICATIONSIn accordance with the ANSI stan- Cartridge DC300A, ANSI x 3BS/74-43/44dard for 1/4" tape, the CR300 data Tape 0.25" Wide, 1 Mil Thick, 300 Feet Long,electronics will read and write data Computer GradeIn 1, 2 or 4 track compatible format. Recording Density/Format 1600 BPI Phase Encoded;
Optional 3200 BPI PEThe method of recording is 1600 BPI Number of Tracks 1, 2 or 4(or 3200 BPI) phasb encoded Recording Head Type Dual Gap (Read-While-Write) With Separatewherein each data bit requires a re- Erase Bar for Each Trackversal of flux polarity in a given direc- Record Mode 1, 2 or 4 Track Serial or 4 Track Paralleltion for a logical "1" and in the op- Storage Capacity (DC300A) 23 Million Bits (1600 BPI),posite direction for a logical "0". 46 Million Bits (3200 BPI)Phase flux reversals occur at the (DC300XL) 34 Million Bits (1600 BPI),nominal midpoint between data bits 69 Million Bits (3200 BPI)to permit the proper polarity shift for Operating Speeds 30 IPS Write, Bi-directional Readthe ensuing data bit. Self clocking is 90 IPS Bi-directional Search & Rewindattained in the phase encoded for- Transfer Rates (Serial @ 30 ips) 48 K Bit/Sec. at 1600 BPImat through the consistent occur- 96 K Bits/Sec. at 3200 BPIrence of the flux reversals of each (4 Track Parallel @ 30 ips) 192 K Bits/Sec. at 1600 BPI
data bit. -384 K Bits/Sec. at 3200 bpiStart/Stop Time At 30 IPS-25 ms nominal
The electronics will record 1, 2 or 4 At 90 IPS-75 ms nominaltracks serially. In this mode, each Start/Stop Distance At 30 IPS-0.3" to 0.45"track will be independent of the At 90 IPS-3.0" to 3.5"other tracks and shall be written in a Speed Variation Within ANSI Standardserial fashion starting at BOT and Inter-record Gap 1.33" Nominalcontinuing to EOT with rewind to 1.22' MinimumBOT before initiating writing on the Interface Logic TTLnext track. Optional parallel record- Power Standard: 28VDCing is also available in the 2 or 4 track Optional: 115V, 60 Hz, Single Phaseconfigurations. Optional: 230V, 400 Hz, Single Phase
Optional: 115V, 400 Hz, Single PhaseSize Tape Drive 47/" H x 7%" W x 12s" D
Super-Pak 4" H x 69A" W x 6 " DWeight Tape Drive: 15 lbs
Super-Pak: 3 lbs
4.8" ,ENVIRONMENTAL SPECIFICATIONSWeight:- I Pounds Temperature
Operating Tape Drive: - 40 to + 700CSuper Pak! 0 to + 550C Normal
-12. -40 to + 55°C with optionalheater warm-up cycle
Storage Tape Drive: - 62 to + 700CI Super Pak: - 40 to + 600C7.52'" Humidity 5 to 100% RH
rAltitudeOperating 15,000 feetNon-operating 50,000 feet
Vibration MIL-E-5400 Curve Ilia; 0.1" DoubleAmplitude, 5 to 14 Hz
Outline Owg - Basic lg 14 to 23 HzSlave' Drive 0.036 Double Amplitude 25 to 52 Hz.
5g peak 52 to 2000 HzShock 25g, 1/2 sine, 11 ms.EMI Per MIL-STD-461A ClassFungus Per MIL-STD-810, Method 508
1770 WALT WHITMAN ROAD e MELVILLE, N.Y 11747FIGURE 65. CONTINUED -103- TEL: 516-420-0200 TWX: 510-221-1803
" l .. ... " "Taa sTma
V. --- w-------l--l---- -l.r ,'"'l---- 3
GENERAL PRODUCT DESCRIPTION TRANSTERM 1 FEATURES
The TransTerm 1 is a compact, low cost . Rugged Attractive Casealphanumeric keyboard/display terminal design- * Compact Size (11.7" W x 6.9" D x 1.75" H)ed for efficient man-computer communications. e 64 Chaiacter LCD Display (5 x 7 dot matrix)The TransTerm 1 consists of a two line 64 * Displays 96 ASCII Characterscharacter liquid crystal display and a 53 key TTY e 53 Key Alphanumeric Keyboard (membranestyle keyboard packaged in a 2" high by 12" wide switches)by 7" deep case. The terminal communicates in * Audible Key-click for tactile feedbackfull duplex RS-232 serial asynchronous ASCII with * Standard RS-232 Serial Asynchronous ASCII
20 ma current loop or RS-422 available as options. Interfacee Eight switch selectable baud rates (110-9600)
-TransTerm APPLICATIONS .... . Data Fornmats-8 Data hits-No parity
The TransTerm 1 is ideal for applications where 7 Data bits-Odd parity
low cost and minimum size or portability are * Thiee switch selectable operating modes:
desireable. The TransTerm 1 can be used on a * Teletypewriter Emulation
horizontal desk-top surface or mounted on a ver- * Block Send
tical plane. Typical applications include: o Multidrop Polled* 20 ma Current Loop Interface (optional)
Dial-up Data EntrylRetrieval o RS-422 Compatible Party Line (optional)Faoryl fooe teion Powered by Wall Plug-in TransformerPorblesosol suporte i e Low Power Consumption (less than 10 WattsMicroprocessor support device 115 Vac)
o 25 pin RS232 Type Female I/O Connectoro Custom Configurations Available
~UUT~~i~,INC.4006 East 1,17th Terocn * Gmwdvipw. M1-1niri 64030
(816) 765 3330
FIGURE 66. TRANSTERM TERMINAL INFORMATION AND SPECIFICATIONS-104-
7. HTP HYDRAULIC DESIGN
A block diagram of the HTP hydraulic system is shown in Figure 67. This
diagram relates the hydraulic system interconnection as provided by SwRI. The
drivetrain components discussed earlier from the heart of the hydraulic system with
auxiliary devices added as needed. The overall description of the hydraulic system is as
follows.
A 40-gallon hydraulic reservoir was used as the primary oil gathering and
distribution device. From it, oil was provided to the two hydrostatic pumps and the one
auxiliary hydraulic pump. The hydrostatic pumps contained 1.07 in3/rev charge pumps
which brought the charge pump pressure up to a value of approximately 310 psi at idle
engine speed. This pressure rose to a value of approximately 450 psi at high idle engine
speed.
The charge pump output flow was sent through an air-to-oil heat exchanger as
the primary cooling means. Next, the oil entered the inlet of the transmission filters to
remove debris prior to entering the hydrostatic components. The filters had a 10-
micron filter rating. Upon exiting the filters the oil entered the respective hydrostatic
transmissions. A hydraulic schematic of one transmission is included as Figure 68.
In principle the hydrostatic transmission charge pump system is intended to
perform several functions, including cooling of the units themselves, providing make-up
flow to the main return flow loop between the pump and motor, and to provide a
hydraulic source for the operation of the transmission control valve. This valve was
previously illustrated in Figure 14.
Control of the motor speed was obtained by varying the control valve voltage
which varied the control pressure sent to the pump and motor for each transmission.
Figure 15 related the theoretical pump and motor displacements for various levels of
control voltage and pressure. Figure 69 is presented to relate the laboratory test data
obtained to relate control pressure to control voltage. This data was obtained only
after having to make modifications to the control valve itself to reduce the internal
-105-
ro
N _BPV S T
F --- IT
;N i-iJ
FIGURE 68. HYDRAULIC SCHEMATIC OF LINDE BPV 100 PUMP
-107-
z
to-
> -4
z
00
-- 4
0
4-4
0U CA
-4-
10 0
'T0 004 0 N 00 C-T C
C', C,' C', ~ 44 -4 .- 4 1.4
(Tsd) aaunssalcd TOI:IUOD
-108-
pressure drops. This valve's performance is judged to be quite satisfactory in regard to
its linearity and controllability.
Control pressure acts directly on the pump stroke control mechanism, but
indirectly on the motor stroke control mechanism. In the pump the pressure acts
against a spring-loaded stroke control piston that is displaced with increasing pressure.
The pump displacement (amount of flow resulting from one rotation of the pump) is
directly related to the value of the control pressure. In the motor, the control pressure
acts against a spring-loaded displacement control valve. As this valve is displaced,
charge pump pressure (which is supplied from the pump) is allowed to act against the
motor stroke piston. As the motor stroke piston is displaced against its own preloaded
spring, a hydraulic balance develops across the motor displacement control valve which
blocks off the charge pump pressure source and maintains the motor's stroke piston
displacement. The motor's displacement (amount of flow required to turn the motor
one revolution) is directly controlled by the displacement of the stroke piston. The
motor's output speed is therefore determined by the motor's displacement per
revolution, the pump's displacement per revolution, the pump's input speed, and the
volumetric losses throughout the system.
Charge pump pressure was also used in this vehicle to actuate the high and low
clutches through an electro-hydraulic, 3-position, 4-way valve. It was also used to
disengage the failsafe brakes so that the vehicle could be operated and to provide a
pressure source for the governor control valve.
The other main hydraulic circuit included the auxiliary pump and its actuation
devices. This pump was primarily used to run the cooling fan but was also used to raise
and lower the rear ramp, provide a pressure source for the service brakes, and provide
lubrication flow for the final drives and gear drive splitter box.
All return flow was filtered prior to reentering the hydraulic reservoir via Pall
Land and Marine 3-micron filters. Main system turn to tank flow from the valves and
transmission components was maintained separately from the return flow from the gear
boxes. A DC-driven suction pump was used in the vehicle to continuously scavenge the
-109-
gear drive splitter box and the two final drives. This return flow was also filtered via a
Pall 3-micron return filter.
The overall hydrostatic drivetrain and auxiliary hydraulic system performance
was judged to be adequate for this concept vehicle. The performance of the hydrostatic
components was not as aggressive as it was expected to be. The performance of the oil
cooling system was also somewhat marginal as the engine coolant and hydraulic systems
were continuously operating at elevated temperatures throughout the test program.
These problems, however, were not caused by the inadequacy of the hydraulic system
design.
Poor performance of the hydrostatic components may be traceable to the
subjection of debris to the hydrostatic components and the low viscosity hydraulic fluid
which was used. The lack of sufficient heat exchanger performance was due to the
inability to redesign the entire cooling system. Engine cooling was provided through the
existing radiator with the oil cooler located upstream of the radiator. Suction cooling
was utilized which pulled ambient air through the oil cooler and then through the
radiator and into the engine compartment and then through the exhaust fan. Adequate
cooling was intended to be obtained through increased air flow rates, but the fan
exhibited a tendency to operate in the turbulent regime if it were turned at an
increased speed.
The major hydraulic problems encountered had to do with the operation of the
transmission control valves. These valves exhibited two primary problems; the first
problem was the existence of control pressure oscillation and the second problem was
the frequent plugging of the .030-inch orifices in the valves. Changing from a ball-type
variable orifice valve to a more linear cone-type variable orifice corrected the
oscillation problem. Providing additional pre-filtration of the oil to the control valve
corrected the second problem. Adding filtration seems to be questionable in regard to
the logic used.
When the oil for these valves is provided by the charge pumps, the oil is
filtered via the Mann 10-micron filters in the hydrostatic pumps. This should be
sufficient filtration but was not; and the reason for the inadequacy of the filtration
-110-
system was not determined. One possible explanation is that the filters were by-passing
and allowing contaminated oil to enter the valves. This possibility is being eliminated
on the ATR vehicle as hydraulic filter by-pass indicators are being incorporated to
account for this possibility.
-111-
8. FAILURE MODES AND EFFECTS ANALYSIS
A Failure Modes and Effects Analysis (FMEA) was performed on the control
system during the course of the control system design effort. The results of this
analysis are presented in Table 8. This analysis indicated that a failure of many of the
operator input, sensor, controller, and actuator devices would effect the controllability
of the vehicle. These is, however, a rather small possibility that the vehicle could not
be stopped in a short distance if any one failure would occur.
This analysis indicates that failure of the steering wheel potentiometer circuit
is potentially the most serious failure to occur. This failure will most likely result in a
short or open circuit for this signal and would result in the vehicle wanting to turn hard
to the right or to the left. A default value of straight-ahead travel is included in our
software. The normal operator reaction in this situation would be to stop the vehicle.
Tests performed in the field and the failures that results therefrom have
indicated that valve failures are the most predominant failure. Other failures have
occurred, however, which are noteworthy. These failures include pressure transducer
failures and magnetic pickup failures.
The pressure transducers originally installed in the vehicle all failed because
they could not take the shock and vibration associated with this application. Their
failure, however, was not overly detrimental as a default differential pressure between
the forward and reverse motor pressures is assumed.
Failure at the engine magnetic pickup resulted in the inoperation of thevehicle. This occurred because the program is transferred to the initialization
subroutine and waits until engine speed is again sensed. This failure occurred once
during this development project and indicated that same default mode of operation is
needed. The default chosen is to drive the engine to wide-open throttle and to assume
that it is there. Detecting an error condition versus a condition where the engine is
actually not running is possible if some hydraulic pressure source, such as charge pump
pressure, is also monitored. This will be done in future applications.
-112-
o ~ .ca. 02 0
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The last noteworthy failure is associated with leaky fittings. Numerous leaks
were obtained during the debugging and testing of. the various systems. Leaks in the
hydraulic system are not acceptable in a production environment, and should not be
tolerated even on a technology demonstrator. To minimize future hydraulic leak
problems, it is suggested that connectors with an "0" ring face be used wherever
possible.
-116-
9. DRIVETRAIN WEIGHT
Table 9 presents the data gathered to relate the drivetrain weight obtained for
this application. These values have been obtained from manufacturer's where possible,
or have been weighted or estimated. Estimated weights are noted.
These weights represent a weight increase of 273 lbs over our original weight
estimate and are largely associated with the hydraulic pump and motor required to
drive the cooling fan.
The weight is associated with the HTP drivetrain components have been the
subject of much discussion especially in regard to the drivetrain equivalent weights for
an M113. Only one observation is presented here: the HTP drivetrain is assembled
largely from commercially-available industrial components. As such, they are designed
for longer average B-10 life. This resulted in increased weight.
The benefit to be gained from the application of these commercially-available
components is increased flexibility of the placement of the components. One main goal
in utilizing this drivetrain concept is the be able to pla;e the hydrostatic motors and
final drives in the aft of the vehicle. This is currently being undertaken in the ATR
vehicle.
Decreased weight is possible beyond the adaptation of special low weight two-
speed final drives. By integrating the pump design into the gear drive splitter box
addition weight savings could be obtained. The trade-off will of course be additional
cost of the components.
-117-
Table 9. HTP Drive Train Weight
Weight Number TotalEach (Ibs) Required Weight
Funk Model 28211 XA Splitter Box 230 1 230
Linde Model BPV 100 Series Pumps 130 2 260
Hydura Model PVW-15-LSAS-CNSN Hyd. Pump 54 1 54
Linde Model BMV 186 Series Motors 165 330
Funk 2-speed Final Drives 509 2 1018
Racine Mode SSC-434371 Hydraulic Reservoir 170 1 170
Racine 3-position, 4-way Clutch Valve 10 1 10
Dayton Model 4Z143 Electric Motor 19 1 9
AVSCO Model 34800 Brakes 55 2 110
HPI Nickols Cooling Fan Motor 34 1 34
Tuthill Model ILA Scavenge Pump* 13 1 13
Dunham-Bush Oil Cooler 84 1 84
Pall Filters (3 used) 6 3 18
Oil (30 gallons in reservoir, 300 30015 gallons elsewhere)
Manifolds (SwRI Fabricated) 32 32
Hydraulic Hoses* 325 325
SC-I Microcomputer 20 20
AEC's 2 5 10
Electrical Wiring, Sensors, Actuators* 65 65
3092
*NOTE: These weights are estimated.
-118-
10. CLOSURE
Southwest Research Institute has provided the design and integration of a 300
hp hydrostatic transmission in a Marine Corps amphibious armored personnel carrier.
The basic objective this project, testing hydrostatic drive in a high-speed tracked
vehicle, was surpassed by tthe incorporation of microcomputer control of the entire
drivetrain.
This project is significant in two respects. First, it proved the feasibility of
hydrostatic drive as a reasonable drivetrain alternative from a performance point of
view. Second, it proved the feasibility and practicality of providing durable reliable
microcomputer control in a vehicle environment long noted for its hostility.
Not all objectives of this project were met. In particular, the efficiency
objectives of the hydrostatic drivetrain were not met. Reasons for this may includeprematurely worn components and improper hydrostatic fluid specifications, or the
inefficiency may be inherent in their design over certain operating conditions. It ismost probable that the efficiency of the transmission can be improved to meet the
project objectives (efficiency values of 82-87 percent have been obtained with new
components and a more viscous fluid). However certain other questions must still be
answered.
How effective can regeneration during turns become? Regeneration of power
from the inside track to the outside track is imperative for effective vehicle handling
characteristics while operating at high speed. Higher system relief settings mayimprove the regeneration ability of the hydrostatic transmission, but the question will
be "is it sufficient for the mission?"
Low-speed turns in second gear have been difficult in the HTP vehicle because
of the high ratio associated with second gear. Low-speed turning torque must be
improved to be satisfactory. Here too, higher relief settings would be beneficial, as
would greater transmission efficiency, and more power to the tracks. Determining the
best combination of alternatives will require considerable efforts.
-119-
SwRI is greatly appreciative of the opportunity to contribute to the DTNSRDC
development efforts. We feel that the technical advances made during this project
outweigh the setbacks encountered and look forward to having the opportunity to
support future activities.
-120-
APPENDIX A
COMPUTER PROGRAM AND SUMMARY DATA SHEETS FORSINGLE REDUCTION FINAL DRIVE VERSUS TWO-SPEED
FINAL DRIVE DESIGN OPTIONS
A HDTFF T=f00004 IS ON CR000i5 USINGL 00036 BLKS 0=0000
000i FTNA,,LQg0002 PROGRAM HDTEF0003 IMPLICIT REAL.. (A-Z)0004 INTEGER TT,LPo 001) DATA TT/1./,LP/6/0006 1-00 CONTINUE0007 WRTTE(TT)999)0008 999 FORMAT(///,' WHAT IS VEHICLE SPEED ? j0009 READ(TT,998) VEHSPD0010 998 FORMAT(F6.0)00i1 WRITE(TT,997)0012 997 FORMAT(' WHAT IS TOTAL VEHICLE RESISTANCE ?_'0013 READ(TT,998) VEHRES0014 WRITE(TT,796)OOiS 996 FORMAT(' WHAT IS FINAL. DRIVE GEAR RATIO _)
001.6 READ(TT,998) FDCR0017 WRITE(TT,995)0018 995 FORMAT(' WHAT IS MAXIMUM PUMP DISPLACEMENT ?'0019 READ(TT,998) MPD0020 WRITE(TT,994)0021 994 FORMAT(' WHAT IS MAXIMUM MOTOR DISPLACEMENT 9'0022 READ(TT,998) MMD00230024 SPRSPD = VEHSPD * 17.5070025 SPRTRQ = VEHRES * 0.40026 SPRPWR = SPRTRQ~ * SPRSPD / 52S0.0027 MTROPR = SPRPWR / .96
002111 MTROTQ = SPRTRQ / FVGR / .960029 MTRSPD = SPRSPD * FDGR0030 TRNSEF = SQRT(SQRT(MTROPR/249.))
) 003 EPRMTR = MTROPR / TRNSEF0032 TREP =2 * EPRMTR + 300033 MDISP -0.00092857 * MTRSPD + 6.6S0034 IF(MDISP.LT.3.37) MDISP = 3.370035 C DES = SQRT ((8. 33*TREP+60 0) **2 + (MDISP*MTR9PTD*. J.3S3)c800-36 DES = 1100. + .3666 * MTRSPD + 8.5 * TREP - .00.iBS MTRSPD *TREP0837 IF (DES.GT.2800) DES =21800
0038 MD =DES / MTRSPD *5.52330039 IF(MD LT.3.37) MD 3.370040 IF(MD.GT.MMD) MD =MMD
004t C MTRPRS = (MTROTQ + 24.86) * 7S.4 / MD0042 MTRPRS = (MTROTQ * 75.4 + MMD * 12'5) / HT)
r03 VEFFM = i.0 - Ii15 * MMD /MTRPRS IMD004/s EFFMM =1..0 - 115. * MMD /MTRPRS /MD0045 c EFFMM =.99 - (.01696*MMD*MTRPrS/,MD)/MTRS1,PD)),<)20046 VEFFM = .99 -- (.01696*MMD,*MTRPRS/riD/MTRSPT)*,xl-00-47 C EFFMM =FFFMM - MTRPRS / 1450000048I VEFFM = VEFFM - MTRPRS / 1.45000.0049 c EFFMM = EFFMM - (24.692*MMD/MTR9PD/MD) ~*2firl5o VEFFM = VEFFM - ('24.692*MMD/MTRSPD/MD) *0051. C MTRIFW =MTRSPI) * MH) / 2' 31.. ~'FFPMM0052 MTRIFW = MTRSPr * MD) / 271. / EFFM
MTRIPR MTRPRS * MTRIFW /171.(00S4 MTREFF = MTROPR / MTRIPR1) r 5 7 HQSFPS -MD * M T R. P ) lc2 96 i. /17 4.
S 6 = ./(-4 *LOG( . .419P)7./HSFP9 + 0 004-1:243))007FSTTRP =FF 7 4261 t Hf. FPS- XP 12
CIoS I :P W R =PSIPRP MTRTFW / .1714.
09 51 PMPOPR = MTRIPR + LTNPWR0060 PMPOPS = HTRPRS + PSIDRP0061 A = .00000000S394 * (MPDTPMPOPS/MTRIFW) .* 20062 A = A + .011424 * (MPD/MTRIFW) ** 20063 C = .0000068966 * PMPOPS - .980064 PVEFF = ( -i + SQRT(i-4*A*C))/2/A0065 PDISP = MTRIFW * 23i/DES/PVEFF0066 IF (PDISP.GT.MPD) PDISP = MPD0067 PEFFM = i. - 16S. * MPD / (PDISP*PMPOPS)0068 PMPITQ PMPOPS * PDISP / PEFFM/7S.40069 PMPIPR PMPITQ * DES / 52S00070 PMPEFF = PMPOPR / PMPIPR007i CPMPPR = DES / 1639.S0072 SfiXOPR = 2 * CPMPPR + 2 * PMPIPR0073 TRNIPR = SBXOPR / .980074 TTRNEF = 2 * SPRPWR / TRNIPR00750076 CALL EXEC(2,406Pi.4Bt)0077 WRITE(LP,900)VEHSPD, VEHRES, FDOR, MPDMMDSPRSPD, SPRTRQ, SPRPWR,0078 MTROPR,0079 * MTROTQ, MTRSPD, TRNSEF, EPRMTR, TREP, DES, MD, MTRPRS,0080 Z VEFFM, EFFMM, MTRIFW, MTRTPR, MTREFF, PSIDRP, LINPWR,008± * PMPOPR, PMPOPS, PDISP, PVEFF, PEFFM, PMPITQ, PMPIPR,0082 * PMPEFF, CPMPPR, SBEXOPR, TRNIPR, TTRNEF0083 WRITE(TT,900)VEHSPD, VEHRES, FDGR, MPDMMD,SPRSPD, SPRTRQ, SPRPWR,0084 * MTROPR,008S MTROTQ, MTRSPD, TRNSEF, EPRMTR, TREP, DES) MD, MTRPRS,0086 VEFFM, EFFMM, MTRTFW, MTRIPR, MTREFF, PSIDRP, LINPWR,0087 * PMPOPR',.PMPOPS, PDISP, PVEFF, PEFFM, PMPITQ, PMPIPR,0088 I PMPEFF, CPMPPR, SBXOPR, TRNTPR, TTRNEF0089 900 FORMAT (///,20X,0090 * ' HYDRAULIC DRIVE TRAIN EFFICIENCY CALCULATIONS ',/,0091 ' VEHICLE SPEED :MPH - ',F6.2,/,0092 ' TOTAL VEHICLE RESISTANCE :LBS - ',F8.2,/,0093 * ' FINAL DRIVE GEAR RATIO :RATTO -,,..;0094 I ' MAXIMUM PUMP DISPLACEMENT :INA3/REV - ',F6.3,/,
009S " MAXIMUM MOTOR DISPLACEMENT :IN^3/REV -"F6.--/0096 * ' SPROCKET SPEED :RPM - "F7 ,/,0097 * " SPROCKET TORQUE :FTLPS - ' 7 .2,/0098 * / SPROCKET POWER :HP - ',F7.3,/)0099 " MOTOR OUTPUT POWER :HP - ' F7.3,01.00 * MOTOR OUTPUT TORQUE :FTLBS F8.3,/01.0. * ' MOTOR OUTPUT SPEED :RPM - ",F8.3,.,0102 * ' TRANSMISSION EFFICIENCY :RATIO - F6.4,/,0 .03 * ' ENGINE POWER FOR EACH MOTOR :HP -'F.7.2, /
0104 * ' TOTAL REQUIRED ENGINE POWER :HP -'"F7.2)/
) il* ' DESIRED ENGINE SPEED : RPM - 'FF3.2,/0106 . " MOTOR DISPLACEMENT :INA3/REU - ',F6.3,/,0107 * " MOTOR PRESSURE :PSI -'"F8.2,/
1108 ' MOTOR MECHANICAL EFFICIENCY :RATIO - ',F6.4,/,0i. 09 m " MOTOR VOLUMETRIC EFFICTENCY :RATIO - 'F6 4,.',0.0 .* " MOTOR INPUT FLOW :GPM - ',F7.3,/,
.11. ' MOTOR INPIIT POWER :HP - ', F- 2,/)Oi12 * ' MOTOR OVERALL EFFICIENCY ;RATTO - ',F6.4)/)01i± / LINE PRESSURE DROP :PST - /,F7/4 /0i.i4 / LINE POWER LOSS :HP - ',F7.4,/,01. S PUMP DUTPI*T POWER :HP - ",F 7.3,1,01.6 ' PUMP OUTPUT PRESSURE !PSI -',F7,2,/
0!1..7 / PUMP DISPLACEMENT :TN 3/REV -- ',F6.4.,/)01i8 * ' PUMP VOI.IIMETRIC EFFICIENCY RATIO - ',F6.4,/
f..9 * / PUMP MECHANICAL EFFTCTENCY.:RATIO - ',F8.4 /,01.20 * ' PUMP INPUT TORQUE :FTLS - ',F7.2,/,0J.2 1. PUMP INPUT POWER :HP - ",F7.3,/,01.22 ' PUMP OVERALL EFFICIENCY :RATIO - ',F6.4,/,0123 * ' CHARGE PUMP POWER :HP - ",F7.4,/,C 0i24 * SPLITTER BOX OUTPUT POWER :HP -'F7.4,/,
01.25 * s TRANSMISSION INPUT POWER :HPo2 6 ' TOTAL TRANSMISSION EFFICIENCY 4RATIO - ',F6.4)0127 GO TO 1000.28 END
CR=OOOiSILAB=SPOi NXTR= 00186 NXSEC=OS2 *SEC/TR=096 LAST TR=00202 tDR TR=Di
NAME TYPE SIZE/I.J OPEN TO
SINGLE REDUCTION FINAL DRIVE
TRANSMISSION EFFICIENCY ANALYSIS
Input Variables:
Final Drive Gear Ratio = 3.71Maximum Pump Displacement = 12.2 in3 /revMaximum Motor Displacement 31.72 in3 /rev
Vehicle Vehicle Sprocket Sprocket Total
Speed Total Speed Torque Transmission
(mph) Resistance (rpm) (ft-lbf) Efficiency
(lbf) (ratio)
16.64 3625 300 2900 .642
9.42 7500 165 6000 .713
5.71 7500 100 6000 .650
11.42 4250 200 3400 .644
5.71 4250 100 3400 .570
40.0 1250 700 1000 .521
40.0 625 700 500 .387
28.56 1000 500 800 .456
17.14 1250 300 1000 .454
17.14 2500 300 2000 .573
8.57 2500 150 2000 .525
2.86 2500 50 2000 .273
2.86 7500 50 1000 .533
2.86 12500 50 1000 .554
5.71 5000 100 4000 .517
11.42 5000 200 4000 .671
14.28 2500 250 2000 .557
1.43 7500 25 6000 .307
5.71 2750 100 2200 .483
2.86 16000 50 12800 .530
2.86 18000 50 14400 .506
11.42 6200 200 4960 .703
17.14 3900 300 3120 .658
25.40 2450 450 1960 .619
40.0 1400 700 1120 .553
1.43 14250 25 11400 .194
TWO-SPEED FINAL DRIVE
TRANSMISSION EFFICIENCY ANALYSIS
Input Variables:
Maximum Pump Displacement = 6.12 in3/rev
Maximum Pump Displacement = 11.36 in3/rev
Final Vehicle Vehicle Sprocket Sprocket Total
Drive Speed Total Speed Torque Transmission
Ratio (mph) Resistance (rpm) (ft-lbf) Efficiency(ratio)
10.92 2.86 21000 50 16800 .720
10.92 5.71 12000 100 9600 .766
10.92 11.42 6625 200 5300 .752
10.92 16.64 3625 291 2100 .707
4.07 9.42 7500 165 6000 .743
4.07 17.14 4250 300 3400 .769
4.07 25.7 2875 450 2300 .759
4.07 40.0 1750 700 1400 .731
4.07 5.71 7500 100 6000 .674
4.07 11.42 4250 200 3400 .741
4.07 5.71 4250 100 3400 .674
4.07 40.0 1250 700 1000 .692
4.07 40.0 625 700 500 .579
4.07 28.56 1000 500 800 .637
4.07 17.14 1250 300 1000 .633
4.07 17.14 2500 30n 2000 .723
4.07 8.57 2500 150 2000 .668
4.07 2.86 2500 50 2000 .479
4.07 2.86 7500 50 6000 .499
10.92 2.86 12500 50 1000 .711
10.92 2.86 7500 50 6000 .670
10.92 2.86 2500 50 2000 .470
10.92 5.71 5000 100 4000 .683
10.92 11.42 5000 200 4000 .727
10.92 14.28 2500 250 2000 .645
10.92 1.43 15000 25 12000 .6.19
10.92 1.43 21000 25 16800 .589
10.92 1.43 7500 25 6000 .566
10.92 5.71 3750 100 3000 .727
APPENDIX B
WHOLE VEHICLE DYNAMOMETER TEST RESULTS
7S 1
- -~ -g - --
- O or a Ua
COW w u0 - -~ - -d - - -. -C~1 -0 - Id ----
-- - - - - - - - --- - - -
!.Do
*0
S-Id Ot .r S *I 1 0 . . . . .
.3 It
1 -40-
33e 41I Id 3 - .~ C. 19 N0.. 0 51 4
l.A.V 0. *-C S~SS 51E'fl I-440 .cc
!. r~f. C 0 C 91 ~ ~ 0 ~ 4 ~ 0. I
z. 4. IW
APPENDIX C
LABORATORY DYNAMOMETER EFFICIENCY DATA
of/ .,, M (T 0i R, il 3T F 0 R TR A:. CQNTR0L C Z,3L
SuP G PUT CR AL VAL':F A,E' 1 TOQUE fPOWER _F, OTAG ' C SSR ULSFT--L) ( P (RPM) (r i T--L) (HP) 1RATIL) C VDCA) (IpS) 5P I
10 i6,9 2 0.97" 4.02 32.37 100.36 .62 15 5'3 75 .2 *'n, 2 2 610 0 ..U ,.,.52 131 , -40 103 .30 2.51 . 45 '3 00 79.02 3 1.25'0.. 40eO 7,75 88.93 201 27 41 44 9 9 74.21 1.9 7!40 . 60 .41...' ".01.. 47.6 9 9, 10 50,84 301,17 2,92 3y 2: 99 7 53 129 ,3,'c"97.19 770,9 14.79 57.78 400.08 4,40 ,30 795 8<9 ."7 267 190G5.l 95,15 e 18.25 46.33 499 '2.4 4.41 .24 7 95 89 44 161 3
99 ..,6 .57 .?243.84 101.0 4.70 ,629 9', !.01 77 // 9 9319, 1 '3 S,2 12 ,03 217,04 201.08 a31 .69 9.96 9' 4;3 185, ""I
,52 83.S.7 15, .3 167?,5 ; 10 9 ! .1? 96 "', 0" 9 ' 94') 31,37 1 8t, b 39 , 9 98 7' )02 84 .8
9 9L'0 149 10 2, 39 144.79 499.76 13 78 ,49 10. 01 106 51 139 11100A. 5 51 ,74 9.90i 350,11 101,..,r: 6.75 .68 11 94 116 17 167 4310 9 : 06'7 17.,4Z 326,35 20;2, 88 12,61 .7-3 "1 {5 1 ,3 28 20
4,..~2, , 5 . 2- L .':,,79 2914 1 3'9 1.. , I G d6 15 , 86).,:"":9 '-4 .913%004.0 220 ,3 4R25 271.78 500.33 25.93 .61 12.08 16.32 " 1 91593.33 ,4,.60 12.22 461 ,90 100.57 878' 13.94 138,4 3 1'8 361020 4 116 O0 22.55 436,99 201.74 1 tb79 .4 13.99 129,38 11 1"95>9. 52 1-36 72 26.03 329,19 300.27 18,03 72 14.02 112 01 14C3 65
.1 0 2-"4,64 45. 14 391.24 400.63 2936 66 14 02 469 13 22,3 /3.0i 13,91 527,35 101.18 1016 7 15.97 15710 01 0L
1015,i118,59" 22,93 449,40 201.49 17,25 75 16.01 6.64 1.66893 ,7 :35,35 5.62 328,93 299.74 18. 78 73 16.01 116,76 138.931002.-2 2'J7 .74 52,25 441,26 400 43 33.66 64 15.95 167.43 96 741001,3 73.90 14,09 542.73 100.82 10,42 74 17,90 160.02 198 32.10,-,5 . 17,77 2".70 454.92 201 .9 17.49 77 17 93 132.44 17 4--,75 .63 '.99 37.93 300 95 18 72' 94 116 02 13.3 9O
1 4 , , . c"' "u. 11 , . 7 1 9 8 1' 6 -1 .7 1 "20 1 , ,_1014 . 1'9,5 .. U' 4.4b,/ 4 1'/' .3.3 .. 75 19 13. 3 63 166 9""92' I '(3 134.24 25,39 323,56 301,16 1 ,56 73 I.88 5 115. 73 1!4 0 Q10 4 74,49 4 22 529.17 101 .92 101,2 .72 C1 94 1' 3. 2... •4 - ;00.40 16. 9 .74 ':>1 199 '33 ,5 161.-c."1015.1 133.'0 25.89 324.55 301.72 18,65 .72 5 84 110,36 144 25i ! q-4 , l A ' ,, ,9 R W ?; | . 1 19.C4 2 .3 89 15' .JJ 5 6 190 .1'Il 151 3i E? 2 7 369 .17 302.90 21 30 .73 23 ' 126 .0 150 36
c A ll.. D L E L ALC A_ L -L , IL I.'".M ' C., R ~l. 'J3'[ I): "R A I N F L.OW,, PUM Ni1- i'O"UR P vF ' uml' u M PPR S ' 'RE'SS PRESS PRESS R E DI £IfJSPL QQ' .. E:"- M .... E ' F(p tP 3I) ( "6 ) (l)I ) (LbIII (li, P \y"' .),.,' . Y) R" T(O ( RATIO)
Iu22 2 1,04 49 44 02 3113.0'7 4 , 40 11 136 )11 1142 21 ,25 24.30 248.17 ,5 1,'65 11 36 14 12
I6l ,0 . 2 25,S0 :2 23,42 1.3,50 6.18 !,12 11 1 36 1. 3 523M., , 2 ,. .G,99 2: 94 1483,52 '6 , '2 ,,4 I1 26 11 29
108.2 11205 43.86 320.22 8,12 .73 11 Il 0418 3 '. 197 86 4, 3 1.79 3.99 58 1".36 4.
1" 1,10 U 5 24.3. . 2 89 1 36 '7 54 527415.5 ", 96 47 2U) 96 8.22 27 &6 4
2230,.0 15 . 71 25 64 168 71 ',24 2 11 11. 36 4. 7;2 :t5 9,6 107,29 25.83 112,18 1 . C9 11 36 I1 .63';3 , ,5036 42,OB 3 1E, QG 12.59 I z 1 Il. 36 23 ,41 (i4 236 43 3 72 23,, 03 6 17 4 11 36 641605,3 207.23 25.59 203.19 4,53 4,07 11.36 83 .113-2249,6 178,24 24.42 175 37 1084 3.5.4 1.36 7,, ,(31633165, 2 1 !7. 03 42:.62 1( .99 14, 22 3.66 It 36 , ,19 1"646 '2. 13 42 40 311 .8 3 , 5i 3,41 13 *31 0 0 1,1310L 4 43,87 24.43 233 65 66 83 11.36 91 .82,9.08 25.84 201 10 10,.6 5.39 IIZ6 '29 .'3a22.5z. '? 171 . , ,/ 25.53 173,49 11.17 4,15 i1 . 6 P13 138,45-. , '. 2 4 ,5t9 311 35 13.04 4,83 11.3 16
14 6> "44.17 24. O 234 uL- 7,6. 6 12 t '. 91 (311". ' I ' /C,7 3 24 47 i92 60 11 .30 5,57 11.36 9 0 a2276 4 '69,2" 2 6. 0 3 172. 20 11 11 4,17 11.36 3 ,3:,36 .R 84 .36 4'2 .24 3,1 .34 21 26 5,54 11.;36 0 00 , 01136. 2 '.2Y , 4 99 229 66 8.73 6.12 10.1'? "1 , 5'. 4 ; 4,94 2 64 192,16 10.36,,3, " 44 "51 1 036 r8 64 11 .26 "02.3 2 91, .22 .23, 35 155. 0 11 7.5 4. 14 11.36 "...
. .. .43. 4 91 2-7,2S ,3.6 6 12 10,0 t; 91 3,1755, .0 204.62 .6 10 194,131 10 ,57 5,57 11.36 90 ,,21-9 s 165.f1 26.32 17-310 11 40 4 li 11.36 Go"110?. t 762.33 21 64 226,75 "7,27 6112 10.46 0100 0.O0
1.7. 2. 513 195.71 10.27 5 37 11.36 ) 10 0 ; I,, . 4 L'TL ., G 3,45 170,12 11.43 4,03 11.36 0 00 0 00
237.02 20,67 22521 12.11 6 10,90 91 ,9130. 4 135,35 24,44 175.12 12, 31 4 ,59 11,136 36 ,
C' L"CIL CCCC CCLAC LG
FIUT.: 'I 0f1 -;MP LlNE "iTR TR A i'• L.IE H OVERALL I>OWER 69ERALL -jV.E, A LL
E F 'F EFF E FF LO0S3 EFi:" EIF'f• ( LT' I AR
a86 L2 00 ,5 00
094 , 00 ,7 .0u . .f) 7 6 .03094 3 0 00 "B 801II,6 0 OiUtlO
i 96 05 0 00 10 00
97 .82 33 .00 79 30.91 49 0 0 8./ .43
S 94 .34 I00 .86 .29.59 07 0.00 57 04
0' 1 1 0 0 75 15' 8 J 55 .01 79 4397 91 69 .02 s 1611b .0095 94 66 .00 39 J5
'396 ';1 1 00 '89 6
0 0 03 0 1I.0 0 00 0 0 1 0 10, '4 0 03 ,
.02 9O 7 . 1 7 09 6 9 4 7 3 102 g oI 66
94 96 .130 101 91 73S34 .74 03 .83 6192 79 0 89 '1
.94 73 10 90 10 1 o 0 0.00 0 00 1.00 0 00.... -4 ,7 03 U3 61
B .74 0.392 .79 0 .89 '1
994 .73 o2 90.84 .75 03 .83 6. 92 .79 .02 .39 17 1.94 .73 1 190 66
6100 0 , Oli 0O0 0 00 0OO 0 000 0 0 00 0 .00 0 03 0 00 0 03f 0 0 O0 0,00 0 00 0.0 0 O
.82 03 .90 749 77 01 .91 0
. . ... ..i . -... ... ,-
J' T L IR EE 3 UINLCT OUTLE'T
.' E- ) (M TMP ) T I,- C (TEMP (TEMP ) ( TEMP (TEihP TEMP ) TEP. . TE-
02 0 794 154.3 63.6 i 8,6 85.56 99.0 63,1 7, 0.I 9 93 4 133.3 30 0 9"8.I 90.0 90.2 06,11 E 92.2 132.8 8012 9 1,E 91 6 91.2 L6 C.5 6-
10. 7 93 ,3 132 0 79.3 104 3 93.3 92,4 ',' 5 7101 / 792 1-t6. 4 68.2 I1I G,. 98- ' 77 002 .0 39 5 143.2 68 1 .U 10, 8 98 7 '3 9 199117 931 1 127 89 .3 97 6 9 0,6 9898 87,t 1 91.:13 9 94 5 128.7 39 5 99.8 91.7 91 1 3J , ,;.l3 93 4 l 1293 39.5 10,3.1 92.7 9". 3 38 17 93. 410u0 2 91 122 3 87 9 105. El 91.:7' 0 f3 '6, _ 94.2C 9 78.4 1 6,6 8 123, 91,4 100 . 64.1 7'. :3
9 90 4 123 3 a. I I0 5, 92,.7 92 7 ,5 90899 . 90"7 124.0 8 2 104.2 9019 91 ' 85,. 91.2
101 0 12-.8 88 2 105 18 91 2 90 2 85,3 'P2,31" U 8 0 1.3 1 60. 125.5 28 104 64A4 799"3 0 79 3 135,5 6 0 1 28 8 94 104 6 4 4 911,3
I0l 3 G9 127,4 8? I I059 91.5 91 64.1 93.510 4 39 9 127,7 '89 3 13].4 1 90 1 90 0 33.9 94 1
GI 90.2 1 28 . 8 9 6 106,", 90 9 90. 03 _ ,4 ? 0II I i39.5 70 1 1 . 2 93 1 U I 1" 4.
9 129 ., (. 0 105 .91 9 1 03 .5" 7E$ 91 .10,4 "8 I9 .0 9 91.2 [34 2 94 2'
106 1 9.3 1'1 I 8sC 8 107 . 91. 7 91 0 84 S 94 3101 B 79 5 13? 5 70 13 0 4 95,2 104 6 6 , I 8c4 210,1 4 9u 1 1.31 0 87.2 104 1 91 0 90 6 4 1 2
1 ... 131.2 8601 1 9 4 9110 ,"I 931x03 ' 9 3 .'3 i.31,8 86,0 117. 1 92. 4 91 9 o..:" 7 9:3 3
39. 9 3" ? 1i1.8 153 10.) 92.6 92. 2 91 6102 6 92 132,2 85.0 106 4 92.3 92.02 1 ) I9104. 3 92 0 132,5 35.4 108. 933 92.7 865 9 2.910.8 .," 95,7 135,2 84,8 110 5 9, 7 97., 89 3 90 9r). , 4 9' ,, -, ..
10' 96. 1 135.7 C,4 110 2 96.4 96,0 ., 5 i' .610 6 97,5 136.8 (5.9 112 9 96.7 96. 1 19 5 x."' 7o.j .4 99 7 55 73.1 90 5 3836 8 87 .: 8,. 3 60.7
I0 97 4 114. 3 74.4 103 ". 93 3 92 1 3 04.Jr:,83 8
M 0,1"0P.... RO . lOT 0R M.3 0OR i CD .4 'F ' bL. C 0 h T'R L- P .L ',:I f, 1, L , PU I' I ' U'j 1 0UT" ', OUTPUT G' 0L1: .1 OVERALL V. VAL..E AT
i " Tu U OWER PEED TORQUE P WE .... "" V C: rL- .... E SL I;E It V,:.G..?M) .I:F LB HP .) ( R, ) -1 r T -- 1IATIO) 'VDCA) p CTZ ) (PSIT)
197 . , 33 5 7 7 7'8, 62 2 059 3 09 39 G . 0 ) 42.17 17 9 .11931? '4,5 9 77 36,89 299,23 2 1 2 179.Q ., ,,196,1 4S. 9 ' 4A .' 9 8 10 0 .9 6 2 9 0 31 3
.... , " - , .. (., , ,,7 2 '.,I. 9 ' i "4'6,L 0 2.99 77 1406 62 ido 0, l±U .. i6'? 7
.t2'.) 0 111 .77 25 55 176, 9 4(1 4., 1303 .. l3 " ,1 87 7 94 Z. 3c)1 .01 6 58' 71 13 ,44 447 06 104 ,7 8 88 66 ... . 4 12 0. ,:.1931 ' 97.24 22,10 417.56 202 95 15 6,14 73 12, 2 '10 , 4 211 '41196,5 .7, i7 1 24 '7 24 302 46 22. L9 73 12 03 1' 8 46'ilS16,0 124.17 2a,29 544,57 202, 78 21.03 74 13,90 14 66 220, 'J
0 1 172, 04 39 74 503,93 30. 44 29.32 74 4 ,04 '', 42 1 D- 2 .3 o
" ,3 40.22 36947 400,7Q 2Q, 23 .70 14 6.5 !I1.L 60 '38 451 17 . t75 +4 . Q . 6 12.2b .6"L" 16, 0,0 C 5a. 93 "2.'' 8,41196, . 413, 4 w 1:2, 6?9 632 67 20," 24 5.9 160 . &bO a 0, 07
1... 13,82 39.69 Q 5 0I 15 29.00 07 15 8Q 140 98 1'.. 62203.7 2.05,29 47,07 474,49 400, ,0 6,2' I77 1 0 129. 51 165.41
V WO E V C,.iE D.'Si) .i'E. CALC C f!C CLALC C.-i C" J Mi P f.. 0 R F. U. r' ", P U. .)!) p. 1 r Ic '
,. H,.- -R E SI) 04 7..:
:'" A ', I' 4 i8 " ( L r.' .,.7317 ..2,7 24 6' 12. 22 .50 65 C '3 11 36 11 As2 , '.73 30. 4 14 3 69 '13 39 .1 36 !1 1I
;:. 9' ,3 . ': . 8 C 24 (17 11 ?f 4, 41 1 i 36~3"396. ( 1 2,79 '2 41 7 9 24 1 2. 02 11 .:9 2.59 11 .36 7231 6 11,16 2375 40 5 1232 1.86 1n 36 48 8Y';.'1 . M2,I 5 0 26 .4G 9 232 8 5 4,68 11 .36 .90 70.,701,6 ;257.9' , 6 226 17 11 36 .9 .8423-,-2 2.953 25,06 21289 1464 4,16 11,36 .'7 ,80,A M. 2,6.5': ,-, 8 4 24,58 2-56, 9 ! "12 t',55 5, 73 11,36 92 8'9
2529, 0 225 , 2 G .24 ,5 9 2 6 18 16,.5'S 5 3I 11 .3I 92?5? _: 174. 14 2,1 35 162 ,55 16.4E ' 3. G7 -1 36 85 .91
1*'1 ... 76.2 19 1 72. 14 9,6 5 6,12 1 d 4'.. 0l , 0 G.1 0213t. 6 . 245.2 22, 1 26 3 ,:_3 35 14.11 6.12 10,44 ', .,'2112 -... ,-''" = C .]t0 , 2 C3 25.46 202,1"". 16..a9 5 .311. 11 . ,-;6 9 1 .91, -
7.. .31 = ,95 21.17 195.37 1'9,17 4 9 1 3 0.03] 3 1 0
,.... , C L:tU .; C:. C,LC C:'. L C L C
nO N t, . OR PU IP 7L IN iO LR g.S-lE . * A A LL PO WEQ OV E.;A L... OVLW E( LL
gFF -FF E YF LOSE R EIO'ATI) :t % kA, fIO) (IP) (:A!..J (RgATTIO)
'TG 2 ,02 O07. t
11 94 .02 30 ?9 0.98 1,4u 0...
S 91 ,5? '00 We .52
' 96 09 5'494, 94 759 ( 09.96 .39 .0 04 ,3
,S 8.6.3 2- 5.1'
13 669 ?, 01 909b 94 .7 ,7 02 91739.7 "292 82 04 9076
(30 0 O 0 00 0 .0 3 iQ 0 0all .05 " 6
O 0 00 un 00 0 0i3 OOt 0.0 ''0
WA -,, WA TE R ,i E FJU L.L ( OIL CIL DYN ; AZI. ER C .L.1 NX 0 R L E A R 0 UBJAr1 r'LE' ( d .- itI*I- ri,! l:Ir OU iiI-
( T E ;h, P; ( "L'M, ) "TEAP I l E m P ( "TE iP ) , E~'F I:-- T E TM f (IC TE M- P~l:
0 L . 9 .9 165 1 82 7 1 1 ,5 103 ,4 AMA' I 1' .89 ,3 8I'7 . 96 .7 ;'.9 6 .2 Y 9 7 2 1' I , 9 3?.7 9. 0Ili 4 . 9:5. () I11 9 8 I 1 1 2 4 93 . ? ..) 3 2i05 3 94 ,2 1 '.', 9 f:. 4 0. I ,3 9 ?3. , 5 .. 9 ._ 805. G 95 V 12,3 3 1 0 95.5 94 1 ,7 94 I
1r1 Ac ?,, 7 134 9 84.5 119 5 10 1 4 100 4 39.7 9, 410. 2 95. 0 136. 9 06 2 112.2 97 6.1 4 131 5 94 3t l .l. 93.6 . 4 '6 7 I4 0 4 96 6 " .3 .10.3 9 1 3 1238 3. 5, 105.5 92.5 91:3 L5 134 0{04,7";: 94.8 129 0 74,8 106 1 96 0 9'4 5 90 9 . 86 11] 5. 9", , 5 9. I 1 75 . 4 111 , 90 9 6 4 92.3 G 9., 71124 93,9 1'4.9 7,,,5 117,3 101.2 9U.9 93.2 92.310.6 94. [32,6 63,2 lo I 97A 95 6 67,8 91.31 i 96,7 140 9 76,6 112,1 918 91 r-'1 9 89 011.3,9 9'712 141.5 76,.5 117 0 10 0 99 7 9:.7 1 1 ,l10. ,18 95.5 1163 70.5 104,6 93.2 '0,6 88.4 86.6
,-'I P II ,G R T L k) E VALVE XT
It4 P Uj" PUl 1PJT OUTPUT OUTPUT P.U..UT UYE4 ,LL Y " E R VD..,. ) r'Tl8 E: P14L SP EEL IORQUE P(PSIR EF&, .LT I L P .SLR y 1 \.,-
37EED L,.T --- OW i: (10b) 6A (PSI) (( RP M,) T l-- L It : ( RP M) bo" --L,': ) (HP) ( . 1
4 , , 7 . 5 ,7 10 , 6 5 6.03 . 3 4 .32., 49 03 &a 32:2,1
1399 , 94 98 ; 2c 2 87 7 CJ .0 64 0 1 ....5, 4 4 1 14 6 7 299.9 1 e 0 82 , 3 2441 4 0 ' 1 . 1,5 2 16 9 "? 9 3 2 1' "? 3 30 -3 /3 7 2 8 4
1403 - . , 7'4" 001 5 G 5i. 2,4
14d9-8 :. ,lu ' 0 ,'
-- 00. .U... "" 3 "5 1 41 9 5 10 0 St3 2 43 L
........ 4 . ? 14 301 , 0 301 .47 5,23 36 .., ;"
-"4 5,3 4," .3, 24. '44 "AL 59 1 0 t5 47 ) 0 69 ] ,5403 88 , 16 3 ,7', .4 ' 400,59 11.1' ' @-. GO,1.4 07," 1 )l 8 2"7 29 '104, 33 49QV 3I 9.90 ,:., 9518 0 2
"" J5O 60.5 27 3)01 0 9 8963 2415' 1
1.3r , 4 118 , . =4, 0 45 ,3 1'" 10
0 1..
6 o 8 5
14 ID , 02 115 ' 34 577. 63 59 9 5 -' .2 o Y0 0 4 6 2,7
410,3 44 1:3 I 17 34 , 92 102 4 1 6.75 .57 1 0 1 ......
-97 j 7.. 94 \9 t15 35 0 11 201 53 11 '03 62 " 02 104.33 2306 :,
96.4 0 .' , 13 3 . A5 30 3 1 0 2 10 1 b 6 2',22 . 0
"1 / 9 6 '3 " 66.1. 91 1 1 ,32 .59 11 026 2 7
9. "' 2-') 137 3. " L 145 05 496 16 3O? 65 243 1014 2 . .04
412- '2 41?5 6501 03 2 5 8 C, 7 45 5 4', 5'?221 fl .. ,----. t)! 9 B 64 0 12, 6 242 1
14 07 . t , 7 2 4 257 07 5614 , ',2 4 ,,39 24 401 44 0 450 1 '" a4, 12 ' 1 1 69
1391. 1 ,29 3713 417,38 3000 26 2.1 11 17.? 09- 46,54 4189 720 ' 5 1 1 32,0 t6 91 '1 2.2 1 -1 9" G ,- 3
'4,- 60 ,9 46 79 7i 12,2 13.56 19114 1
'1A'r ' "h' 341 4 9- 16.03 120,3 154091J'i &: 6 :. 72 29 ,73 9 34 67 60 0 56 4 -1 .6 11,9 Q 8,3 11 89
4 , "D K1 18,8 66~' 31 4101 .211 12.79 683 1 ,3 1-6. 26 4.44'3- ""~ ' -4 47 ') 179 -2 "z: 215,"140AU U 1,. 09( i 461 47 ' 401 ,21 72 ,1.,9 1w,5l i,'3l.140. 21/ 3 ,24 6 9t 2 3 01,0. 4 ,3 .7 23: 94 139 , 1 6 31
4 ,65 7 5 2§ 16- 302 1 13 . 9. .) 1 3 .942 1 2 1 2
4 2 '71 4" - 6 535.27 400 , 48 40,15 1 . 1 w: 4' 1
14" 5 3 0 "5160 -66 1 4 147 6 120 ,14057F 9 .i~ 2 " ) 3, 3 "1: 64 2: 6 2 iO2 "t 16 , 16,3 5 2 2
, 4 . 2.3 ,0 6 .4 3 0 76 3 99,(, 16 ... 15 90 9
' 5 1141 .45 65 59 2I3 406 12 4 .1603...... 154.l 51 4: 5: 3 1.; : :'6 b 3". ',5"' 4 4','"? 995.7 .6 ,5 9 14 0: 7 11 4
b"'?: 31/.21,' .1;; 1'. 95 16 5 I 'l 3
140,: .. .... ... 6 6"33 3 0 z 3 , 17 1 ?,9 1531 4 Z;'9 69 G
1. 9. 7 9. 53,1' 67 .5 30 4, 3.2, •t- - 19. ' Z 5 1. . 9 5 1 9 1 54
143 95 41 ,; .6 3 6 , 1 20 4 1 65 3 .20 1, 93 § 2 1
;~t 23 04/_ 17, 7.425 :
14i5 '1 :"i',2" 41 7 9 400 9:) ,{ 92 ,7: 27 CI) 12473 ,
Dt D E M IS u.4 (;- Z)61 (73.72 7 201.0-5 . 34.. . 1 .... 4I, , 9 "0 2 i ,:a
1' 40 o 1 ': 294 15.,99 45 ,63 7 5,51 -4 16 5 ot,5/.. .'73 Z:" 3 ".. i2 .7 1 5 320"
g: ;,jl. I,: D 1."3 P FUEL cAC CALC CALt CGLC: 1, ,, IN;iq O .) *., F _ .PU P""'... ."M ,U ., U d 9 P U 711:
E .'' PFi ' PR'ESS PRESS RATE 1' ISP L D! SPL kQ! E!''- : L2- Ei:'-F,p,: .... : ) i["t: I) IrS I ) " 1".: *', (LB It (- -- " -R EY 1 N i,3" R EV ) (R AI[" 2. !RA'TIO 0).
0 ) 0 41 U. 44 6? 31821 ' ':". 79 1 36 q00 00G16 2.. -, 2 4!L -3 .3 ? 12 7-14 .66 11 36 0 i. 0 0 0(2514, 6 1 t9 .'.7 44.90 .i 17 2 9 7,1 , 51 11 36 11 .16
i13, 30 '' .' . , 2 3 . 22 1.37 11 ,:6 .00 '3 001 763.22 26 40 28742 0.99 1.11 11.36 (31 0 O024Z4.8 763 .6 L66 2 "72 26 9,85 8 2,1 '3 006 0 .0
' , . 4 4' ' 19 7 1126 1 'I 11.I36 .I- 72
35.:.-, ,.-, , . 43 67 319.66 13 26 9Z 1145"3,, 141 '? 1 43 ,56 31i .217 411 36 11 6-4172, 4 ,,7 11 44.34 31 9 -'1 14.70 47 11 Il59130.50 '76 3 27 24 J3 296 04 '.91 3 of? 11 3 6 (1 00 Q, 00173.45 " 6 Z 2 2,4 7 - ..8,35 ', % 11 14 2 178 11 ,3, 000 3 9024 2. 'l6 .... " - = 2';;7 ' J
24 . .3, 277.39 13 10 1- 36 0 00 '3O0'3048 7.3, 4 25, 36 204,0 ' 14 .49 2 16 11 ,6 0 30 0 )r0
6t, 3 476 .. 4-. .15,95 15.66 1 63 11 , 0 (10 0 .014V334.6 2 3 4-' 40 318,47 21 0 0 .136 6t5 18341i:;58.2 2U3 07 4 . 15 (1 310.26 2'3 05 1 70 1136 .50 37'97390,28 763,55 26,50 283.57 9.86 4,59 1.36 G AO V3,16i857 65 26,95 271,65 13 09 4.40, 11 1,316 001 010023811 110,. 36 26 05 260,46 17,68 4,23 11.36 90 .8?2 '.8 '/3 72 25.80 204 49 19 21 3.77 6 0 00 C-00
. 35 :'' 4 2 120.21 15 24 1,50 1( 36 00 ,1 '04"02 -, 2" -.5 4'. ,33 309. 9 1 b" 7 3,51 11 3 8!5 1931101.0 7-5 ".,3 8, 26,61 223.07 1I ,1 1 9'U 11 ,,36 0 { 00i.)'., .2- 7 6 79 2'16 274 4 0 15 2? 5, 14 11 ., 6 '3 10'( 0 '(00_,,. . 7,,.' , 78 G .Z", ,S 9 .2 -. 1 3 19124 5.34 11,.36 61 00 0 C',
3 *, 763 .4 26 .58 182.69 22 47 4 80 11 .36 0 (3 1 0141 1 8 26 75 2312 38 "8. ?0 4 77 11 ( .90 951i '47 6 '764 21 2 2''.2'1 "a3 82 11 C2 1 2 9,61 '3 09 0 '30Z. ? '9 .7 ,02 260.70 16. 78 6 12 (i 34 0 '3 t' (3]2.G; ':3 '7 6 4 ;2' , 27,20 222. 9 0 2 .03 5,9"' 11 36 0 00 0 00~(p~~,~5 26, 75 1 Q,), 41 14 4.713 11 O fl 0 '
4 4 3.Y 9'2 42 84 313.64 31, 5 5,00 '1 36 9052Zt *.t 764.8t, 26.58 253.63 117 79 b 12 9,54 0 O0 0 '0' . 4 '76 , .,, 2: ' 77 21, 4$3 5,0., 11 ,7 3 . 00 .. ' 010,Y7 " 706 :-' 3k0 184 81 22.12 4,80 11 3 '3 00 0 01
., 8 '?4 o 9 2 90 265. 19' 37, 6,1b2 O () 0029'3', ' .A ... , 26, 16 , 25 33 1. 42 6,00 11 . , (3 30 u 0 '003 M5,07 26,07 19'2 49 "2 6 ' 9s 1 . 0 "- 1 0 . 0,.}.. 4 -7::,, . ) Z7, 1 4 245, 26 . 06 6),12 9,75 1.) 0 1) '1
'6 6 f' ', ' 5 " '" "' ,'7 21 ' . Z 0 0 1 0 0c: /a ,,,.. . . i8 i, :.} 215i3 1. 6 0 A3 u2:v2 ti ')t 22. " "' ]3 178. 30 21,39 4,5'"' 33L/ ,, "' 4, 8 11 ,.36 ' ( '3O :3 il
.. . 4 _ , 6 6" ;245,2 2 17,41 6, 12 1 .? 1 O'3 1 .0 O(32775,4 765,5 , 2 73 21'9,6 9 20,27 5,69 11,36 0,03 0 O .'J
.. 0 .7 .t 2 ?l 1 32, I e 4,67 11, . 0 O0 uu
CML CALC CAL.C cAL. (I cLC CALCn -- f C., P i -) C: 0 R i'. mP -.i NE M TO C"10 *1 'T pA N 1ViL MEC OVLFALL P Q L,,R ERA L -V L.
EFFE -FFF LOSS E7 EFF.RA~~~~~i.1, ,, C .; :O) RATIO (H. 0R T~] iRA{' I:
0 0 C0, 0 (o 0 00 f. 00 0 00 A 0 06 0 00 ( o0 0 00 0 0G
.29 ,95 02 0.00 27 oo0 .0 C.I 0 (00 0 00 0') 0 (f"j .3C 0, 0 0 0 09 0 00 0 U0L , 0. 00 0 0 0 .00 0 . 0 0 0
5 19 0,00 U 806. Q, 000 t59 04
(37 0 00 ,0 1 01I9 05 0 00 11 00
0,U , 0 , 0 0 a , 0 0u 0 000. 0 0 00 0 00 0 .0 0.000 00 U0 () G 0 O0 0 00 0 000 0 J .00 0 0 0.00 0 00
. (,O D 00 0. 00 0 ,00 0 0).-' 757 00 .83 47
97 .43 00 .74 32u , .O 0 030 0. 0 0 .0 0 00
1 .. 0( 0 O 0 00 0 0 00,30 03 91 .72
f) 0 00 (3 0( 0 0 G 00 (. 000 0 000 0,0 0 00 0 0
079 O1 .90 .710 ',) 0 0 03 00 000 0 00 0.001.) D! O ! O0 0 00 l O0 0O00 '{' 0 0 0 00 0 00 0 00 0 00
( C; 0 0 0 (J O .0 0 00 0,01..'' 85 04 91 .70
If (0 , 00 0 00. 0 0 0 00,1 . 0 0 0 0 00 00 (,00
0 0 0. 0 U 00 0 .00 0 000 0 00 0,00 0 00 0 .0 (1,00
3. 97 86 04 .91 .7j O. 0 '0 0,00 0.)( 0 00 0 00
01 ji 1. 0 00 0 .0 0 0 0 . 0(00 0 00 00 0.00 (C!:0 0 O0' 00 O0f 0 00 0 0(I 0.00 0 (0
0 J0, 000 00 0.00 0 60 0 00;.I "I o ,3 00 0 0 0 0 ,0 0, 00 00 0 0 0 00 0. 0 0 00 (1 00I,.0 5 .0(0 0,00 0.00 0,0)0 0O0f, 0) ". O., 0 0 u 0 0 0 O 0 0 0 J0
0,00 0 00 0 00 0 (0 0 00 0 00L,: 0 O0 0 00 0 00 0 00 0 00(3000 0.0 000 0,00 0,0 0
-E, .." 4q i.- Ur.'.£
W.-- E E t4 , G' 1O 'N E F U EL 0IT L 0O1L C I:- l y >140 I P1 .;.1. E LL0" -!L IN.TE R F. U.E.Q-L0 COLE F' P23 CU ET 0
Nd T OUjiLi-I AM ) K E "ri' ( 'EnPr TEI : A TIE.MP (T P ) ("EMP) ,TEMP ) ,:.'1,i)
G 3: 7," 1t, 0 1 7i,7 11C,9 4,4 105.4 67.0 f,4 1. (: ..0.5 .3 151 9 71.5 117.5 ',4 103.6 66.9 G .31.32 92,5 153,0 71,4 119 5,1 102.8' 67.i 3 4t 01,' 91,2 1398 384 3 107.7 95,7 9,, a 94 89
0 91 15 140 4 8 4 107.3 9 4 6 91f, . 84, 9 1 21(008 91 4 141 7 , 9 109.9 95.9 95 2 34110.2 72 0 i 19 7 63 3 99 9 5 83,5 88. 62.1 7; 812I i) il's . T7 6 64,9 110.5 88.5 92,. . 2 3 -1 '3115 4 73 132 4 6S5 116,1 90.5 94 . 6 , 63. 2.. 91 3 41 6 12G.4 99.9 97 8 6,.'! 5 841.
88, 7 l .5 02 6 107,1 94.1 94 1 8. . 53., 1 09 9 1 12 1 ,5 0 107.0 93.5 93 4 03 1. G. ,.2S. 90 142.9 L5. 9 109 .5 94.3 J 64 1 9.':5
I-12.I 90 "5 144.3 6. 4 114,8 97 0 95 5 101 .61 . 91 14 .3"7 0 123.5 161., 9C, ,3 (.4 1 13 7
1..1. 103.3 144.7 6, 12.4,3 95,6 9 ,5 62,7 39 6113 ,: 75,8 14313, 67,9 12, 6 95,7 999 6, 1 900102A. 91,5 14D 861 lI8 0 99.3 102. 0 83.5 M3 .5103.2 92 1 147.5 8 1 114A 97.6 90)} 0 G4 ,7 100 310'513 3 133 5 6.9 111., 9,5,8 95, ' 0 105 5105 93:3 14, 0 97 0 11 , 6 100.1 79 06 3 2 10'7 4105 k, 4 9 149,8 ,:,,2 132A 107.2 104 4 9-6 9 108 1140 4 12 0 , 152 6 68,9 144.5 110.3 10/:, .6 /:-, '7 104 Q1003. 90,7 1472. 86,1 116,6 99,8 .9 8,6 98.4.... . .'1 147.2 34,2 116 A 99.2 93 86 . 6 102 0
1 , U7 A:,,2 1483 36,2 121 1 1 1 .8 100. W 7..10 9 .01 A.i L 97 " 151 t (16 2 1.2 9 3 106,6 104.7 9013 1123 316 6, . 9 ( 71 1 152,6 115,1 113.0 64 5 111 6104,2 93 . 149.9 87 9 119 7 101. 100.0 83 ,5 1014±35. 0 9:3 6 i49.7 8 3 3 119 4 101 . 101. 4 "-8 (9 105.7I0 P 96,6 150 ,5 4 1 246 104 0 102,5 90 4 111,7
".. 9 153 4 '39 3 132 7 109,2 10710 91 8 115,31,- 5 111 " 16'7 9 72.9 147 . 111 8 107 .2 613 2 113.710A 6,6' 15,04 88 9 124.0 104 4 103.5 91..0 10837
L11 97,7 152 0 W3.2 126 9 1051 9 104. 8 '1 9 1110.9113,3 .7 1.4' ' 7 9 131 8 10 .3 9 107 r,9 w"4 610410 939 133.5 8715 11018 96.5 54.6 0.3.0 1A0',5.2', '." , 2 140 4 37,7 120 3 10 0 . ' 99. 0 39. 111 110. 94.2 145 4 133 i 6 0 104 .. 103 4 .9,9 ' 114 .,1 1 50,9 14 .6 ,88 7 1 , 1 103A /3's '.,8 109 611 -:. .. • -5 , '31,f 0 t. 2C. G 104 4 1 0j .30 07.9 1 0108A ,1 .52.9 86 3 3. 4 107 15 ,U.,4 I13104' 92.1 1536 8 ,5 1 129,2 1 . 15,0 07,0 11010
I, 13 1 1 ,04 7 87.5 115.2fj,@116.4 92, i54 1 39,5 1732 5 107.2 10, 7 :.,5 115.2
.'"- ii, t "" '' q *' . -"
.... . ..... ' , . , 2:3'r IS ''. 3_
p UMP P U MP P L 11P M 0 Q R MOTOR M 0 "If 0 1:.. 1 .A N S COWTR OL CON4TROL PP, 23I U T I IUT OUU'if'UT OUTPUT OUT P UT OVERALL VALVE VALVE A'f"
S PED 1QIJF POWER SPEED TORqUE POWER P FF' . " VLTA GE P F" ES S U RE VALVC(RPi) £ F]'--'L.0 ) HP) k:RI.PM) (FT-LB) (HP) (RATIO) (tDCA) PSI) (Psi)
1603,2 21,53 .,57 42,55 99,59 81 .12 5 92 73,.32 338 77j1 t ,1 .29.42 [3"96 Z7.19 199.,'9 1. 03 12 6 08 74 71 339 88160.5 . 2917 .692 11', '77 1:30.57 3 4E .39 7 9 7 50 -.250I" ?9 44 04 13,41 151.10 200.17 576 .43 0.94 d715 249 03159/.7 'U 13 17.69 142.63 301.11 '3 18 46 7 9" 83.08 2z4160.6 76.2 '3.27 116.80 401 21 8,93 '38 3 04 83.01 ,14 ."U,14 94 10 28.95 96.31 499.23 916 Z2 8 04 8" 25 300 381607.5 100 79 33.31 61.02 601 88 7 00 21 8 07 894 22 195 ,9159 1 2 40 48 12.33 o47.08 99,99 6 61 54 9 9 I .0054 .255 04l6014 L' *9 '0.54 320.43 200 88 " 60 / /9 101,99 251 9 4 91 65 27.. 5 297.96 300 48 17 05 61 9 9;'-3 98 77 247 v11 10 2 ' ":,,2 3.. V.27 255.08 399 21 19 40 .57 9 92 99 48 2201 8
15213 46.35 270.62 499.?A 25 76 56 9 99 106 85 301 3405 .1 ,,4.., 10 5'5 06 2 3,,'2 600 53 2 .7 5 O 01 106 3 6 254 14
160. 8 180 71 55.10 236.73 601 23 271 49 10 01 I. 09 224,651,0.. 5 5519 16,86 549.94 10023 10.50 62 12 04 122 12 253,65
."6 94.e2 2.8'9 532.27 201 34 20.41 71 ,03 122 15 250 37'15), .3 71 47.03 573.18 309 2'2 33.76 .72 12 0 !25,29 240 40l0$' , "J.+ 03 50.39 451 ,40 401 37 34.52 69 1. 05 116.13 205 34
1,.''.02, 9 243,22 75,79 403.4,.2 599 56 4607 61 12 01 12, 53 159 001.. . . 0 ' 2 7!-.,- . 8 1 411 .42 600 ,.fl 47 . 0.'2 6. ,...02 123.01 228 9i" t Z7,82 (32.9 34/.41 699. 45 46.28 56 12 03 124 02 86.,1:Y / 1/ 1 .59 40 03 010.92 201 77 31,17 78 14.13 152.03 251 02
6, 1 50 6, 01 754. 301 48 43 31 7 14 14 147 90 235,10S, 3 6 60.10 677.97 401... 51 8. 76 14 14 141 47 196 ,37
Z ''; 01 68.97 53 2.26 500,73 50.77 74 14.14 122 -1 152 9711:04 3 3.> S5 102.24 570.13 601.02 6:, 27 64 14. 00 145.72 9725
145,73 44.44 901.32 201,95 34.67 7 15.93 165 42 241,6oi11:) i ,'5 194. 81 59,51 801,63 3 0 1 68 46 0-6 77 15.94 1 . 38 213.231600 ,0 2"32,0l9 70.73 698.42 4C2.31 53,52 76 15.99 146 39 !84 11
(;. j 227.'19 69.63 532.63 50082 510,01 73 15.9' 1 216 10 026...U . . 53.31 1072.3 201.61 41.10 .77 17.91 18 73 241 ,';4
2WO' "10.44 64,24 847.72 302.14 48.7? 76 17.91 167 .3 210 711l'' ' U , '; A1 940.99 2.99,90 5375 , 17.1 184 83 2?4 0o1 ', 0 " D. .. 2. tU4o.0 a ;2.51 ,3?,8 ..7L 1990 186 4' 2.31 49t1602.4 204.33 62,.38 778.50 300,45 44.55 ,71 19.91 162.11 20'.64159t.0 21 8.96 66.52 625.35 392.67 46,7'7 70 1993 139.43 165.431614.6 "cQ5 05 37, 67 1520.8 201.33 5-, 47 67 2! 90 220,53 231,76'<4,.6 297.46 92.05 1609.5 199.04 61,02 6a 23,01 229.58 163.61
(WI) REv CU- 1 FUEL CALC GALC CALC CALCr, 01 OTOR DRA N FLOW PF MOT (R P J i UnP
IS PS P S PRESS RAE,. DISPL D ISP L V E.FI MiE-H EF(PI PI 21 (":PSI; (LB Hi ) ("J Ni '- 'E ) IN3- EV ':i n:-I r '" (F"SI) (RAT)' ,
4(43 e .' 5 .5 4 06 16,j?5 7 98 3".3 11,36 11 111711.7 223 .1 '. ' ,_7 314,74 3 56 2 1 11 .36 Al 11975, W' 765 33 28 16 303.10 9 59 1 4 11 .36 c J0A 0 001799,8 -65,20 26 41 293,33 10 80 1.19 1i,36 (0 1i 01002519,0 165 03 2901 "36.19 II 62 1I2 Ii,6 0.00 011.)0,A 2.4 '9 7 44 30 17 54 12 .l 92 11.36 0 O 0 00
11,6 134 46 45 '5 317 41 14 .57 75 11, 36 1 62455. ... . .45.37 318.65 16 05 413 11 36 11 51945 ,8 4 9764.9 2,23 306 ,73 10 ,40 2,7 11,36 0 0A) 0 00
7;6, '-.3 7 04 9 -26 ,2 29 5 31 12 49 2.52 11 36 1) 0 0 1.. ,0241"!..) '764 8-1. 2, 34 207 '99 14 821 35 1.336 I) 001 04(214 4 . 4 79 27, '17 273 0' 16 66 ,'2 LG I 136 01 00 0 CIO
V371l 6 7 91 44 4@ 31' 41 2013 2.13 11.6 0100 1"0432;::3,6 2600 4436 31 ,8 22,6 1.2 11,36 .68 0/4291 .1 ,280,29 44,89 318d 43. 23.. .. "4 0, 31 ' , 48 1 1 L' I 143n 6,9 8"I'-'2'. q. "'64 ,'." B 7 13 30 0. 73 11 5 4 4 32 11, 00 0 0')
70 9 5 76,4 6 27 36 295 28 14 ?1 4 19 11.36 0 00 0 .00252.4 2 90 ., ."3 285.51 21 47 4 49 11,36 92 No3,074'. 0 764 21Q. 4'7 236,44 21,33 3,55 11,36 0,00 0 @"27 4 220", 39 43 06 310 .1 29 03 3.17 1 36 636 24 3, 60 (1 46 (O0E. 4Z 12 310 65 29 12 3.24 11,36 S 6 13,.3'Z ' 2 : .. . 2: 4Z ,21 310 69 32.05 2.69 11 ,36 82 92
,,.*I,.2 4 9 27.50 292, 3U 18 5 6 12 10,88 0 .00 0 102274: 1 7 2,3 21 274 35 23 42 5.92 11,36 9.00 0 10
533 )MJ. 7,83 49 28.22 23.,5; 27 53 54 11,36 0.00 0 1035.8-7,, 33 3 29 176.38 27.32 4 16 11. 36 (''0 0 004'.i 3 4 17,5 95 43 72 312 86 37. 56 4 4'7 1! "6 9'0
21 I %; 2 29 68 2-S6 10 19,85 1 2 9 0 00 Ii 102909 4 73263 29 71 249.90 24,30 6 12 1105 0.00 0 O0
44, 6 7'.'32 , 26.31 213.62 20.10 5.5b 'I1 3o 0,00 0 OA•..3 ' 0 -7/ ,3 , 217 17 179 36 27.60 4 17 11 36 00 00)
2 237 -4 :5; 19 232,29 2286 12 8.29 000 ' CO31 7 8 j75, 33 29 31 243 52 25. 81 6 I2 10 44 0100 0 00
"' A '., , G .43. 46 31 ,. 01 29.05 6 .12 9 40 1 3 952732:2 13 26 21 60 .66 2*3 47 6 12 , 0.00 0 0L
W. .4 10 90 26.61 229.13 25.90 .9 12 11 ., 0,0 0o0.2'.5"; 4 9,60 27,31 196.96 26,35 4.94 11. 36 000 0O04'A 2 '14A.5 , 4;, 2 25 314.98 32,63 6.12 3.3- 93 96
12'71.4 - 1.7 9' .81 313, 5:3 3 6.12 5,53 0,00 0.00
,L C CA ,: C . ; CALC Ci_. Ct- , MOTO13 R AR' NS
i3 tT R H C) 1, CR P UMP 3.INE 0t)O.'ffH OVI2RALL AOWER OVERALL J3VERAIL.
LOSS E F EFF1J" , -, I'D (RATIO) (HP)' (1RArIO) (RWrL'J)
((D FI RIp I ; ("" .
4 c3 .02 0,0 .46 005.4 (1 .00
, 92 02 0.0 .09 .00. 0 0 0,0o 0.00 000 0
0. uO 0 0. 0.00 0.00 0 60 0.80' IV 0 00 glu00 Q.00 0,00 0.001, 0 0 , 0.00 0.00 0,0) 0.0
50 9, 000 0.00 .49 .03
, 5 0 , 9 7 1 0 .0 G o i . 0 011 .0 0.00 0.00 0.00
LI 0 ,0 0.0 ,03 0( 000S 0 , 00 0o 00 0 00 0 .00 0 .0LIj .0 0.00 0,00 0.00l 00.00 . 0o0 0.00 0. 00
f 0 0 O0
06, 30 1 0 .400
3 0 0uO 000 0.( 0') 0 006 .00 0 00 0,00 ' f0 0 00 0 .00
0 .0 0 00 .00 * '0 0 00 0.008 97 59 00 84 49.' , ;7 AS 00844
0 3 0 ,000 0.00 0 I) 100 0.00
3] 0 00 0 .00 0 03 0 .O 0 .0i 0 '(3 91 76nn 0 O O9 • .8 " . 00[,7
9' 94 8 3 .0 0 00 00(J 0.O0
0 00 0 o 0,00 .00 0:00
.36 .01 .90 .71
91 .0 00
9 0.0 0.0000 00 0.0
00 0 0.00 0 0 o0 ,00 ( .000 0.00 00 0 0 0 0.0 0 .00
i, On . 0. 0 000 0,00 0,0 0 0O0
(. 33 0.00 0.00 ,0 0.0 0,00
O r.0t.0 0,00 0 103 000 0.00
0 0 0 1O 0 00 0 00 0,00 0O0095 ? / 04" .1? 1. 73
S 000 0,00 0,0 0,0 0.0a0 io ai .~l 00 00.. g o 0 0O0
ul O 0 0 0 0 ,O0 0 O0 l 0 0 0
0 O 0 00 0 00 0 () 0 0 00 0 ,1
0 0 0 O 0 0 A0 0 , 0 0 00
0 0 0 0 j 0 . g oI 0 0 g 0
-U , 96 8I 1 92 .819 . 0 0 b0 000 , 00 00
0 .00 ..00 0 .000 0,00 D o0 O (0 t 0
0 n '] Ol 0 00 0 o0 0 0O 0 i
1?4.91 ... . -1f,0) 0(0 0 , 0 0 0 Go . 0 o0
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" "A IA&R E ,..,*E;i L E L 0 IL D NO -, ..,.1 ' UU i -. T IL I N'T ER CQ0LER COG-_ER RE3 ,hE., T El F .x
(T -: ; I 'i ) ,'"T i', ) (TEMP) TEMP ) (T iEi ) (I C "' F m I i. !MI1:
S"4 177, 3 74.2 12',? 1 4 . 1.2 6b 6 94 ,14'7. 6 129 1 i','9,2 74.4 124, 1 99 ,' &1S 13 7 $1 0
)' , 91 4 1 .,7 39.4 112. 8 9 G 9 . 5 65, 0 0 099113 1 1 1507 894 11114 9" 9or: 11.3 E 0 5
I li,. 9 91 3 1 1 89 1 113 1, 1 8%1 . 5 0 5 . 0 1146 9 129 0 l3 ,5 74 .2 125, 8 100 0 106,1 68, 9 94 2±b.6.2 12 1 173.9 7.38 129.6 101 2 104.4 6 1 94 7
W1 B 120.6 171.7 73.6 •131 . 3 101.4 104.8 "9 .25 9100.8 91 6 150V ,39 4 110,9 9'3 1 97,8 135,3 102 2101 ,6 151 1 88 6 11 ,. 9 . 9 97.6 85 9 .LA 510. 92 , 151 89.2 11 24 984 '0 1 0 6 07 2
9 .2,9 9 1 10! 0 994 37 3 l19-2 12. 152A 1 6 128,0 WA 4 102.5 68.8 986
146. t:,5 16( , ;2 13411 10315 10,4 6 ,5 1C 91+ 1 :'"' "1,: 0 72. 6 1 , 108 t 106 .4 68.7 104 3•0 . . 93 C40 90 5 115,3 100 6 100 3 86,8 10 , 6104A 93,12 154 ' 90 6 114A 100 .2 100. 37.5 103 7106A 9.8 .t,3. 0 86,2 11 5, 0 999 97.7 a0 11491"7 96A '61 91,2 122.4 104.4 lO , '93 117 9
'Z,. -9 17.03 0 73 8 1 57 1111 13 'l,,'. ,.1M,. 71 0 .C 104 8 18 0. 1 74,5 142.3 10(3 .6 111 1<3 6- 9 114 0! '4 7 21.0 133 .3 '75 . 0 148 3 1i '2 1 11118 .9 0 119 610'. U 95A 137,9 72 0 109.3 97s 958 898 97 6
l . 9. 4 147 0 72.8 119.3 102 9 100 2 "' 4 1 . 31 1 7 1 50 3 124.8 I0. 6 '02.2 9.4 11. 4
..... . 55. -3 73 5 134,9 111 9 108 6 3 5 14 0? 1 , .39 6 /9 5 .3 14(.4 111 : ? 112 . 69 5 5 ..3, 4 954 5 4 " 94-
5 1.4 7.5 IA 8 104. j 10 a 91 . 3 "9121.1 93 7 '7 155,2 74 1 129.5 10 '9 1 6. 5 92. 7 10" 9
2 9 , 1391 744 1290 109.2 1054 "93.6 113.9I1 0 1100,2 146, S4 0 136.3 113 4 0913 9t. 5 115 0
9' .9'. 1 146,0 7- 4 121 ,7 105 5 101.11 0 t ' 1I : 99 .' ' 0. 2 74 7 12, 4 1O'9 $3 a IL' 7 94.4 110.214 5 "12? 5 17'.7 74.5 141.2 109 a lO9 ;'0 5 115.30:.. 9 1-.7) !!54. 6 76,0 12.3 107 7 , 1 5. 0 01) 1' '7
1101. 94,9 157,7 765 134.4 110.4 108.3 .39.1 116 .w110.3 95.4 159.2 7.19 1338 1 '12.? 109 , a,*? ; 9 [1 .G 4
e .: S 2) . . 2 1.", i'0 4) 76.0 152 , 1 116 3 11, .08 126.5. ,- 90.4 149A 31.9 1573 12:. 0 122 ,'3 77 1 !3 .5
I P 1, .P. -3. . .L
: prii Ul IMiP UTP I]TLR r)t.:)T " ,,!<. iI(]v4 :JCS :NTFDL V LAI?-A L ' i.:1',SI_
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1 A . 1 ,. 29 8 6 04 99 20 3,26 61 0,. "77 3 .1I41 32 ''. 2 0 62,2 3 299,2 3,.55 .23 6.02 7C,93 354 6@
181. 5- 3 8 1 38 3 3,' 01 401 12 2, 9 1165 6 13 . 7.,50 .. 4 3i13"2 -" 27. 77 95 4 13, 74 100 12 2,66 .28 47 262 91
A181 6 38,51 13 . t1O 2, 120 ,7 4 .35 7.96 , 10 '' , 18 i .2 ;5 48.79 1 , B 4 94.74 3 i 64 5. 4 4 ,2 '7 96 7 35 ,'LL. , 83,35 28,72 183 99 400 ,4 14,05 49 8.6 09,62 251.2-6" ,r, 5 2':) "C' "Ci 1.4, .6 41 '7 t98C yI 34 .., 1 i130.'2 3 102,61 3 ,2 152,37 501,8 14,5 Al71......4,7
,1196 41.23 15' ''79 74 14.57 35 7,98 ", 7 1 7a 0 61.05 17, 4 4'7 54 9 37 701 ,64 13,28 AS 7,99 91 2 ,4a'180OtC 41 49 1 423 366.2l 101 08 7 05 ,,9 86 10',24 2_.2" r .%3," =. 2,.':'2 4" -3~8,,)' 9 " 259 ti c:0011. 0 65 ,7' , 2 ,56 353 91 201 4,2 1"-3, 6()1. 99 b' lO 67 .259,2
18 0, 8 I" ;! 9,4 4 30,..68 322,09 30(}1,611 19,51 60 9;9i,'-I'* 1 , 02, 82 a 2t-0,0l 83
.7 5 8 50 .2"rJ'; 200,3 5t t. 50 97 'N b 245631 .S '.12.3 Z 8~4 . ' -5 50 Or ij /3 )) 54 0 9' , 43 L17"'k "1 99 129.51" 44.40 2 ;2 7 5 --,2 50 . 0 O8 2' 1 ',-2 49 9 98 "9'3.7,0 "," 3
..... " 189 :"" 6,40 331,61 600 ,5" 37 95 .58 0 1.07 109 33 '314 ,'18.1, 1 6 74.82 288 45 700 07 38.46 .. 100 8 1 24 21 74717'6. t 65, 4 1.2, 53 712, 70 101 b5 13 8 A1 12 04 !31 22 26.341 02 0 t05.41 36.13 654 43 201 .2 3 25,0 69 1'.02 1' 26i.44
07,I t',39 '0.90 633 98 301 05 36 ,. 12 0' 12 94 d1'79. 7 1'30. '5 61.93 5t2 50 401 46 43 01 6' 1A 04 124,54 240 53
I 29 " 6, 2 1 70.90 485 42 499 4u 46 1d 65 "2,05 11507 1081I ,0.-,7 203 .'4 6994 343 71 599 09 39,22 56 1'0' 9',30 115,741t .4 3.16,6 109,27 519,5, 700.30 69,30 63 12 13 130. 11 253 47I ',.. .6 .3.3 7 ."4 117 .11 4432.1 798.46 67 41 8 i2 .14 129 41 15 44"2O.3 131 ,31 .45 04 833.36 202,21 3210 71 13 93 141 30 252.36100, " 1' 242 62 .76 782 ,77 01 73 494' 72 13 139,79 2371710 'I' 225.16 .7724 706 -2 401.01 53.94 70 13 98 132.90 195.3218.0 "12.46 73.01 492 92 491.81 46 03 .64 13.$9 113,55 143,34
.,331. 02 113.53 649 79 600 43 74 31 .65 14.08 143. 92 145, 11.0",' 3 153 . 3 5 , 9 ,. 5 2.5 0 1 72 '. 1'3 72 .5 99 164 4 . ..,1 401801.A 0 697 834 4 2 302,11 5G.@9 .71 16 00 "i5;3. 5 22i.52-I'0P03:3 240 "'8 (12.77 750 00 401 62 57 38 69 16 ,00 '45 71 177 ')21G 05 6 06 97 71 .18 475 73 498 20 45 15 63 160 1 11, 08 136 761(301.8 172 02 59.04 1(93,5 201 .50 41 97 .71 1 (]4 17o 59 234 99A ! , ;21.44 7.24 882 ,09 301 87 5 . 72 70 1., , 160 40 199.171805,6 2. 3 79,08 '77D,21 401 ,63 5 437 69 17 E39 1303 18 16. 751301.3 18,76 63,74 395 ,53 498,83 37 59 IM'89 10253 136 47I 002,6 "1, 41 93 19 1'723.8 20170 6o.23 71 1 L8 21. 31 330 47'84,'7 313.73 1"0.1E 1150.1 300 18 65.76 do 19 1 9 "0 83 94 ,6411300,7 2,: . 5 1) . 40 '769 0 201 655 6 "7 1 .66 2. 77 "-3yu''' j 3 'r i t"- '
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9,7 '9' 06 7 62 .0u.71 104
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41 to 913. 5 14 Al 4 59 5' '" 9 9 7 . so ".) 0 55. A GO 205A: 1,.,1 .'9,50 60 9 95 , 6 81.1 2 3,3 '.",; 6 . ",3t z 1 3 1266 1'. 9 8 I C34 9 5, B -4
I ' 97'.3 1,5,2 78,8 111 8 01 ,6 11 6 90 5 961,15t/I , 9b 1 '.13 ?''3 0 L I 3 '(' , F, '-' ..10 ... 1 4.0 ., 9,112A 101.3 10, 0 8 ' B elc971 "I.105.4 95, '5".. 79,4 115,2 102 4 101 ; 9 4 99''.104 94 .8 136.E? 79 116( 1 102.9 ' ?7 1 6 G 3 103-44.0 7.0 167 4 62,7 1.6 88. 4 88.6 58.1 92"6• .0 33. 174.0 63,7 115 7 9 90.6 ... 7
148 A. 127.0 1 64,4 11B4 : 91. 6 92.9 59.3 97. 91 .3A 94.0 153,2 ' ,6 113 4 1009 98.9 9.0 "7...1:3:3 . .- 93 . 1 155.1 79,7 112' 4 99,9 _ 0, 1-2 a. IU "" ( 5 i .13 1 '2*
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3 03A 1419 7,) 0 10'7 0 96,6 94 7 4 10,.1. 5;6 ) 05,C) 148.4 E9.6 120 9 104,5 102,2 (0-9.6 125.2t)7 '0 95"..: 140 5 4 30 2 116 .5 1 1 .3 9" 3 g )5 3'19.51i1 6. 1 15.4 ,0 0 '9 i2 3 103 1 104 1 1 1 27 011 2A1 97A 158 4 141 .5 114 110 l 9 1 3(i -' 8 125..j 1 '1"7 5 68. 6 12P_9.5 9 1. 0 196.8 6 ,"i c.. , . i,_' 2 9 .81I -4 160 1876 9 6 135 ,2 11 .3 101 3 b!J 2 1.6 6.0 0 / 62.6 837 1:30 5 11018 110 4 90 4 116 611'1 .. 96. 16 i5 .8 ,8]319 13.,1 113. 4 111 13 92, .. 2 12 6 4.14A 9'' 4 7 04 d4 1 144 6 118.5 1 944 131.., .5981?1<' 173 ,5 ,.851.a 6 '15211 12:3.7 11" . 2 94 -" ":'137 1
3'' 34,'5 19,_ 71 .4 154 1 '18,5 111.1 66 0 143.4.09.3 96, 13 166,6 4,0 1,6 11110 108.7 '2,4 120 7112 '9 . 8. 'A" ( 8 ., 6 138.6 115,6 11 2 1 9'; 13 13( 0, '.7115.13 100.6 1'717 BG 147.1 12(.4 116-3 95.2 1 .'71..9 99 9, 75 3 5.,4 15,.4 125 9 123 1 ;? 5 s 136,3W A 7 ' 9 1 176 (3 ?4,(1 147 1 121,2 120'.7 94 6 12 1
IV A' 1( .0 177 1 .3,2 i52.2 124 1 122. 3 95. 1,- 5.116, '100 '5 17' 1 134,6 "155A 2. 13 4 ',0 1336
. 0 .7 . 3-3.1 159.4 12"3,5 125 5 9,) .,2 'S 41,. 91.4 11110 71A. 117 9 101.3 9,3.7 7( 4 l1!6111r -. J.5 1 3(; '.2 0 , i60 4 129. 5 1'71 2 1(,, 31,.1 4 92.2 136.4 7' 0 149,2 119. 1 71 0 125.4
. 9 1 1.4.1 73,2 145,1 119.1 117 4 ',' 3 i : 6111.. W ? 166.9 7,.5 148 5 120,0 110 .0 90.4 '3(j,4
... 1 9., '.5 17i1A 94 4 124 . 1. 51 2 4 .. 4112, 1), .; 1 /.0 8 80.7 1.58.7 12(3.7 1;24,1 9 ,1 ; 120 01
ACCELERATOR PEDAL SIGNALa.
v40 15 3604 4.40 24 1.0
$ 4 3030 o 3.70. 192 0 8/
00
4,- '-4 000 O
> -H 0 a)0 ". ",-I 0ti .2o
74. . 8 0
.5) Cd) - 0
0 05 05Pe om 4d 0
0 1235 1.5081 4.8 P4 .20
S 74 .88 00
0 5 20 25
Accelerator Pedal Displacement (degrees)
Petiomte Accelerator Pedal ()1 kS1
otnoetr Disp. (degrees)30
Potentiometer -. PotentiometerVoltage (VDC) Resistance WVO) (24 mA)
r+ 24V
Current Loop Transmitter PotentiometerCurrent (mA) Voltage (VDC) (16) + 4 [Mi1c ro -1 o
Voltage Signal = Current Loop Transmitter Loop 220Loo
to I/O Current (mA) (.20 s-
Micro Integer . Voltage Signal to I/O (4095) L
Value
i --24V = 24 mADesired Vehicle Speed in Low = .008 Micro
Integer i--- 4m
Value -9.88
Desired Vehicle Speed in High = .021 Micro Integer Value - 9.88
FIGURE 61 ACCELERATOR PEDAL SIGNAL CONVERSION
-88-
BRAKE PEDAL SIGNAL
o1.0 721 .89- 0.0. 0.0
0 1.0 14
00
•) U) 23 1 .51CU 4.I .
o >
c0 0- 0 -
0U 0a Z
-40
33.7 19.2 O 0.8
3604 4.4 24. 0 1.0
50 50 00 b 5 '
Brake Pedal Displacement (degrees)
Potentiometer ={Brake Pedal <1kResistance ( ) kDisplacement: degrees 300 -
Potentiomoter Potentiomoter 2
Boltabe: VDC PResistance (kDac n M r
CotentomeerBrake Pe1 k:--urrent Loop Transmitter (Pota m : *C \ urrent -
Current: m = Voltage: VDC (16) + 4 0op24 ransmi.
Voltage Signal = Current Loop Transmitter .2 2 kLto 1/o (Current: mA /), k
Micro Integer Value =(Voltage Signal to I/o)(4095)\5/2
Desired Vehicle Speed Ratio = -(.00056)(Micro Integer Value) + 1.697
FIGURE 62. BRAKE PEDAL SIGNAL CONVERSION RELATIONSHIPS
-89-
HYDROSTATIC WORKING PRESSURES
5000 3604 4.4- 20
0.
00
d) .41 -
41 'A
ca Z 0
0 0
0 w V )
output Current (U) ' ressure:i .
Voltage Signal = 1ressure Transmitteic 4).0
To Micro I/0: VDC output Current: mA )(. + 24 V
Micro Integer = oltage Signal to /: VDC)(4095)Value 5 I:icro I/O
5000 = 3604x + y0 = 721x + y
5000 = 2883x x = 1.734 y = -1230
Hydrostatic Pressure: psi (l734) Micro Integer 1250-( Value )
FIGURE 63. HYDROSTATIC WORKING PRESSURE SIGNAL
-90-
6.4.2 SC-I Microcomputer Hardware Description
The requirements for a microcomputer to control the HTP vehicle are very
strict. First and foremost are the requirements that it be fail safe and accurate. If the
microcomputer fails while the vehicle is running at 40 mph, the possibility of personal
injury is significant. To accomplish all of the engine optimization, the micro must be
very fast in processing floating point calculations. Finally, the micro must easily
communicate with several D/A, A/D, and F/V conversion boards. The micro chosen
that most closely meets the perceived program requirements is the SC-1 developed at
SwRI.
The SC-i uses the 5 MHz Intel 8086 central processing unit in unison with the
Intel 8087 math processor and 8089 Input/Output processor, all very large-scale
integration (VLSI) processors. All reside on the system's local bus. Figure 64 is a block
diagram of the computer and Table 7 summarizes the SC-I's general specifications.
Table 7
Configuration
8086/8087/8089 triprocessor on local bus
Word Size
Instructions: 8, 16, 24 or 32 bits
Data: 8, 16 bits (single word = 16 bits)
Cycle Time
Basic Instruction Cycle: 0.8 ps (instruction not in queue)
0.25 Ps (instruction in queue)
Memory Capacity
Onboard EPROM: 64K bytes (expandable to 128K)
Onboard DRAM: 128K bytes (error correcting, single-bit detect/
correct; multi-bi- ,te'-t)
Onboard SRAM: 2K bytes
-91-
Table 7. (Continued)
I/o CapacityParallel: 48 lines programmable (8255s), using two parallel interface
adapters (equipped with LSI controller to emulate
r IBM-360 I/O channel handshaking).
DMA: Two 16-bit DMA ports, at IM-bytes max transfer rate.
Serial: RS-232 port, controlled by USART for both standard
asynchronous or synchronous (3251A) communications.
Interrupts
Two 8-input priority interrupt controllers (15 hardware vectored interrupt
lines available). Software configured for input priorities and mode (8259As).
Timer
Two timers, each equipped with three 16-bit interval timers. (Timer outputs available
as interrupt inputs.) Software configured for mode and rate (8253s).
Power Consumption
20W
Weight
9.38 lbs
The SC-I has three subsystems of memory. First, there are 64K bytes of
EPROM to store the monitor and application programs. There are also 2K bytes of
static RAM for use as a system stack. Last, for main memory, there are 128K bytes of
fault tolerant dynamic RAM. This DRAM provides single-bit failure detect/correct and
multi-bit failure detect for the main memory.
To further mitigate the effects of a momentary software failure, a watchdog
timer has been placed in the circuit. The timer receives a signal every 100 msec from
the software. If for some reason the software "locks up," a hardware reset is initiated
and the program reboots from PROM. Execution restarts with a fresh copy of the
-92-
4R,
-93-,
software without the operator's intervention. A checksum over the application program
provides a secondary verification. The checksum is computed every 100 msec. This
checksum is compared to the original value stored in PROM. If there is a discrepancy,
the program has been inadvertently changed. Therefore, a hardware reset and software
reload is initiated.
The SC-I's performance has been validated through many different
environmental tests to make it acceptable to military and commercial applications. It
has operated successfully through vibration tests to warrant use on any application.
The SC-I can operate in a pure vacuum and in the temperature range of -40o to +800C.
All power is dissipated through the base plate; no fan is required. The micro also has
proven electromagnetic compatibility.
In it current configuration, the SC-I uses the triprocessor configuration to
provide increased throughput. Using the 8086's pipelined architecture, a great amount
of parallel processing can be achieved. The 8087 is a purely numeric processor and can
execute some numerical instructions 500 times faster than those instructions emulated
from an 8086.
The Intel 8089 is a dedicated I/O processor. It communicates with an 1/O
expander unit which houses A/D, D/A and F/V convertors, and a parallel I/O board. The
8089 reads vehicle inputs at the I/O expander and places them in main memory where
the applications program can process them. It also reads a block of data from memory
which represents control outputs and sends them to the I/O expander. These signals are
used as inputs to analog controllers.
-94-
r'.-y:.L, .4 . ,], ,S 4 ,..lu .,, J ;r.
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*9 34 Ai57 16.,00 100.73 322 20 5 '"'7 32.16 3 9Q20.3 40 ,51 1.45.7° 2 201 ,00 5 .5 '36 5. 97 81 79 374 2619999 l ,0 4:3 12'402 300.13 7, 09 36 597 02 42 367.34200 .9 61 46 2. 4Q 82.64 400.55 630 .7 5,9 8229 357.919 , 71 13"733 32.63 500 .21 3. 11 5 5'7 CO '? "2 34"2002, 3 63 20.47 272 72 201 0 10 45 7.06 91 32 366...
963 14 ' / 250.79 01 19 14 3" (? * 3: .3 361 14
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• ~ ~ ~ ~ ~ _ • "i r 3 .i-4 S
I :41 R EV c A , E D.1I3' FU EL CALC CAiC IALC CALCIMIL 1C riOTOR DRA i N FLOW PUMP MOTOR PdM' PUMPP i, I: E H i.': " IS P IRE S' S PRES R A I P D1 PL VG,-E[7F'ML :1- -7 -1
(PEI: 13:11 , ) (PSI TB IHfR) (]N3-+t, HN;--rE) (RATIO) ,RA.T.O)
1014- 1 108.24 3 ,40 315,15 4 ,5"3 1. 06 I1.36 46 !I174 1 146 371 39 315, 42 15,76 9L" 136 0 C 024'5-t 4 1. 3 -77.'12 314.19 16. 28 .78 11.3 0 10', 0 00'3200 2 *1 3';) 9 ",4 ,67 "I '31 4 16.74 .52 11 36 11 339,64.2 137.7'7 2;3.33 3-'1.4 19 17.33 121 11,.36 Ill Ill
-8. 3 j 73 3 ,86 ,313,24 16.06 1 .71 11.36 0 9 00 ,) ,: 3 '5125 '3 23 313.55 18 2 0 1 57 11 ,.6 0.01) 0 ,,,
3125,2 333.11 2" ,71 300.42 19 53 1.29 1i.36 .0 72374t.0 116,43 37 23 312,79 22 31 1 20 11.36 153 .774' 27A A, ". '17 1 -"3: 5 18 3'14.97 24,95 1.01 11 .36 134 75'I Z' O l,'s"314
214 . 312 ,3 2 ,6Z 66 11 .36 Il i671706,.2 1l12 36.59 31Y, 1 04 18,26 3,00 11 .36 190 ,'82.':.6 4 11.3 6A :37.21 313.21 21142 2 87 11 36 189 134""- " 4 " ,, 3 .06 312.92% 24,30 1'2 64 11 36 U100 0,003c90 4 130159 36 88 313 11 28.43 2.44 11 A.6 1 1 38+401 4 1486 4 '37 48 312 26 31,20 2 09 11.36 81 S95 50,6 24725 41 ,95 316 "U 34 .32 2 09 11 36 J30 90168033 206,1? 37.27 :306:35 20.44 4,11 11.36 .94 .33
0... ,0 30 7,9 :30 37 30268 27. 61 4 34 II 36 93 0' 1 ,30 37 73 304 0' 29.25 3.73 11 .36 , 91
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1 9 215..67 3,'7 1 .40 305,02 24,04 5.34 1 a 36 519
38" 66,4 3,,59 305 91 29 97 5-57 1136 0.00 0 001 3 1,74.50 36,23 307 70 3a 03 15 37 11 36 .94 Q4
1 : 207 132 35 01 307 51 43,07. 4,86 11.36 93I . 1 C', 1 4,1 53 312 18 43 05 4 65 11 .36 92 5
231f 2 30.14 36 ,33 309 .r" 27. 69 6.12 9 681 0 0100,272 2 '13, Q 36.28 310 2 34 91 6 10 40 .94 1;4156 0 91 .3;2 6. 51 307 38 42 54 6 0'7 11 36 Q 100 10 04,'80 1 " d 1(./ 63 34, 25" 313 04 43, 64 5 26 11 36 .93 963L-56, 4 0. 74 , 32.60 317 91 Z5,49 6 12 6 08 .94 95-, . .3 -114 0 5 45 316.43 45,61 6.12 3.35 .93 .76
4 '.;;2,.4 144 41 3 1 49 314 )7 1.44 6,12 10.25 .93 973721,2 1% 17 48 316.36 39,41 6.12 6.39 94 .54 ,3 , 1,' 3,1 72 314.97 50.56 6,12 7.94 .93 1 (.4.4. 1 4 1 1,Q 4 3 Z '3 1340 46,96 6,2 5.70 1."3 "96
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I.. Z: ." :3§9 R~ 't
CAL CAL C CAL,-" cAtC t':ALC ALCI' MOTOR JUMP LINE mTr 0R TRANS
EL ELcH OVE.AL. POWER OVE,.ALL OVERALLEF Ei- E F L OS S EFF EFf
(!r:fATIO) (RATIO) (RAiO) (-iP) (1A(,IO ) (R .ATIO)
95 36 05 :30 .62 040.00 0.00 0,00 0.00 0.00 0.000.00 0.i::0 0100 0.0) 0 00 0 00
50 .96 04 0 00 .47 .02.11 97 .02 0 00 11 00
0 .0 0 uc 0 00 0 00 0.00 000 ,0 0 00 0.00 0 00 0 00 0 00
.9 96 .44 0 . a6 .3384 97 .41 .00 .e1 .33
2 9 .27 0,00 .'70 .19.97 .07 0 00 3 2 .02
.97 92 .71 .03 .89 6396 94 75 02 .91 .69
0.00 0 00 0.00 0 00 00 0 .0094 .'6 75 .01 .90 689. 97 72 .02 .38 6389 .97 72 0 .87 6:3
.92 7 07 .9 707 4 84 l08 .92 7
9, 9 4 83 .05 .92.97 83 04 .92' 9E 82 03 .91
9/ 84 04 .91 .6
.93 85 .20 .90 7,0'., 0 0 . 00 0 00 0.00 0 0096 "" GO 1 .93 6
all 31 892 .1"4 97 .08 .09 19:2 80
0 ('. ) 1 00 0, 00 0 00. 0 00 0 0096 6 .89 .22 .92 82
0 O 0 00 0 00 0.00 0 00 0 O95 97 a69 .14 .92 829?.. Q3 .89 .22 .90 e0
.909a.90 ,21 .92 8.597 .90 ,21 .92 .3
96 .94 .90 .22 .90 .10.96 9 0 ,21 91 829 .90 .21 90 8*1
9 94 90 .21 .90 '81
4 LiF .. ".3..;E .N INE i::U'L OIL L. OIL IL DYNO
L 12, 7 LET iL INTER C.,Ot.EP C OLE' FES UTL. IJ rLEXI NLET CUTLET
,,F' .i ( TEfrI (TEMP E ' IP (TEMP T ) iEP (TEMP )
8521 76.8 12, 754 102.2 39,6 92.3 75.6 96.2U4,? 9 35.4 64 106.6 91.4 94,4 76. G 10 789.6 79,2 142.2 76.7 110,2 93.6 96.3 76.3 1025
79.4 146.5 77.2 115.4 96.2 93.6 76.8 105 390 1 78.4 150.3 77.0 125.2 102,0 102,1 77.1 1.0 091 4 79 1 159,7 77.9 130. 6 10610 III8 '77 5 107 390 ' 79 9 16j.4 7" 2 130.2 106 1 110 0 77.7 109 2
108 4 96 7 147. 1 Os 9 1234 10. 1053 89.7 113 99.,0 79 9 161,5 78 2 135.,6 10 0 110 '761.2 115 593.7 796 155.,4 77,2 142,3 113 4 110,6 77,4 120 2961 80.9 163,7 78,7 156,2 121 4 116,8 78.4 124.471..5 79 , 145,8 76,9 125, 2 103.6 107 . 73.5 I6, 6
6 152".1 77.2 127.9 1049 1'07.6 7, 5 1!3,9934 'o .' 15A 7, 7 1334 108.2 10' 1 73 5 1. i 9?4,..- 81.1 158,7 8,2 1:37 6 11014 111 5 '7(-3.4 124,7971.,9 162,A 78 9 1.54 1 121,3 117 8 '73 4 l 5 2
158-3 1 19 ,0 61 9 130 1 106.0 104 3 61.7 122. 44 . 165.7 B il 142.1 114.7 17 6 1I3 0
1109 96. 1 156:3 ?0 3 124 9 107.4 105 1 90] C, 132 57, 2 0..0 166 9 81 1 14' 0 117.8 119 3 83 3 132, 7
9 e 8213 169 81 1 .5 154 .2 121. 3 1. 2 '7 80 7 142 2103 6 34 13 172 4 3 3 165.8 129.5 12,58 , d 0 152, 3
: 107. ' 27 01 0 63 4 150 4 115,7 110 4 61 2 145. 79,.:9 1'9 173.7 81 6 153 7 122.3 127,9 8112 129 1
110 I . 82.9 173,6 81 4 154 .9 122.8 "i. ' 3 01 0 137 2•9A .i3 4 1572 "30 0 146 7 117,0 115,5 8019 145 9
103D 34. ' 1 67 0 82, 1 1674 131.2 127 3 81 6 165 316, , 90,2 2i2. 4 64 5 157 7 121.2 114 9 61.6 157.5
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1(YI5 7 0'2. 158 6 G2 0 154,6 121,0 118 67,2 1'.0I. S "34 15 152 1 30.2 171.5 134,2 125 E 3 3. 1 17 , 5
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. 37 6 1414 74.9 15114 121.4 117,7 76.9 144,3
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APPENDIX D
F/D CONVERTOR*AND PWM CARD DESCRIPTIONS
DESCRIPTION OF FREQUENCY/DIGITAL CONVERTER CARD
The frequency-to-digital converter board (F/D) is a single, stitch-welded, circuitboard whose function is to perform an interval or frequency measurement on fourincoming pulse streams. The selection of interval or frequency measurement is entirelydetermined by software resident on this circuit board. Intended as an intelligent slaveto the SC-I computer, the F/D converter card is itself microprocessor controlled usingCMOS logic elements.
As can be seen in Figures D1 through D5, the schematic diagrams of the F/D card,the heart of this system is the 8085, 8-bit monolithic microprocessor. The processor issupported IK byte of static RAM, shown as U8 on the reference schematic diagrams,and 2K bytes of EPROM memory implemented as device U4 on the drawings. Individualassembly language instructions steps are stored in the EPROM memory device whereprogram stack and measurement data are stored in the volatile RAM device mentionedearlier as U8.
The 8085 microprocessor acquires the measurement of interval or frequency fromeither of the two 82C54 timer devices shown in the reference drawings as U5 and U12.Seen on sheet 2 of the schematic diagrams, the incoming pulse streams are buffered anddebugged before being presented as inputs to one of the two timer devices. The 8085has then only to make direct leads of the contents of the two 82C54s to measureinterval or frequency.
If the 8085 is programmed to make a measurement of interval of the incomingpulse streams, it performs this function by reading the contents of the individualcounters until a change in count is sensed. Once this chai;ge has been seen the 8085takes a "snapshot" of its master time counter which is implemented in U12 counters 1and 2. The microprocessor will then look for a second change in count and whendetected, take a second snapshot of the master time counters. By performingarithmetic difference between the first and second contents of the master timer the8085 is able to derive the value of the interval between the two successive pulses to anyone of the four timers. This same basic operation of sensing a change in a counter'svalue, recording the master timer's contents, then sensing a subsequent change in thesame timer and performance arithmetic difference is maintained for all four timers ona continuous basis.
As the SC-l wishes to read the interval measurement data from the 8085microprocessor located on the F/D card it does so by performing an 1/O read to the cardaddress of the F/D converter. This read process causes a hardware interrupt to begenerated to the 8085. Responding to this interrupt the 8-bit microprocessor fetchesdata from the IK-byte RAM mentioned earlier and presents it to the data interfacedevices shown as UI and U3 on sheet 4 of the reference schematics. In order tomaintain hardware synchronization a transfer acknowledge signal is generated by the8085 back to the SC-I to indicate that the requested data is available and stable on thebus. This transfer acknowledge signal can be seen on sheet 3 of the schematics as thesignal "XACK/". In order that the F/D card can identify which of the four channels forwhich data is requested a read is made by the 8085 of device U4 and its Port A inputbits. As can be seen on sheet I of the reference schematics, the Port A connectionsfrom U4 are actually connected to the eight low-order address bits on the SC-Iexpansion chassis backplane. By inspecting the low-order 2 bits, ADRO0 and ADR01,the 8085 is able to discern which of the four channels the SC-I is asking for data from.
,x -- - - .. -
In normal operation, the F/D card does not have data written to it by the SC-I.For purposes of future growth however, the capability has been designed into this boardto alow the 8085 to be interrupted by the assertion of a write command to the F/Dcard. As seen on sheet 3 of the schematics, device ULOB, a signal labeled RST6-5 isgenerated as the SC-I attempts to write to this card. Such command capability can beused to implement any number of special functions for future application.
In summary the frequency-to-digital converter card, designed, fabricated andtested under this project, is actually a stand-alone 8-bit microprocessor which usesgeneral purpose interval timers/event counters to make a software determinedmeasurement of intervai or frequency on four incoming pulse streams. The F/D cardcontinuously measures the interval or frequency on a free-running basis. Data can bedelivered from the F/D card to the SC-I in response to a I/O read from the SC-I to thephysical address of the F/D card in the backplane of the I/O expansion chassis. Thecard is designed with expansion capability for future applications and uses CMOS logicto minimize power consumption and maximum and maximize noise immunity.
DESCRIPTION OF THE PWM CONTROLLER CARD
A 300 Hz pulse width modulator controller card has been designed and developedunder this project for use in the SC-I's expansion chassis. This card is intended toreplace an analog subsystem used in an earlier configuration. The basic function of thePWM card is accept a 16-bit binary command from the SC-I and to convert thiscommand into a pulse width modulated output signal. Because of the fact that a 16-bitwide command word is used for control purposes, the resolution of this card isessentially one part in 65,535.
Seen in Figures D6 through D9, the schematic diagrams for the referenced pulsewidth modulator controller card, the PWM card uses an array of 8-bit synchronousbinary counters to perform the pulse width modulation function. These counters haveeach 8-bit preload capability. Counters are always used in pairs in order to generatethe 16-bit functionality described earlier.
During operation the SC-I performs an I/O write operation to the physical addressof the PWM card in the I/O expansion chassis. As seen in sheet I of the referencedschematics, the SC-I determines which counter is being preset by the value containedon its four least significant address bits. The specified counter pair are then jam-loaded with the 16-bit value. The counters are controlled by the MSI combinatoriallogic shown on sheets 4 and 5 of the schematics. A 300 Hz master timer clock pulse isgenerated by the circuitry shown on sheet 5 and this master clock oscillator is used tocontrol the start of the 3.33 millisecond interval corresponding to the 300 Hz controlfunction. Once the timers have been started by the 300 Hz master oscillator, they willcontinue counting down until they have reached their preset value at which point theoutputs will go back to a zero state. The period time in which the counters are actuallycounting thus determines the pulse width of the output signal.
In summary, the pulse width modulator cards developed for this project providethe basic functionality of generating four 300 Hz pulse width modulated outputs percard. Absolute accuracy of the timing signals generated by this card are controlled bya crystal clock oscillator seen in the referenced schematic diagrams. The SC-I is ableto preset any of the four 16-bit pulse width modulated controllers under softwarecontrol. The basic resolution of the this system is one par, in 65,535.
In normal operation, the F/D card does not have data written to it by the SC-I.For purposes of future growth however, the capability has been designed into this boardto allow the 8085 to be interrupted by the assertion of a write command to the F/Dcard. As seen on sheet 3 of the schematics, device U10B, a signal labeled RST6-5 isgenerated as the SC-I attempts to write to this card. Such command capability can beused to implement any number of special functions for future application.
In summary the frequency-to-digital converter card, designed, fabricated andtested under this project, is actually a stand-alone 8-bit microprocessor which usesgeneral purpose interval timers/event counters to make a software determinedmeasurement of interval or frequency on four incoming pulse streams. The F/D cardcontinuously measures the interval or frequency on a free-running basis. Data can bedelivered from the F/D card to the SC-I in response to a I/O read from the SC-I to thephysical address of the F/D card in the backplane of the I/O expansion chassis. Thecard is designed with expansion capability for future applications and uses CMOS logicto minimize power consumption and maximum and maximize noise immunity.
DESCRIPTION OF THE PWM CONTROLLER CARD
A 300 Hz pulse width modulator controller card has been designed and developedunder this project for use in the SC-I's expansion chassis. This card is intended toreplace an analog subsystem used in an earlier configuration. The basic function of thePWM card is accept a 16-bit binary command from the SC-I and to convert thiscommand into a pulse width modulated output signal. Because of the fact that a 16-bitwide command word is used for control purposes, the resolution of this card isessentially one part in 65,535.
Seen in Figures D6 through D9, the schematic diagrams for the referenced pulsewidth modulator controller card, the PWM card uses an array of 8-bit synchronousbinary counters to perform the pulse width modulation function. These counters haveeach 8-bit preload capability. Counters are always used in pairs in order to generatethe 16-bit functionality described earlier.
During operation the SC-I performs an I/O write operation to the physical addressof the PWM card in the I/O expansion chassis. As seen in sheet I of the referencedschematics, the SC-I determines which counter is being preset by the value containedon its four least significant address bits. The specified counter pair are then jam-loaded with the 16-bit value. The counters are controlled by the MSI combinatoriallogic shown on sheets 4 and 5 of the schematics. A 300 Hz master timer clock pulse isgenerated by the circuitry shown on sheet 5 and this master clock oscillator is used tocontrol the start of the 3.33 millisecond intet'val corresponding to the 300 Hz controlfunction. Once the timers have been started by the 300 Hz master oscillator, they willcontinue counting down until they have reached their preset value at which point theoutputs will go back to a zero state. The period time in which the counters are actuallycounting thus determines the pulse width of the output signal.
In summary, the pulse width modulator cards developed for this project providethe basic functionality of generating four 300 Hz pulse width modulated outputs percard. Absolute accuracy of the timing signals generated by this card are controlled bya crystal clock oscillator seen in the referenced schematic diagrams. The SC-I is ableto preset any of the four 16-bit pulse width modulated controllers under softwarecontrol. The basic resolution of the this system is one part in 65,535.
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APPENDIX E
HTP Computer Program Listing
Please contact the following for program listing:
Commander, David Taylor Research CenterCode 1240: MAG
Bethesda, MD 20084
APPENDIX F
VARIABLES RECORDED BY MILTOPE RECORDER
Variables recorded by the Miltope recorder.
Channel 10 Longitudinal Acceleration (LONACL)
Voltage - 2.5 volts * 2.5 (volts/gee) * Longit (gees)Recorded # - 4095 / 5 volts Voltage on A/D
- 2162 + 2162 * Longit (gees)-I gee < Longit I gee
Channel I I Latteral Acceleration (LATACL)
Voltage - 2.5 volts + 2.5 (volts/gee) * Latter (gees)Recorded # - 4095 / 5 volts " Voltage on A/D
-2162 + 2162 8 Latter (gees)-I gee < Latter < I gee
Channel 12 Pitch Inclinometer (PITCHA)
Voltage - 2.5 volts + 0.0556 (volts/degree) I PitchRecorded # - 4095 / 5 volts * Voltage on A/D
- 2162 46 * Pitch (degrees)- 45 degrees < Pitch < 45 degrees (bow up)
Channel 13 Roll Inclinometer (ROLLAN)
Voltage - 2.5 volts + 0.833 (volts/degree) z RollRecorded # = 4095 / 5 volts * Voltage on A/D
-2162 + 68 'Roll- 30 degrees (Roll ( 30 degrees (starboard)
Channel 14 Hydraulic Oil Temp (OILTMP)
UNUSED AT THIS TIME
Channel 15 Vertical Acceleration (YAWACL)
Voltage - 2.5 volts 2.5 (volts/gee) ' Yaw (gees)Recorded # - 4095 / 5 volts ' Voltage on A/D
- 2162 + 2162 "Yaw (gees)-1 gee <Yaw < I gee
Channel 16 Load Cell for Towing (LODCEL)
Voltage - 0.00025 (volts/pound) Force (pounds)Recorded * - 4095 / 5 volts " Voltage on A/D
- 0.20475 * Force (pounds)0 pounds < Force < 20,000 pounds
Channel 17 Doppler Radar Vehicle Speed (DOPSPD)
Voltape = 0.10 (volts/mph) * Speed (mph)Recorded # = 4095 / 5 volts I Voltage on A/D
- 82 ' Speed (mph)0 mph (Speed < 50 mph
Channel 18 Right Track Speed (RTS)
ARSS (rpm) -. 7313 (rpm/cps) * ARSS (cps)VARM = ARSS (cps) 9 ( 5 volts / 5000 cps)
IARSS = VAMs8 ( 4095 / 5 volts )
RTS = (IARSS ".59897 rpm/unit) / 17.5 rpm/mph
Channel 19 Left Track Speed (LTS)
ALSS (rpm) -. 7313 (rpm/cps)' ALSS (cps)VALS = ALSS (cps) 4 ( 5 volts / 5000 cps)
IALSS = VALM I ( 4095 / 5 volts )
LTS = (IALSS *.59897 rpm/unit) / 17.5 rpm/mph
Channel 20 Right Sprocket Torque (RST)
RST = ((RFMP-RRMP)'RMD - 1874.4) / 75.396 *FDGR
Channel 21 Left Sprocket Torque (LST)
LST = ((LFMP-LRMP)gLMD - 1874.4) / 75.396 'FDGR
Channel 22 Right Forward Motor Pressure (RFMP)
Motor Pressure vs. Voltage to AiD
M otor 4 1.Press..(PSI) 3 L-
2K"
1K"
0.9 1.5 2.1 2.? 3.3 3.9 4.4
Voltage to A/D (volts)
CurRFMp - (16mA)/(5000 psi) " (Actual Motor Pressure) 4 mA
Through a 226 ohm resistor, this current causes
VRFh, p - CUrRFMP" 226 ohmsI (I Amp / 1000 mAmp)
After the AID converter, the variable stored is
IRFMP ,, VRMP * (4095 / 5 Volts)
RFMP- 1.688 a IRFMP - 1249
Channel 23 Left Forward Motor Pressure (LFMP)
LFMP - please see above
Channel 24 Right Reverse Motor Pressure (RRMP)
RRMP - please see above
Channel 25 Left Reverse Motor Pressure (LRMP)
LRMP - please see above
Channel 26 Right Motor Displacement (RMD)
RMD - AES / ARMS * (6.12)' (.95) (.95)
('Minimum Motor Displacement 1)IF RMD < 3.37 THEN RMD - 3.37
(a Maximum Motor Displacement')IF RMD > 11.36 THEN RMD - 11.36
Channel 27 Left Motor Displacement (LMD)
LMD - AES / ALMS ' (6.12) ' (.95) ' (.95)
(* Minimum Motor Displacement')IF LMD ( 3.37 THEN LMD - 3.37
(8 Maximum Motor Displacement ')
IF LMD > 11.36 THEN LMD - 11.36
Channel 28 Actual Right Motor Speed (ARMS)
ARMS (rpm) - 1.4286 (rpm/cps) I ARMS (cps)VARM * ARMS (cps) I ( 5 volts / 5000 cps)
IARMS -VARM * ( 4095 / 5 volts)
ARMS - 1.7443 ' IARMS
Channel 29 Actual Left Motor Speed (ALMS)
ALMS (rpm) - 1.4286 (rpm/cps) 2 ALMS (cps)VALM ' ALMS (cps) * ( 5 volts / 5000 cps)IALMS - VA M * ( 4095 /5 volts)
ALMS a 1.7443 ' IALMS
Channel 30 Right Pump Displacement (RPD)
RPD - ARMS / AES ' I 1.36 /((.95)(.95))
(* Maximum Pump Displacement')
IF RPD > 6.12 THEN RPD - 6.12
Channel 31 Left Pump Displacement (LPD)
LPD - ALMS I AES 1 11.36 /((.95)'(.95))
('Maximum Pump Displacement*)IF LPD > 6.12 THEN LPD - 6.12
Channel 32 Actual Engine Speed (AES)
AES (rpm) - 0.4762 (rpm/cps) * AES (cps)VAEs w AES (cps) * ( 5 volts / 10000 cps)IAES - VAES ( 4095 / 5 volts)AES - IAES * 1.1628
Channel 33 Final Drive Gear Ratio (FDGR)
FDGR - 0, 4100, or 10877
Corresponding to Neutral, Low, and Highrespectively.
Channel 34 Desired Vehicle Speed Ratio (DVSR)
DVSR vs. Potentiometer Position
DVSR *]'N9
.6
.4
.2.-
0 50 100 150 200 250 300
Pot Position (Degrees)
0.9 1.5 2.1 2.7 3.3 3.9 4.4
Voltage to A/D (volts)
The current loop transmitter measures the potentiometer position, 0
degrees displacement corresponds to 4 mAmps while 300 degrees is 20 mA.
CurDVSR - (16mA)/(300 degrees) * (Pot Displacement) + 4 mA
Through a 226 ohm resistor, this current causes
VDVSR -CurDVSR 226 ohms" (I Amp / 1000 mAmp)
After the A/D converter, the variable stored is
IDVSR -VDVSR (4095 / 5 Volts)
IDVSR -9.87 Pot Displacement (in degree-) + 740
DVSR - 1.2765 - IDVSR* .0003591
Channel 35 Desired Turn Radius (DTR)
DTR vs. Potentiometer Position
W. Turnioo.-
DTR ](Feet) "
Pivot Turn
~~\ I3.54 ' .~~ Spin Tart,
0 50 100 150 200 250 300
Pot Position (Degrees). . . .' -p ' I . . . i ' . . T I . . . . I . . . "I I M
0.9 1.5 2.1 2.7 3.3 3.9 4.4
Voltarie to A/D (volts)
The current loop transmitter measures the potentiometer position, 0
degrees displacement corresponds to 4 mAmps while 300 degrees is 20 mA.
CUrDTR - (6mA)/(300 degrees)' (Pot Displacement)+ 4 mA
Through a 226 ohm resistor, this current causes
VDTR -CUrDTR '226 ohms *(0 Amp / 1000 mAmp)
After the A/D converter, the variable stored is
IDTR - VDTR * (4095 / 5 Volts)
IDTR -9.87 'Pot Displacement (in degrees) * 740
(
Channel 36 Desired Vehicle Speed (DVS)
DVS vs. Potentiometer Position
DVS 40 41.8 mphmex. motor speed
(XN30
20
10 ..
0 50 100 150 200 250 300
Pot Position (Degrees)
0.9 1.5 2.1 2. 3.3 3.9 4.4
Voltage to A/D (volts;)
The current loop transmitter measures the potentiometer position, 0
degrees displacement corresponds to 4 mAmps while 300 degrees is 20 mA.
CurDVS - (l6mA)/(300 degrees) 2 (Pot Displacement) + 4 mA
Through a 226 ohm resistor, this current causes
VDVS - CurDVS ".226 ohms " (I Amp / 1000 mAmp) -
After the A/D converter, the variable stored is
IDVS - VDVS ' (4095 / 5 Volts)
IDVS - 9.87 ' Pot Displacement (in degrees) + 740
DVS - IDVS * .015 - 11.56
note: The maximum value for DVS is scaled from 41.8 mph to15.8 mph in low gear.
( " = . • • • i i
Channel 37 Desired Right Brake Pressure (DRBP)
BPS - -20 ' DTR + 2000 ( Brake Pressure for Steering')BPB -(-DVSR)a(l500psi - BPS) ( Brake Pressure for Braking")HBP - BPS + BPB ( High Brake Pressure )LBP - BPB ( Low Brake Pressure')
IF (DTD - RIGHT) THENDRBP - HBP
ELSEDRBP - LBP
END IF
Channel 38 Desired Left Brake Pressure (DLBP)
BPS - -20 ' DTR + 2000 ( Brake Pressure for Steering')BPB - ( I-DVSR)8( 1500psi - BPS) (2 Brake Pressure for Braking')HBP - BPS + BPB ('High Brake Pressure ')LBP - BPB ('Low Brake Pressure ')
IF (DTD - RIGHT) THENDLBP - HBP
ELSEDLBP -LBP
END IF
(
Channel 39 Total Required Engine Power (TREP)
TREP - EPLM + EPRM + .000006*AES'2 - .00077 AES
Channel 40 Right Motor Power (RMP)
RMP = RST * DRMS
Channel 41 Engine Power for Right Motor (EPRM)
EPRM - RMP I RTE
- RMP / SQRT(SQRT(RMP/249))
Channel 42 Left Motor Power (LMP)
LMP - LST a DLMS
Channel 43 Engine Power for Left Motor (EPLM)
EPLM - LMP / LTE- LMP / SQRT(SQRT(LMP/249))
Channel 44 Desired Engine Speed (DES)
DES - 1100 , .3666 * HighMotorSpeed + 8.5 'TREP -.00185 "TREP HighMotorSpeed