Electric Drive Study GDLS

1103
!1L
-
No.
13253
ELECTRIC DRIVE STUDY

FINAL REPORT
CONTRACT DAAE07-84-C-R016
MARCH 1987
"Distribution Unlimited"
Reproduced From
Best Available Copy
By
General Dynamics
Land Systems Division
P.O. Box 2045
Warren, Michigan 48090

GDLS DOCUMENT NUMBER JU-84-04057-004A
U.S. ARMY TANK-AUTOMOTIVE COMMAND

RESEARCH, DEVELOPMENT & ENGINEERING CENTER
Warren, Michigan 48397-5000
(AJ
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ELEMENT NO.
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ACCESSION NO.
11.TITLE (Include SecWty Claaiflcatlon)
Electric Drive Study Final Report

12. PERSONAL AUTHOR(S)
Gordon M. Harper, Patrick J. McCleer, Walter L. Pickwick

13a. TYPE OF REPORT
13b. TIME COVERED
Final
/84
FROM
14. DATE OF REPORT (Year, Month, Day)

3
TO !
8 7
March
15. PAGE COUNT
1987
16. SUPPLEMENTARY NOTATION
17.
COSATI CODES
FIELD
GROUP
IS. SUBJECT TERMS (Continue on reverse it necessary and identify by block number)
SUB-GROUP
Electric Drive Study

19. ABSTRACT (Continue on reverse if necessary and Identify by block number)
The Electric Drive Study effort, sponsored by the U.S. Army, encompassed a
period of 38 months and included the following three major subtasks:
(1) Technology Survey of Current and Near Term Elebtric Drive Components,
(2) Concept Generation and Evaluation of Electric Drives for 19.5 and 40.0
Ton Track-Laying Combat Vehicles, and
(3) Parametric Study of Electric Drive Component Technologies.
The technology survey results are given in a separate report, issued in
January 1985. This report addresses the results of the concept generation
and evaluation and the parametric study.
20. DISTRIBUTIONAVAILABILTY OF ABSTRACT

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D. J. Herrera
DD FORM 1473, 84 MAR
(313) 574-5158
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ALL OTHER EDITIONS ARE OBSOLETE.
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19.
ABSTRACT (continued)
The discussion of the concept generation and evaluation effort
addresses the electric drive concept generation process and the
resulting candidate concepts, the methodology used in screening
the candidate concepts leading to the identification of the best
concepts, and the comparison of the best concepts with conventional
hydro kinetic transmissions. Thirty-eight electric drive concepts
were developed for the two vehicle weight categories. Both AC and
DC drives of various types and four different drive configurations
were investigated.
The results of the parametric study includes trends of significant
component technologies associated with electric drives, the identification of critical technologies, and projections of future electric
drive system improvements relative to combat vehicle applications.
Unclassified
TABLE OF CONTENTS
Section
Title
Page
1.0
INTRODUCTION
1-1
2.0
OBJECTIVE
2-1
3.0
CONCLUSIONS
3-1
4.0
RECOMMENDATIONS
4-1
5.0
DISCUSSION
5-1
5.1
BACKGROUND
5-1
5.2
CONCEPT GENERATION
5-3
5.2.1
5.2.2
5.2.3
5.2.4
Requirements
Configurations
Concept Design Approach and Guidelines
Concept Descriptions
5-3
5-3
5-8
5-31
5.3
CONCEPT SCREENING/METHODOLOGY AND

BEST THREE CONCEPTS
5-44
5.3.1
5.3.2
5.3.3
5.3.4
Screening Methodology and Scoring Rationale'

Screening and Weight Factors
Utility Functions
Concept Scoring Results
5-44
5-45
5-47
5-58
5.4
DESCRIPTION OF BEST THREE CONCEPTS
5-61
5.4.1
5.4.2
5.4.3
5.4.4
5.4.5
5.4.6
5.4.7
5.4.8
5.4.9
5.4.10
5.4.11
5.4.12
ACEC Concept 19.5 Ton

Garrett Concept 19.5 Ton
Unique Mobility Concept 19.5 Ton
Garrett Concept 40 Ton
Unique Mobility 40 Ton
Effiaiency Over Speed Range
Speed of System Elements
Torque of System Elements
Cooling System Analysis
Propulsion System Control Logic
Vehicle Performance
Brake System Description
5-62
5-71
5-80
5-90
5-96
5-101
5-101
5-119
5-132
5-162
5-175
5-207
5.5
COMPARISON OF BEST ELECTRIC TRANSMISSION

CONCEPTS WITH MECHANICAL TRANSMISSION
5-209
TABLE OF CONTENTS (Cont'd)
Section
Title
Page
5.5.1
5.5.2
5.5.3
Physical Characteristics (Weight & Volume)

Transmission (Efficiency)
Vehicle Performance
5-210
5-212
5-214
5.6
ALTERNATE TECHNOLOGY/GROWTH POTENTIAL
5-218
5.6.1
5.6.2
5.6.3
Other Engine Candidates

Free-Piston Engine
Fuel Cell as Powerpack
5-219
5-219
5-220
5.7
PARAMETRIC STUDY OF ELECTRIC DRIVE

COMPONENT TECHNOLOGIES
5-221
5-7.1
5.7.1.1
5.7.1.2
5.7.1.3
5.7.1.4
5.7.1.5
5'7.1.6
5.7.1.7
5.7.1.8
5.7.2
5.7.2.1
5.7.2.2
5.7.2.3
5.7.2.3.1
Component Technology
Brushes
Insulation
Power Semiconductors
Magnetic Materials
Controls
Commutation
Mechanical Structures
Cooling Techniques
Future System Improvements
Critical Technologies
Electric Machinery Projections
Future Electric Transmission Improvements
DC Homopolar Drum Machine, Design and Performance
5-222
5-222
5-224
5-226
5-237
5-243
5-255
5-256
5-257
5-267
5-268
5-271
5-273
5-278
APPENDIX A
19.5 TON AND 40.0 TON VEHICLE SPECIFICATION
APPENDIX B
ELECTRIC DRIVE CONCEPT CHARACTERISTICS

AND DRAWINGS
ii
LIST OF ILLUSTRATIONS
Figures
Title
Page
1-1
Program Schedule
1-4
5.2-1
Configuration I Schematic
5-5
5.2.-2
Configuration II Schematic
5-7
5.2-3
Configuration III Schematic
5-9
5.2-4
Configuration IV Schematic
5-10
5.2-6
Family Tree of Large Electrical Machines
5-14
5.2-7
DC Homopolar Machine
5-17
5.2-8
AC Homopolar Machine
5-18
5.2-9
Unique Mobility Machine
5-19
5.2-10
Various DC Drive Systems
5-21
5.2-11
Various AC Drive Systems
5-22
5.2-12
Chopper/Inverter Type PCU
5-24
5.2-13
Converter/Inverter Type PCU
5-25
5.2-14
Electronic Control Concept for

Electric Propulsion System
5-28
5.2-15
Micro Computer Control System
5-29
5.2-16
Electric Transmission Oil Cooling

System Estimates
5-32
5.3-1
Utility Function for Sprocket Power 19.5 Ton Vehicle
5-48
5.3-2
Utility Function for Sprocket Power 40 Ton Vehicle
5-48
5.3-3
Utility Function for Regenerative

Efficiency
5-49
5.3-4
Utility Function for Skid-Out

Capability
5-50
iii
LIST OF ILLUSTRATIONS (Cont'd)
Figures
Title
Page
5.3-5
Utility Function for Volume 19.5 Ton Vehicle
5-52
5.3-6
Utility Function for Volume 40 Ton Vehicle
5-53
5.3-7
Utility Function for Technical Risk
5-54
5.3-8
Utility Function for Weight 19.5 Ton Vehicle
5-55
5.3-9
Utility Function for Weight 40 Ton Vehicle
5-56
5.4-1
ACEC Concept 1-5, 19.5 Ton Schematic
5-63
5.4-2
ACEC Concept 1-5, 19.5 Ton Vehicle Installation
5-65
5.4-3
Rectifier Bridge Schematic
5-66
5.4-4
Torque and Efficiency Versus Speed for

192 Horsepower ACEC-DC Motor
5-68
5.4-5
Garrett Concept 1-10, 19.5 Ton Schematic
5-72
5.4-6
Garrett Concept 1-10, 19.5 Ton Vehicle

Installation
5-74
5.4-7
SCR Inverter Schematic
5-76
5.4-8

192 Horsepower Garrett PM Motor
5-78
5.4-9
Unique Mobility Concept IV-2, 19.5 Ton Schematic'
5-82
5.4-10
Unique Mobility Concept IV-2, 19.5 Ton

Vehicle Installation
5-84
5.4-11
Transistor Inverter Schematic
5-86
5.4-12
Unique Mobility Traction Motor
5-87
5.4-13

192 Horsepower Unique Mobility PM Motor
5-89
5.4-14
Garrett Concept 1-3, 40 Ton Schematic
5-91
5.4-15
Garrett Concept 1-3, 40 Ton Vehicle Installation
5-93
5.4-16

384 Horsepower Garrett PM Motor
5-95
iv
Figures
Title
Page
5.4-17
Unique Mobility Concept IV-2, 40 Ton Schematic
5.4-18
Unique Mobility Concept IV-2, 40 Ton

Vehicle Installation
5-100
5.4-19
Efficiency of 19 Ton ACEC Concept I-5
5-102
5.4-20
Efficiency of 19 Ton Garret Concept 1-10
5-103
5.4-21
Efficiency of 19 Ton Unique Mobility Concept IV-2
5-104
5.4-22
Efficiency of 40 Ton Garrett Concept 1-3
5-105
5.4-23
5-106
5.4-24
Cooling System for Garrett Concepts
5-145
5.4-25
Cooling System Flow Diagram for Garrett Concepts
5-147
5.4-26
Cooling System for ACEC Concept
5-152
5.4-27
Cooling System Flow Diagram for ACEC Concept
5-154
5.4-28
Cooling System for Unique Mobility Concepts
5-157
5.4-29
Cooling System Flow Diagram for

Unique Mobility Concepts
5-159
5.4-30
PM AC Machine with Controlled Converter
5-164
5.4-31
DC Equivalent Circuit of a Permanent Magnet

Generator Operating into a Current Source
Controlled Converter
5-165
5.4-32

Motor Operated from a Current Source Controlled Converter
5-166
5.4-33
DC Equivalent Circuit of a DC Separately

Excited Machine
5-168
5.4-34
DC Equivalent Circuit of ACEC Drive
5-170
5.4-35
DC Equivalent Circuit of Garrett and

Unique Mobility Drives
5-170
5.4-36
Generic DC Equivalent Circuit Suitable for

ACEC, Garrett, and Unique Mobility Drives
5-171
5.4-37
Fuel Map for VTA-903T Engine
5-173
5-97
Figures
Title
Page
5.4-38
Fuel Map for AD1000 Engine
5-174
5.4-39
Control Block Diagram for Engine Fuel

Rate Scheduling
5-176
5.4-40
19.5 Ton ACEC Concept I-5 Tractive Effort

Versus Vehicle Speed
5-177
5.4-41
19.5 Ton Garrett Concept 1-10 Tractive Effort

5-178
5.4-42
19.5 Ton Unique Mobility Concept IV-2 Tractive

Effort Versus Vehicle Speed
5-179
5.4-43
40.0 Ton Garrett Concept 1-3 Tractive Effort

5-180
5.4-44
40.0 Ton Unique Mobility Concept IV-2 Tractive

Effort Versus Vehicle Speed
5-181
5.4-45
Power Flow Schematic Low Gear

Power Path, 19.5 Ton ACEC Concept
5-187
5.4-46
Power Flow Schematic High Gear

Power Path, 19.5 Ton ACEC Concept
5-188
5.4-47
Power Flow Schematic Low Gear Power Path,

19.5 and 40.0 Ton Garrett Concepts
5-189
5.4-48
Power Flow Schematic High Gear Power Path,

5-190
5.4-49
Power Flow Schematic Electrical Path Only

(Low Speed), 19.5 Ton Unique Mobility Concept
5-191
5.4-50
Power Flow Schematic Electro-Mechanical Path

(High Speed), 19.0 Ton Unique Mobility Concept
5-192
5.4-51
Power Flow Schematic Electro-Path Only

5-194
5.4-52
Power Flow Schematic Electro-Mechanical Path

(High Speed), 40.0 Ton Unique Mobility Concept
5-195
5.4-53
An Equivalent Electrical DC Circuit of the Garrett

19.5 Ton Concept Electric Drive Train
5-198
5.4-54
Simulation of Dash to 25 MPH for Garrett Concept

19.5 Ton Vehicle
5-203
5.4-55
Simulation of Dash to 25 MPH for Garrett Concept

19.5 Ton vehicle
5-204
vi
Figures
Title
Page
5.4-56
Simulation of Near Skid-out Turn at 27.5 MPH for

Garrett Concept 19.5 Ton Vehicle
5-206
5.4-57
Brake System Performance
5-208
5.5-1
Comparison of Efficiency for Electric and

Mechanical Transmissions of the 19.5 Ton
Vehicle Category
5-213
5.5-2
Comparison of Efficiency for Electric and

Mechanical Transmissions of the 40.0 Ton
Vehicle Category
5-213
5.5-3
Tractive Effort for X300-4A Transmission,

19.5 Ton Vehicle
5-215
5.5-4
Tractive Effort for ATT1064 Transmission,

40.0 Ton Vehicle
5-216
5.7-1
Power Semiconductor Devices, Characteristics,

and Circuit Symbols
5-229
5.7-2
Forward Voltage Drop Versus Current Density

for Various Power Semiconductors
5-234
5.7-3
Forward Conduction Characteristics for Various

5-235
5.7-4
Power Capability Versus Time for Various Power

Semiconductors
5-236
5.7-5
Trend Chart of Lamination Magnetic Materials
5-239
5.7-6
Trend Chart for Rare Earth Magnetic Materials
5-241
5.7-7
Demagnetization Chart of Magnetic Materials
5-242
5.7.8
Block Diagram for DC Traction Motor System
5-244
5.7.9
Block Diagram for DC Homopolar System
5-245
5.7-10
Block Diagram for AC PM Traction Motor System
5-246
5.7-11
Number of Transistors Per Chip Versus Time
5-248
5.7-12
Cost of Computing Power Versus Time
5-248
5.7-13
PCU Functions
5-250
5.7-14
High Voltage Integrated Circuit (HVIC)

Chip Diagram
5-251
vii
Figures
Title
Page
5.7-15
Current Source and Voltage Source Converters
5-254
5.7-16
The Heat Pipe
5-261
5.7-17
Weight Comparison for Best Electric

Transmission Concepts
5-269
5.7-18
Volume Comparison for Best Electric

Transmission Concepts
5-270
5.7-19
Alternator Trends
5-272
5.7-20
AC Traction Motor Trends
5-274
5.7-21
Power Conditioning Unit Trends
5-275
5.7-22
Diagram of Homopolar Machines
5-279
5.7-23
Homopolar System Characteristics
5-284
5.7-24
Homopolar Systems Characteristics
5-285
57-25
5-286
5.7-26
5-287
viii
LIST OF TABLES
Table
Title
Page
5.2-1
ENGINE NET POWER AVAILABLE TO TRANSMISSION

AT FULL LOAD
5-12
5.3-1
SCREENING FACTORS
5-45
5.3-2
RELIABILITY AND SAFETY UTILITY DEDUCTIONS
5-57
5.3-3
CANDIDATE CONCEPT SCORING SUMMARY
5-59
5.4-1
ACEC CONCEPT 1-5 TRANSMISSION

CHARACTERISTICS
5-64
5.4-2
GARRETT CONCEPT 1-10 TRANSMISSION

CHARACTERISTICS
5-73
5.4-3
UNIQUE MOBILITY CONCEPT IV-2 TRANSMISSION

CHARACTERISTICS
5-83
5.4-4
GARRETT CONCEPT 1-3 TRANSMISSION
5-92
CHARACTERISTICS
5.4-5
UNIQUE MOBILITY CONCEPT IV-2 TRANSMISSION

CHARACTERISTICS
5.4-6
ELEMENT SPEED SUMMARY FOR MOTOR THRU FINAL

DRIVE IN RPM - 19.5 TON ACEC CONCEPT I-5
5-110
5.4-7
ELEMENT SPEED SUMMARY AT MAXIMUM STEER FOR

MOTOR THRU FINAL DRIVE - 19.5 TON ACEC
CONCEPT I-5
5-111
5.4-8

DRIVE IN RPM - 19.5 TON GARRETT CONCEPT 1-10
5-112
5.4-9

MOTOR THRU FINAL DRIVE - 19.5 TON GARRET
CONCEPT IV-2
5-113
5.4-10

DRIVE IN RPM - 19.5 TON UNIQUE MOBILITY
CONCEPT IV-2
5-114
5.4-11

MOTOR THRU FINAL DRIVE IN RPM - 19.5 TON
UNIQUE MOBILITY CONCEPT IV-2
5-114(A)
5.4-12

DRIVE IN RPM - 40.0 TON GARRETT CONCEPT 1-3
ix
5-99
5-115
LIST OF TABLES (Cont'd)
Table
Title
Page
5.4-13

GARRET CONCEPT 1-3
5-116
5.4-14

DRIVE IN RPM - 40.0 TON UNIQUE MOBILITY
CONCEPT IV-2
5-117
5.4-15

5-118
5.4-16
ELEMENT TORQUE SUMMARY FOR MOTOR THRU

FINAL DRIVE IN FT-LB - 19.5 TON ACEC (1-5)
5-121
5.4-17
ELEMENT TORQUE SUMMARY FOR MOTOR THRU FINAL

DRIVE DURING MAXIMUM STEER IN FT-LB - 19.5 TON
ACEC (1-5)
5-122
5.4-18

DRIVE IN FT-LB - 19.5 TON GARRETT (I-10)
5-124
5.4-19

GARRETT (I-10)
5-125
5.4-20

DRIVE IN FT-LB - 19.5 TON UNIQUE MOBILITY IV-2
5-126
5.4-21

UNIQUE MOBILITY IV-2
5-127
5.4-22

DRIVE IN FT-LB - 40.0 TON GARRETT (1-3)
5-128
5.4-23

GARRETT (1-3)
5-129
5.4-24

DRIVE IN FT-LB - 40.0 TON UNIQUE MOBILITY (IV-2)
5-130
5.4-25

UNIQUE MOBILITY IV-2
5-131
5.4-26
ELECTRICAL STATE PARAMETERS FOR PROPULSION

MODE 19.5 TON ACEC CONCEPT I-5
5-133
Table
Title
Page
5.4-27
ELECTRICAL STATE PARAMETERS FOR STEER MODE

19.5 TON ACEC CONCEPT 1-5
5-134
5.4-28

MODE 19.5 TON GARRETT CONCEPT 1-10
5-135
5.4-29

19.5 TON GARRET CONCEPT 1-10
5-136
5.4-30

MODE 19.5 TON UNIQUE MOBILITY CONCEPT IV-2
5-137
5.4-31

19.5 TON UNIQUE MOBILITY CONCEPT IV-2
5-138
5.4-32

MODE 40.0 TON GARRET CONCEPT 1-3
5-139
5.4-33

40.0 TON GARRETT CONCEPT 1-3
5-140
5.4-34

MODE 40.0 TON UNIQUE MOBILITY CONCEPT IV-2
5-141
5.4-35

40 TON UNIQUE MOBILITY CONCEPT IV-2
5-142
5.4-36
TRANSMISSION EFFICIENCY AND HEAT REJECTION

FOR GARRETT CONCEPTS
5-144
5.4-37
HEAT EXCHANGER CHARACTERISTICS FOR GARRETT

CONCEPTS
5-146
5.4-38
19.5 TON GARRETT CONCEPT (I-10) COOLING SYSTEM

WEIGHT AND VOLUME ESTIMATES
5-148
5.4-39
40.0 TON GARRETT CONCEPT (1-3) COOLING SYSTEM

5-149
5.4-40

FOR ACEC CONCEPT 1-5 (19.5 TON)
5-150
5.4-41
HEAT EXCHANGER CHARACTERISTICS FOR ACEC CONCEPT I-5
5-153
5.4-42
19.5 TON ACEC CONCEPT (1-5) COOLING SYSTEM

5-155
5.4-43
DUAL PATH TRANSMISSION POWER DISTRIBUTION

19.5 TON UNIQUE MOBILITY CONCEPT
5-156
xi
Table
Title
Page
5.4-44

FOR UNIQUE MOBILITY CONCEPTS
5-156
5.4-45
HEAT EXCHANGER CHARACTERISTICS FOR UNIQUE

MOBILITY CONCEPTS
5-158
5.4-46
19.5 TON UNIQUE MOBILITY CONCEPT (IV-2)

COOLING SYSTEM WEIGHT AND VOLUME ESTIMATES
5-160
5.4-47
40.0 TON UNIQUE MOBILITY CONCEPT (IV-2)

5-161
5.4-48
ACCELERATION TIMES FOR 19.5 AND 40.0 TON

VEHICLES
5-183
5.4-49
MAXIMUM SPEED ON GRADE FOR 19.5 AND 40.0 TON

VEHICLES
5-184
5.4-50
GRADE STARTABILITY CHARACTERISTICS FOR 19.5

AND 40.0 TON VEHICLES
5-185
5.4-51
GARRETT 19.5 TON DRIVETRAIN CONCEPT, SYSTEM
5-202
VARIABLES AND CONSTANTS

5.5-1
COMPARISON OF ELECTRIC TRANSMISSION CONCEPTS

AND MECHANICAL TRANSMISSION FOR 19.5 TON
VEHICLE
5-210
5.5-2

AND MECHANICAL TRANSMISSION FOR 40.0 TON
5-211
VEHICLE
5.5-3
COMPARISON OF MAXIMUM SPEED ON GRADE FOR

ELECTRIC DRIVE AND MECHANICAL TRANSMISSION
APPLICATIONS
5-217
5.5-4
COMPARISON OF ACCELERATION TIME FOR VEHICLES

WITH ELECTRIC AND MECHANICAL TRANSMISSIONS
5-217
5.7-1
VOLTAGE, CURRENT, AND POWER CAPABILITY

OF HIGH VOLTAGE SWITCHES
5-234
5.7-2
FUTURE ELECTRIC TRANSMISSION POWER/WEIGHT

IMPROVEMENTS
5-276
5.7-3
FUTURE ELECTRIC TRANSMISSION POWER/VOLUME
5-277
IMPROVEMENTS
5.7-4
CONSTANTS USED IN THE DC HOMOPOLAR MACHINE

DESIGN AND ANALYSIS
xii
5-289
PRELIMINARY - ELECTRIC DRIVE STUDY FINAL REPORT
1.0
This Technical
INTRODUCTION
Report was prepared by General Dynamics Land Systems Division
(GDLS) for U.S. Army Tank Automotive Command (TACOM) under the Electric Drive
Study
Contract DAAE07-84-C-R016.
phases
Phase
Technology
The
contract
Survey,
Phase
Evaluation, and Phase III Parametric Study.

a 6 month effort
in which current
and
effort
II
was
divided
Concept
in three
Generation
and
The Phase I Technology Survey was
near
term
electrical
and
mechanical
components were identified and defined that have potential in the development
of optimum electric transmission concepts.
was published in January 1985.
and the Phase
The
III parametric
document
A Phase I Technology Survey Report
The Phase II Concept Generation and Evaluation

study efforts are the subject of this
addresses the generation of candidate electric drive
report.
concepts,
the analysis and screening of candidate concepts to determine the three best
concepts,
and the comparison of the best electric transmission concepts with
selected mechanical transmissions.

Phase
ton
The electric
drive concepts generated in
II are designed for track laying combat vehicles in the 19.5 and 40.0
weight
categories
requirements
specified
component
technology
developed
under
report.
and
sized
in
the
trends
the
to
satisfy
contract
and
parametric
physical
statement
future
study
the
of
system
effort
and
work.
Electric drive
improvement
are
also
performance
projections
discussed
in
this
The parametric study effort was added to the original contract scope
of work under contract modification P00006.
The U.S. Army has a renewed interest in the application of the electric drive
technology
to
combat
vehicles
because
recent
improvements
in
electrical
components and control methodology show promise in overcoming past drawback of

electric drivetrains; namely, high weight and volume and low efficiency.
first phase of this
JU-84-04057-002),
with
further
development,
drive
Furthermore,
there
drive
the
Technology
Survey
(document
number
showed the electric drive was near-term technology and that
conventional
electric
study contract,
The
it could
systems
exists
because
of
become
currently
a
the
practical
employed
in
strong
incentive
for
many
advantages
that
1-1
alternative
track-laying
the
the
vehicles.
development
it can
to
provide
of
an
in the
typical environment and duty cycle of a combat vehicle. Unlike the current
mechanical drives, the modular nature of the electric drive system and the
absence
of
connecting
system layout.
mechanical
drive
shafts
offer
flexibility
in drive
Coupling this advantage with the potential for reduced under
armor volume, an electric drivetrain makes possible a reduced vehicle target

profile
and/or
mechanical
added protective
drivetrains.
The
armor
than
electric
efficient engine operation because of

variable
operation
multiple uses.
maintainable
mechanical
drive
is
gears.
and
its
ability
drive
its
to
are
achievable
is
believed
capability
share
of
on-board
with
to
true
existing
allow
more
continuously
electric
power
for
The electric drive is also believed to be more reliable and

than
its
mechanical
part interfacing.
counterpart
Finally,
power
due
to
the
transmission
reduction
in
the
in
electric
through motors and connecting cables rather than drive shafts and
This feature makes the electric drive
mechanical
transmission,
helping
to
intrinsically quieter
improve
noise
signature.
desirable for a track-laying vehicle in a combat situation.
than a
This
is
In summary the
significant advantages of utilizing optimum electric drive systems in combat

vehicles are the following:
Flexibility in vehicle layout - improved space utilization
Multiple uses of on-board electric power
Continuously variable ratio characteristics for efficient engine operation
Improved reliability and Maintainability
Improved noise signature
In keeping with the military interest
of developing combat vehicle
systems
with the foregoing advantages, TACOM authorized GDLS to generate and evaluate
electric propulsion concepts for track-laying combat vehicles of the 19.5 and
40.0
ton
concepts
categories
and
generated during
configuration
requirements
to
identify optimum systems.
the
of
contract
are
the contract
based
on
The electric drive

the
performance
statement of work.
and
Four basic
electric drive configurations for which concepts were developed and analyzed
are
specified
by the contract.
The
concepts that were developed and the
screening analysis leading to the selection of the best concepts are described
in the Discussion section of this report.
1-2
In order
to illustrate the utility of an electric drive in a track-laying
vehicle, the contract further required that, upon completion of the screening
analysis,
the
comparison
to
considerations
best
electric
conventional
that
drive
drive
influenced
concepts
systems.
this
be
The
comparison
selected
for
performance
are
also
rigorous
and
physical
reviewed
in
the
Discussion section.
General Dynamics Land Systems has been committed to electric drive development
for combat vehicles since 1981 and has drawn on this valuable experience in
the execution of
the electric drive
study contract.
This past
includes the development of electric drive concept designs
experience
for wheeled
and
tracked combat vehicles for the MPWS, MPG-FT, FCCVS-I, and FCCVS-II programs.
GDLS
has
committed
a substantial
amount
of
R&D
dollars
for
the
development, and test of the Electric Vehicle Test Bed (EVTB).
design,
The EVTB is a
6x6 wheeled 15 ton test bed vehicle with electric drive which at this writing
is under going shake down testing.
The contract effort was augmented by the valuable experience and support of
Dr. P. J. McCleer, a contracted consultant, and G. A. Fisher, and D. D. Wright
of Unique Mobility, Inc., a subcontractor for the electric drive study. Also
D. J. Herrera, the TACOM contracting officers' technical representative, has
made
important
contributions
to
the program
effort
by
making
meaningful
recommendations and supplying useful support information.

This report has been prepared in accordance with DI-S-4057
TACOM R&D
divided
Technical
into
five
Report
major
Writing
sections:
Style
Manual
No.
Introduction,
(MOD) using the
12680.
It has been
Objective,
Conclusion,
Recommendation, and a Discussion of the contractual effort.

Figure
1-1 shows
contract study.
the program schedule that was
followed to
discharge
the
Shown are the major milestones and the three major sub-tasks
of the electric drive study program.
1-3
CALENDAR YEAR
TASK
DESCRIPTION
1985
1984
PHASE I
1986
1987
CONTRACT AWARD
TECHNOLOGY
SURVEY
REPORT
PHASE II CONCEPT GENERATION

AND EVALUATION
DRAFT REPORT
PHASE III
PARAMETRIC
STUDY
AREPORT
Figure 1-1.
Program Schedule
1-4
2.0
OBJECTIVES
The first objective of this contract is to obtain and document data on current
and near-term electric drive components that are applicable to track-laying
combat vehicles of the 19.5 and 40.0 ton categories.
The second objective is
to develop electric drive concepts that will lead to the selection of optimum
concepts for the 19.5 ton and 40.0 ton baseline vehicles and to compare the
best electric drive concepts against conventional transmissions.
Additionally
the identification of critical technologies and projections of future electric

drive system improvements are objectives of this program.
2-1
CONCLUSIONS
3.0
The evaluation of candidate electric drive concepts

lead
to
the
selection
of
three
potential for development as
best
concepts
(totalling 38
that
would
alternative transmissions
concepts)
offer
the
best
in military vehicles.
In the 19.5 ton vehicle class, the best electric drive concepts were:
Concept
(1-5),
conventional
DC
traction motor
drive
developed by
ACEC of Belgium using an AC permanent magnet generator.
Concept
(I-10),
an
AC
permanent
magnet
drive
system
developed
by
Garrett.
Concept
(IV-2),
a dual path AC
permanent magnet
drive
system
using
traction motors developed by Unique Mobility.
The best drivetrain candidates identified for the 40 ton vehicle were:
Concept
Garrett.
(1-3),
and
AC
permanent
This concept
magnet
drive
is similar to Concept
system
developed
(I-10) of the 19.5
by
ton
vehicle class, differing only in the sizing of electrical components.
Concept
(IV-2),
a dual path AC
permanent magnet
traction motors developed by Unique Mobility.
drive
system
using
This concept is similar
to concept IV-2 of the 19.5 ton vehicle category.
These
concepts
transmissions
requirements
were
found
in meeting
as
provide
counterpart.
the
determined
employed in this study.

greater
to
be
competitive
specified physical
by
the
military
with
and
vehicle
current
mechanical
performance
drivetrain
type
and
tactical
In particular, the electric drivetrain was
flexibility
in
vehicle
design
This was due to a more efficient use of
than
its
the
space
use
found to
mechanical
under
the
armor that is made possible by the modularization of electrical components and

the lack of a rigid mechanical
considerations,
the
study
drivetrain.
produced
the
concepts:
3-1
As a result
following
of
this
conclusions
and
other
about
these
The best electric drive concepts produce significant weight and volume
savings relative to comparable mechanical transmission.
The
best
electric
drive
concepts
can
meet
the
tractive
effort
requirements for the 19.5 and 40.0 ton vehicles.
An electric drivetrain can be designed and operated

and effective regenerative and pivot steering.
electric
drivetrain
is
equal
to
or
exceeds
to achieve
safe
Steer efficiency of an
that
of
an
equivalent
mechanical drivetrain.
Propulsion efficiency of an electric drivetrain is comparable to that

of a mechanical drivetrain.
"
The
typical
heat
rejection
of
the
electric
drive
concepts
tractive effort is less than that for the mechanical drives.
at
0.70
However,
the added complexity required to cool the separate electrical
modules
of this system suggest that the weight and volume claim of a complete
electric drive cooling system. will be nearly identical
to that of a
mechanical drive.
Construction of a light weight, efficient electric drivetrain

military vehicle
cannot
be
is
possible
satisfactorily
if
near
term
accomplished
technology
using
current
is
for
used.
a
It
off-the-shelf
components.
Reliability and space utilization features of the electric drivetrain

suggest
that
system
maintainability
and
system
availability may be
better than currently achievable with the mechanical drivetrain.
While
these
advantages
make
the
electric
drivetrain attractive,
developing
this technology in a timely manner to fit the needs of the military vehicle
remains an open question.
study,
thereby
acceptability.
providing
This development risk was

a
further
means
to
also factored into the
evaluate
the
concepts
for
The risk analysis showed that the ACEC concept would have the
least technical risk of the qualified candidates.

3-2
The ACEC concept
is based
on
mature
relatively
DC
traction
motor
The
design.
employing PM motors, was rated as a medium risk.
Garrett
concept,
The Unique Mobility concept,
that have undergone only limited bench testing, had
which employs PM motors
the greatest technical risk of the concepts.
Other electric drivetrain concepts developed in this study showed merit for
future
-reluctance
and
drive
the
Westinghouse
DC
weight
drivetrain
continued
examination
Westinghouse DC Homopolar drive
scored low
due
of
concept
this
The
variable
system
advantages
cited above
in
work.
requires minimal power
future
electronic
The
making
it
DC Homopolar concepts
the Homopolar motors
high weight of
the
to
variable
improved
and
reduction
from a simplicity standpoint.
particularly attractive
drive.
The potential
efficiency on the order of 84 percent.

warrant
Jarret
the
Homopolar
volume
and
were
speed gear box and appears to offer
reluctance drive requires only a single

significant
these
among
Significant
consideration.
and generator.
However, if current collection can be improved and brush speed increased, then
it should be possible in principle to reduce the motor weight
so that this
alternative would become more attractive.
The
parametric
component
study
that
and
technologies
involved
the
the
of
investigation
development
of
component
electric
drive
technology
trends
produced the following significant conclusions:
The
critical
component
that
technologies
significant improvements in future electric

areas of power
will
produce
drive systems
the
most
are in the
semi-conductors, permanent magnet materials,
and high
current brushes for current collection.
The
technology
assessment
indicates
minimal
improvement
in
conventional DC drives through 1995.
The
technology
permanent
magnet
assessment
drives
indicates
through
significant
1995.
These
improvement
improvements
in
AC
include
significant reduction of system volume and weight and increased system

efficiency.
3-3
4.0
RECOMENDATIONS
The following recommendations are made based on the results of the study:
1. The best electric transmission concept should be selected for proof of
concept testing in a tracked vehicle test bed.
The test bed should be
designed so that the control concepts, hardware component designs, and

related system integration questions can be satisfactorily evaluated
as
part
of
the
engineering
process
to
produce
practical
and
optimized electric drivetrain design.

2. The physical and operating characteristics of the variable reluctance
motor drives should be thoroughly investigated and verified.
4-1
5.0
DISCUSSION
The Electric Drive Study results obtained by General
Dynamics
Land Systems
Division (GDLS) during the contract effort are presented in this section.
The
background of the Electric Drive Study is discussed, the concept generation

and screening methodology are reviewed, and the three best electric drive
concepts for a military track-laying vehicle are identified and described in
detail.
then
The performance and physical characteristics of these candidates are
compared
illustrates
to
the
those
of
advantages
mechanical
and
transmission.
disadvantages
of
This
the
comparison
best
electric
transmissions relative to a comparable mechanical transmission.
5.1
BACKGROUND
The United States Army Tank Automotive Command (TACOM) has long expressed an
interest
in
vehicles.
applying
During
electric
the
60's
drive
and
technology
early
70's,
to
military
several
study
track-laying
programs
were
sponsored by the government to examine the feasibility of using an electric

drive in these vehicles.
serious
drawbacks
in
The studies determined that electric drives suffered
size, weight,
mechanical counterparts.
and efficiency when compared to their
Since these studies were completed, developments
in
electric drive technology have suggested to TACOM a need for a re-examination

of this
propulsion concept.
contractor
to
assist
track-laying vehicles.
the Electric
Drive
in
As a result, TACOM engaged

another
investigation
of
GDLS
electric
as
a prime
drives
for
In January of 1984, TACOM awarded GDLS a contract for
Study
(Contract DAAE07-84-C- R016).
This
contract was
divided into two separate studies; a Phase I Survey and a Phase II Analysis.
In
the Phase
I Survey,
near-term electrical
GDLS
conducted
a thorough
components and technologies
survey of current
that could have
and
potential
application in a track-laying vehicle. Near-term components and technologies

are those that can be demonstrated through proof of principal
1987.
hardware by
The objective of this phase was to obtain and generate data that would
characterize these components and technologies sufficiently to create a basis

for selection of components to be used in the detailed application analysis of
the second phase of the study. As required by the contract, the nature of the
5-1
data obtained
These areas
and generated reflected areas
of
interest
include the performance specifications
voltage, efficiency over
operating range, and
to
the
military.
of power rating, speed,
torque over operating range.
Other areas considered in the survey were component volume, technical risk,
weight, reliability, and safety.
The survey was successfully completed by GDLS in July, 1984 and is summarized
in
Report
No.
JU-84-04057-002.
The
data
presented
therein
allowed
the
following conclusions to be drawn:

"
Electrical
components
recent years
and
technologies
have
progressed
greatly
in
to offer better reliability, improved performance, and
consolidated packaging for electric drive propulsion.
Electric drive technology is developing at a pace and in a direction

compatible with near-term development of track-laying combat vehicles.
A wide variety of electrical
components
are
currently available to
construct an electric drive system.

Using the data collected in the Phase I Survey, GDLS generated and studied
various electric drive concepts as required to obtain an optimal system for
the 19.5 ton and 40 ton track-laying vehicle.
This activity is the second and
final phase of the contract study and is the subject of this report.
Sections 5.2 and 5.3 review in detail the methodology used for generating, and
screening the candidate electric drive concepts leading the selection of the
best three
concepts.
Section 5.4 describes the operational and performance
characteristics of the best three concepts.
Section 5.5 addresses the ability
of these candidates to compete favorably with the mechanical transmissions in

the 19.5 ton and 40 ton track-laying vehicle class.
Section 5.6 describes the
conduct and findings of the recently awarded (1986) parametric study. This
study predicts technology trends associated with electric drive components and
accesses
the
impact
of
these
technology developments
on the physical
and
performance characteristics of the electric drive in the track-laying combat
5-2
vehicle.
Section 5.7
discusses
the prospects
for alternative
technologies
that, if successfully developed, could further enhance the attractiveness of

an electric drive in future track-laying combat vehicles.-
5.2
CONCEPT GENERATION
The electric drive components and concepts that were identified during Phase I
Technology Survey were
used to generate concepts for four basic drivetrain
configurations which were stipulated by the contract.

and
of
component
alternatives
combinations
were
as practical were
investigated
investigated
in
Variations of concepts
to
the
insure
quest
that
for
the
as
many
optimum
electric drive system.

Thirty-eight
described
candidate
in
this
electric
section.
drive
The
concepts
requirements
were
that
generated
governed
generation and the approach to concept design are presented.

cooling,
gear,
and brake
subsystems, that were
the
and
are
concept
Estimates for
developed and used in the
concept generation process are also discussed.
5.2.1
The
Requirements
electric
drive
concepts
generated
for
the
19.5
and
40
ton
baseline
vehicles were developed and sized to satisfy the requirements outlined in the
contract vehicle specification.
are presented in appendix A.
The 19.5 and 40 ton vehicle specifications

These address the physical characteristics and
power requirements of the propulsion, steer, braking, cooling, and auxiliary

systems.
The Cummins VTA-903T engine and the AD-1000 engine are specified as
the prime movers to be included in propulsion system concepts for the 19.5 and
40 ton vehicles.
5.2.2
Four
Configurations
basic
drivetrain
developing the 38
configurations
candidate electric
provided
drive concepts.
useful
These
guideline
for
configurations
were specified by the contract specification and served to assure that certain
5-3
electric
these
drivetrain
four
basic
alternatives
would not be overlooked.
configurations,
GDLS
deemed
it
In addition
necessary
to
to
modify
Configuration I to generate another electric drivetrain configuration called

Configuration 1A.
5.2.2.1
Configuration I
Configuration I involves an engine-driven alternator and individual traction

motors located at each drive sprocket.
and sized for either
using
an
The traction motors may be selected
direct sprocket drive or
intermediate
gearbox.
Figure
for indirect sprocket drive
5.2-1
shows
schematic
of
Configuration I, with gearbox located between the drive motor and sprocket.
The alternator output is conditioned by individual power conditioning units
(PCU), thus providing power of the appropriate voltage and frequency to each
traction motor.
The
electronic
electric propulsion system
control unit
(ECU) coordinates
in accordance with operator
commands
the entire
and system
feedback information.
Configuration I uses two independent traction motor drives, one at each track,
to provide
the required tractive
control of each track,
effort.
This
design facilitates separate
thereby providing excellent
propulsion, steering, and braking.
vehicle
control
during
The ability of the motor PCU to operate
bilaterally makes this control possible, in that the PCU allows power flow to
the motor when vehicle forward/reverse propulsion is required or power flow
from the motor operating as
braking or steering.
a generator
(regeneration), during periods of
The bilateral nature of the PCU allows regeneration of
power from the inside track to the outside track during steer maneuvers,
requirement
of modern transmissions
for track laying vehicles.
However, to
take full advantage of this regenerative feature, the traction motors and PCUs
must have a short time duty rating adequate to handle the increased electrical
load during regeneration which can exceed 3 times the continuous duty rating.
Configuration I offers exceptional potential for providing the more desirable

rear
sprocket
configuration
drive
is
with
believed
a
by
rear
GDLS
entry
to
cargo
offer
installation relative to other configurations.
5-4
compartment.
the
least
Also,
complex
this
vehicle
CLL
to
--
1=
Scemaic
Figue 5.-1.
ConfguraionI
Indviua
Mtos
am5-5
ndDrve
fr
ac
Sroke
5.2.2.2
This
Configuration IA.
configuration is
similar
to Configuration I with the single exception
that the traction motors and gearboxes are mounted inside four drive sprockets
(two rear and two front sprockets).
This is accomplished by increasing the
number of traction motors from two to four thereby lowering individual motor
power rating and space claim.
Because of this change, the space claim of the
drivetrain components under the armor is reduced; however, the complexity of

the system is increased due to the increased number of drive units.
5.2.2.3
Configuration II.
Configuration
II
uses
one
motor coupled to a cross drive
to provide the
propulsion effort and a separate motor driven cross drive for steering.
power
for the propulsion and steer drives
generator where output is
The
is provided by an engine-driven
conditioned by power
conditioning units.
Figure
5.2-2 shows a schematic of this configuration.

Configuration II differs from Configuration I in that a single, higher power
motor is used to provide all vehicle propulsion.
Steering is accomplished by
the steer motor and the propulsion motor working in combination.
Pivot steer
is accomplished solely by the steer motor.
Space saving is possible with this configuration because the propulsion motor
and
PCU
intermittent *power ratings can be
reduced,
due to the mechanical
feedback path.
Also the need for a two speed gearbox at each drive sprocket..
is eliminated.
The disadvantage of this configuration is that the steer cross
shaft and propulsion cross shaft have a negative impact on design flexibility.
5.2.2.4
Configuration III.
Configuration III
feedback
is
path with
Propulsion
motors
Configuration
II.
similar to Configuration
steer motor is
and
PCU
used to
intermittent
Configuration III,
I except
that
regenerate power for
ratings
can
be
shown schematically
5-6
a mechanical
steering.
reduced
in figure
as
in
5.2-3,
caa
C
OC~
Qi
OZI
02
-
zz
uo.
Figure 5.2-2.
Configuration II Schematic:
Single Motor Crossdrive Electric Transmission
5-7
uses an engine-driven alternator with electric motors at each sprocket driving

the
final
drives.
Also
shown is
the mechanical
feedback path for steering
regeneration.-
5.2.2.5
Configuration IV.
Configuration IV, shown in figure 5.2-4,

path
drive
where
electrical
is
an electromechanical,
and 'mechanical power
are
summed
dual power
at
combining
planetary gears in the final drive units.
An
operational
advantage
of
this
configuration
is
that
it
simplifies
the
matching of operating speeds to torque by balancing the load carried in the

respective electrical and mechanical transmission path.
have been identified in this configuration.
Additional advantages
These are:
Reduced intermittent power rating for traction motors and PCUs.
Increased transmission efficiency when mechanical path is operative.
5.2.3
Concept Design Approach/Guidelines
The objective of the
concept
generation task
is
to
develop
electric
drive
concepts that will lead to the selection of optimum concepts for the 19.5 ton
and 40.0 ton baseline vehicles.
with varied power
configuration
insure
that
optimum concepts.
using AC and DC machinery
conditioning schemes, were developed for each drive
(see
all
Various concept,
section
practical
5.2.4)
and
for
alternatives
each
were
vehicle
considered
weight
in
the
train
category
quest
to
for
Concepts were generated from three different areas:
Electric drive components identified in the Phase I technology survey.
Concepts offered by manufacturers.
Variations on the above concepts.
5-8
~.h
44
31
-z
00
I
Figure 5.2-3.
Configuration III Schematic:
Individual
Sprocket Motors with Mechanical Regenerative Steering
5-9
40-
0
low
00
00w
-jL"
x0
-d
5-10
To
minimize
initially
vehicle
the
number
of
electric
drive
concentrated on concepts for
concepts were
19.5 ton concepts.
concepts
developed,
the 19.5 ton vehicle.
the
Later
effort
40
ton
selectively developed based on trends established from
Also, due to the large number of concepts generated and
evaluated, analysis of concepts was conducted only to the extent necessary to

establish the relative merit between concepts.
Detailed analysis was reserved for the best three concepts whose selection was
based on the results of the concept screening process discussed in section 5.3.
The transmission components were
sized to meet the physical
and performance
requirements of the contract vehicle specifications presented in appendix A.

The
electric
machinery
was
sized
to
rather than being based on net power

transmission
concept
efficiency.
provide
the
specified
tractive
effort
available to the transmission and
the
Many concepts generated could not provide
the specified tractive effort at the sprocket over the vehicle speed range due
to lower than required transmission efficiency.
approximately 85 percent
(including final
required tractive effort to the sprocket.
drive)
A transmission efficiency of
is
needed
to
delivery
the
Table 5.2-1 presents the full load
parasitic and auxiliary losses that were used to determine full load net input
power
for transmission concepts of the 19.5 and 40.0 ton vehicle categories.
The Cummins VTA-903T engine is specified as the prime mover for the 19.5 ton
vehicle
and the AD-1000 advanced diesel engine
is specified
for the 40
ton
vehicle.
Electric drive concepts were generated using the following design guidelines.
Satisfy performance requirements.
Provide regenerative and pivot steer capability.
Provide two separate brake systems for redundancy during emergencies.
Provide adequate cooling at 0.7 GVW tractive effort and 120OF ambient
air temperature.
5-11
Minimize system volume.
Minimize technical risk.
Minimize system weight.
Maximize system efficiency.
Reduce complexity.
oo
Concepts without multiple speed gearbox preferred.
oo
Reduce electronic power conditioning.
TABLE 5.2-1.
ENGINE NET POWER AVAILABLE TO TRANSMISSION

AT FULL LOAD
19.5 Ton
40.0 Ton
Gross Engine HP
500
1000
Deduct 2% for induction & exhaust losses
-10
-20
Deduct 12% for cooling power
-60
-120
Deduct for auxiliary power requirements
-3
-5
427
855
(318 KW)
(637 KW)
365
730
85.5%
85.4%
Net power available to transmission
Power desired at sprocket
Transmission efficiency required to meet

desired power at sprocket
5-12
The
following
discussions
address
electric drivetrain concepts.

various
electric
drivetrains.
innovative
machines
Included
machines
the
The process
leading
in
evolutionary
the
to
the
starts with the

formulation
discussion
(the AC homopolar
on
electric
some highly desirable
electric
Transmission
for
generating
consideration
of
complete
of
electric
machines
and the outside
machines) which exhibit

drivetrains.
process
are
two
rotor PM synchronous
features and hold promise for
subsystems
including
brake
systems,
cooling systems, and gear systems are 'lso addressed.
5.2.3.1
Electric Machines
Since all electrical machines

motors
are inherently capable of operation as
either
or generators we do not group or identify the machines according to
application.
Rather, we group according to DC or AC electrical power flow and
according to the manner in which torque producing rotor flux is generated.

also
do
not
group
by
packaging
techniques
(i.e.,
conventional
We
rotor
vs.
that
are
systems.
In
pancake or disc machines).
Figure
5.2-6
potential
is
"family
candidates
for
tree"
of
inclusion
large
electrical
in vehicle
electric
machines
drive
general, the foremost distinction between AC and DC machines, excluding the AC

homopolar
machine,
is
the
fact that
the full machine line current must be
"wired' through brushes to the rotating element of a DC machine while the full
machine line current connects only to the stationary member of an AC machine.
This attribute alone is a major potential advantage for AC machines.
It must
be carefully weighed, however, particularly with respect to PCU requirements

before a choice between'DC or AC machinery can be recommended.
AC Machines.
AC Synchronous:
subdivided
machines.
pole
into
Wound Rotor.
smooth
Wound rotor synchronous machines can be further
(cylindrical)
and
non-smooth
(salient
pole)
rotor
Smooth rotor machines are in general of higher speed and lower in
order
traditionally
when
have
compared
the DC
to
salient
rotor- field
5-13
pole
current
machines.
supplied
Both
through
versions
sliprings,
though brushless
versions
are becoming
In this
more and more commonplace.
version, electrical commutation is made by using an auxiliary permanent magnet

(PM) AC
alternator
with
rectified
synchronism
the
winding currents.
rotating
magnetic
To use any form of
a variable frequency
speed motor,
inside-out AC generators
feeding
The rotor in a synchronous machine follows or leads
with rotating rectifiers.

in
outputs
field
a
induced
by
synchronous
multi-phase
machine
as
stator
a variable
supply must be used in conjunction with a
shaft position sensor.
FAMILY TREE
OF
LARGE ELECTRICAL MACHINES
AC
IncUCInOI
SYINROUOUS
R4OMOPOA
SEPARATELY
LUCTO
I
MOTO
HOMOPOI.AA
COMMUTATOR
U
s
SAUENT SMOOTH
POLE ROTOR
Figure 5.2-6.
AC Synchronous:
"brushless DC
Family Tree of Large Electrical Machines
PM (permanent magnet).
machine,"
is
almost
This machine, also
identical
to
referred to
the wound rotor
as
synchronous
machine; the principle difference being in the production of the DC field flux
by a rotating permanent magnet rather than be a slipring supplied field coil.
These
machines
have
only
recently
come
to
the
candidate machines for vehicle electric drives.
forefront
of
the
list
of
With the commercial introduc-
tion of rare-earth permanent magnets, particularly samarium-cobalt alloys with

energy products
(BH) of. five times those of previous materials, these machines
quickly became prime contenders

vehicle drive systems.
for traction motors
in high
performance
PM synchronous machines are used in the GDLS EVTB.
5-14
AC
AC Synchronous:
Homopolar Inductor.
The rotating DC field in this machine is
supplied by a store mounted field coil and a unique two element ferromagnetic
salient pole rotor.
the
field
voltages
flux
in
The rotor poles essential "pull" the radial components of
around
the
the
inner
distributed
surface of
stator
the
stator
windings.
The
structure
field
flux
completed through axial paths in the rotor and the stator.

terminals
the
machine
appears
as
standard
inducing
paths
From the
synchronous
are
stator
machine.
The
principle advantage of this machine is the lack of field winding brushes.
AC
Synchronous:
Reluctance.
synchronous machine is open
If
the
DC
field
circuited the
winding
machine will
in
salient
continue
pole
to produce
torque in the motoring mode or electrical power in the generating mode, though
at a level somewhat lower than that produced by operation utilizing the field
winding.
the
A torque is produced to maintain a minimum energy system and to keep
rotor
magnetic poles
in
synchronism
with
the
rotating
produced by the multiphase currents in the stator windings.
magnetic
The
field
reluctance
machine is similar in construction to the wound rotor salient pole synchronous

machine, the principle difference being its complete lack of a rotating field
winding.
The
advantage of
this
machine
is
the
lack
of
steady-state
rotor
losses but the disadvantage is the lower available power from the same frame
size when compared to a machine that supplies DC rotor flux.
AC
Induction.
transformer
Induction
action
machines
between
the
produce
rotor
rotor
and
store
winding
windings.
currents
through
Machines
with
separate multi-phase rotor windings brought out to the frame via sliprings and
brushes are referred to as wound rotor machines, while machines with circumferentially symmetric shorted bar rotor conductors are referred to as squirrel
cage
machines.
Squirrel
cage
induction
motors
are
the
work
horses
of
industry, comprising more than 90% of all integer horsepower electrical machines manufactured.
Until the advent of the PM synchronous machine no machine
compared in ruggedness and reliability to the squirrel cage induction machine.
DC Machines.
DC
commutator
machine
can
be
envisioned
as
an
inside-out
(field on
stationary frame with power windings on the rotor) AC synchronous machine in
5-15
which the shaft position
sensor and variable frequency switching network are
combined in the commutation contacts on
the rotor.
The switching action of
the commutator maintains the magnetic field of the rotating power windings or
armature windings stationary in space in magnetic quadrature with the flux of
the
field
windings
and
enables
unidirectional
torque
production.
The
different classifications of the DC commutator machines are derived from the

methods
of
field
flux production or
excited machine has an

winding.
The
shunt
entirely
winding
field coil connection.
separate
machine
power
has
supply
its
field
to
The separately
excite
winding
the
field
connected
in
parallel or in shunt to the armature and to the load (generator operation) or

main
supply
(motor operation).
The
series
winding machine
winding connected in series with the armature and must be

full load current through the field coil.
and series field windings and has
shunt
and
series machines.
has
its
field
capable of passing
The compound machine has both shunt
characteristics that bridge
those
of
The permanent magnet or PM machine requires
the
no
field winding as its field flux is supplied by permanent magnets.
Innovative Machines.
The electrical machines described in the previous two sections

traditional or standard or AC or DC motors and generators.
of
the
PM
synchronous
machine,
these
motors
and
can be
termed
With the exception
generators
have
been
in
production for many years.
Recently,
three
potentially
different
elements.
innovative
groups
as
These machines are:
electrical
machines
candidates
for
the DC
homopolar
have
vehicle
been *advanced by
electric
machine,
the
AC
drivetrain
homopolar
machine, and the outside rotor PM synchronous machine.
The
DC
homopolar machine,
figure
5.2-7,
is
the
simplest
electormechanical
machine possible and was in fact the first electrical machine ever constructed
(Faraday, 1831).
However,
applications
to
collection
due
systems.
it has
advances
DC
field
in
flux
only
recently
liquid
passes
and
been
solid
through
considered
high
current
rotating
in
drive
density,
disk,
figure
5.2-7, or, more usually, a rotating drum and induces a DC electromotive force
(EMF) in a direction normal to both the field flux path and the direction of
5-16
rotation.
disk
or
The collector brushes,

drum
to
solid or
liquid
metal,
a load (generator) or a DC source
couple
(motor).
No
the
active
commutator
action is needed and the machine is capable of operation at very high speeds.
The
generated
EMFs
are
of
very
low
magnitude,
mechanically limiting rotational speeds

flux densities,
Using
this
low
so the machine is
voltage
machine
tens
of
volts,
and magnetic material
even
limiting field
a low voltage, very high current

in
an
electric
drive
advantageous from an insulation and safety standpoint.

operating current level would require large power cables
against conductor overheating and subsequent
failure.
at
system
device.
would
be
However, the very high

(power bus) to guard
The increased IR heat
production associated with the high current operating level also suggests that
forced cooling of the power bus system may be required.
CUNRE
5-17
The AC homopolar machine, figure 5.2-8, is the recent invention of Dr. L. J.

Giacolleto
and is currently under development at the University of Michigan,
under U.S. Army TACOM support.

rotors
under
axial
AC
flux
The machine consists of spinning metallic disk

excitation.
The
AC
field
flux
is
supplied by
stationary circumferential field windings supplied by a lower power AC field

oscillator.
Field flux cut by the spinning disk
faces induce electromotive
forces (EMF) in the radial direction within the disks.

metal
Brush contacts, liquid
or solid, at the outer edge of the disks collect load current with the
other conducting path being the shaft of the machine that supports the disks.
AC
Figure 5.2-8.
AC Homopolar Machine
The machine is unique in that it also contains an internal step-up transformer

so that the machine electrical terminals experience high voltages and moderate
currents
as
opposed
characteristic
to
the
low voltages
of DC homopolar machines.
its high power density and its

frequency
ability as
output whose frequency is
and
very
high
currents
The
advantages of the machine are
5-18
are
a generator to supply a variable
not dictated by the shaft
prime mover.
that
speed of the
recently been developed
A novel PM synchronous AC machine, figure 5.2-9, has
This machine has an inverted
by Unique Mobility, Inc. of Englewood, Colorado.
structure in which radially directed permanent magnets are mounted on a hollow

cylindrical
rotor
coaxial
structure
providing
a magnetic
flux outer
return
path that rotates around the outer surface of an also hollow stator structure,
hence
the
name
rotor."
"outside
The
hollow
stator
structure
has
its
multi-phase axially directed power windings very close to the air gap surface
for enhanced winding heat loss removal and utilizes radially oriented - grain
In addition tot he
magnetic material for enhanced magnetic flux production.

outside rotor structure
that supports the permanent magnet, the rotor has an
inner hollow coaxial magnetic flux return cylindrical

with
the
outside
rotor,
coaxialy
sandwiches
structure
the radially
that,
along
thin stator.
The
totally hollow structure save for the shaft, has a minimum amount of magnetic
material
(iron) and therefore has the potential for very high power per weight
(power density) performance.
The hollow space in the stator may be used to
house a final drive gearbox and thus the machine potentially offers a volume
savings as well.
OtSTR"BUTED
SOUTUCI
UNIQUE
OUTSIDEMOBILITY1
ROTOR
PM SYNCHRONOUS MACHINE
Figure 5.2-9.
Unique Mobility Machine
5-19
ROTON
5.2.3.2
Electric Drivetrain Configurations
For a tracked vehicle, two traction motors are typical but

for as many as six and as few as one.
A single power conditioning unit can be
used with each motor or with each pair of motors but it

configure
electric
drive
systems
there are designs
that
employ
no
is also possible to
power
conditioners,
thus
eliminating the need for very high power semiconductor devices that must pass
the full traction power of the vehicle.
drive
train components
5.2.3.1
is
almost
using
unlimited,
field to a reasonable number.
the
The number of possible combination of
electrical
however,
machines
practical
discussed
in
considerations
section
narrow the
Figures 5.2-10 and 5.2-11 show several possible
"generic" DC (DC traction motor) and AC (AC traction motor) drive concepts.
AC machines have
long been recognized as possessing superior qualities when
compared to similarly rated DC units.

are in general
lower in cost,
efficiency, more
rugged,
and
AC machines, compared to DC machines,
lower in weight, lower in

more
reliable
and
able
inertia, higher in
to operate in harsher
environments.
The emergence of AC variable speed drives, driven by the desire
to capitalize
on these attributes, has been made possible by the development
of high power semiconducting switching devices.
Yet it is these very devices,
the
possible,
power
semiconductors
that
make AC
drives
that have
thus far
limited the economic introduction of AC variable speed vehicle drives.
Rail
traction, large earth moving machine, and the fledgling electric car industry
all remain in the DC camp.
Past hardware demonstrations of military AC drive
vehicles have all been hampered by the inability to obtain semiconductor power
devices
that would
allow the electric
drive
vehicle
performance of the mechanical drive counterpart.

have
dramatically
improved
over
the
last
to
match
or
exceed
th
Semiconductor power devices
year
and
are
now
capable
of
providing the required performance.
All the drive concepts shown in figures 5.2-10 and 5.2-11 assume two traction
motors each, but the drive principles would not be changed if this number were
to be changed.
potential
of
The obvious advantage of at least two traction motors is

regenerative
steering,
using
steering power from one track to another.
5-20
the
electric
bus
to
the
transfer
OC NA
C
Oc DOM I
FINAL
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MOTOR
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PRIME
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as
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PC
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c
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Figure 5.2-10.
Various DC Drive Systems
5-21
FINAL
DRIVE
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AC ORW I
AC
MOTOR
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Qc
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PC
pf ims
lwvm
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AC
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naive
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09111C
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calve
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ac
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01111V
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MOTOR
FINAL
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as
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AC DOM 3
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PC
PIC
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Ac
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Palms
MOVER
PC
F4
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AC HO
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AC SUSSU
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AC
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PUMc
Palms
MOVIIA
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Figure 5.2-11.
Sca
SWITCH
Ual
Ac
MOTOR
Various AC Drive Systems
5-22
FINAL
01111vt
Mill
0PI NA
llft
Not shown
switched
in
figures
5.2-10
and
5.2-11
are brake
resistors
in to provide dynamic braking capability.
that
could
be
These resistors would be
electrically located such that they could be switched in across the electrical
power
buss
that
distributes
the
generator to the traction motors.
traction
electrical
power
from
the
main
Operating the traction motors as generators
enables the vehicle kinetic energy to be absorbed either with the prime mover
operated in the braking mode with the main generator operated as a motor, or
with the braking resistors across
the electric power bus, or in both, again
all under electronic control.
DC Drive 1 is
control
motors
of
the most basic drive system.
the generator
and
the
No PCU is required, only field
traction
motors.
Series
field
traction
can be used but require large contactors to reverse the field current
on the inboard track motor for steering control.
DC Drive 2 is similar to Drive 1 except that a rectified DC generator is used

to feed the DC power bus.
a
conceptual
Development
design
Center
on
U.S. Army MERADCOM recently (fall, 1982) completed
study
such
for
a
David
drive
for
Taylor,
use
in
Naval
a
Ship
Marine
Research
Corps
and
amphibious
tracked vehicle.
DC Drive 3 differs
power.
from Drive
2 in the bussing
of
the
traction electrical
Here an AC bus is used to distribute the output of the DC generator to
separate controlled rectifiers which in turn feed the DC traction motors.
DC Drive 4 is a unique drive concept presently under study at the David Taylor
Naval Ship Research and Development Center
The
use
of
homopolar
machines
is
for
spin-off
use
from
in amphibious
the
vehicles.
superconducting
DC
homopolar machine work done at David Taylor for use in ship propulsion.
AC Drive 1 and Drive 2 (figure 5.2-11) differ in the bussing of the electric
traction power from the AC generator to the AC traction motors.
AC Drive
uses a single controlled rectifier to feed a DC bus while AC Drive 2 employs

an AC bus feeding individual rectifier/inverter sets.
5-23
GDLS has considerable experience

particular AC drive concepts.
(FCCVS,
MPWS,
MPT-FT,
and EVTB)
in
these two
The power inverter units used in AC Drive 1 and
AC Drive 2 are the chopper/inverter and the converter/inverter.
The
chopper/inverter
capacitor
filter,
configuration
transistor
filter, and thyristor
frequency
current
chopper,
inverter.
impedance voltage source
(figure
The
free
consists
wheeling
input capacitor
for the transistor
component
5.2-12)
chopper
present in the DC
link.
of
an
input
rectifier,
inductor
filter serves
as a low
and suppresses
the high
The
chopper
serves to
modulate the incoming voltage level as a function of command-constrained power

demand.
The free wheel rectifier,
with the help of the inductor,
continuous motor current in the chopper-off periods.

is
line commutated type,
EMF of the motor(s).
whereby the thyristors
The
maintains a
thyristor inverter
are turned off by the back
At speed conditions below 10% rated, when the back EMF
is too low to affect thyristor turn-off, a low frequency modulation (blanking)

is
imposed to provide forced commutation.
The chopper/invertor
type PCI
fed from a DC bus as in AC Drive 1.
P.
FROM
RECTIFIER
ASSEMBLY
AC
MOTOR
FILTER
CAPACITOR
CHOPPER
TRANSISTOR
Figure 5.2-12.
WHEELNG
RECTIFIER
IlVEUTER
THYATIUR
Chopper/Inverter Type PCU
5-24
is
as
groups
different
three
for
the DC
homopolar
been
have
drivetrain
the AC
machine,
by
advanced
electric
vehicle
candidates
are:
These machines
elements.
machines
electrical
innovative
Recently, potentially
homopolar
machine, and the outside rotor PM synchronous machine.
of
consists
commutated
and
followed
by
basically
is
phase
the
PCU,
and
filter
The inverter output is
inverter.
of
regulation
operation is bi-lateral,
current
the
it to
enabling
It
converter/inverter.
a
forced
sequentially
applied to the
AC motor.
The
rectifier.
It performs
two
delay
rectification of the input AC
primary functions:
output)
type
Drive
AC
converter
section
converter
an
shows
5.2-13
Figure
source
the
to
(main alternator AC
receive and channel
converter
The
inverter.
the
reverse or
regenerative power from the load (motor) to the input AC source (alternator).
30
AC
zA
LINE
INVERTER
CONVERTER
Each
of
serve
the
two
i.e.,
(motor)
PCU candidates
(chopper/ inverter and converter/ inverter)
in
AC
motor
the consideration
capable
to the
comparison
Converter/Inverter Type PCU
well
equally
assessment is
Figure 5.2-13.
of
allowing
source
of physical
control
applications.
Included
in
can
this
that both PCU types can operate bi-laterally,
regenerative
(alternator).
and other
power
feed-through
The selection basis is
miscellaneous
5-25
from
the
load
thus left to the
characteristics.
Weight
and
volume
tradeoffs
between
the
two
systems
must
be
made
for
each
vehicle
configuration studied.
AC Drive 3 is similar to AC Drive 2 in that it uses an AC bus to transport the

electrical
traction power, but in place
of the individual rectifier/inverter
sets, line commutated cycloconverters are used.

the
AC
generator
in
Drive
must
be
Also, the output frequency of
high
enough
to
enable
cycloconverter operation, at least three times the traction motor

frequency.
number
of
Disadvantages of cycloconverter drives

power
semiconductor
devices
per
PCU
efficient
in current
are the need for a large
and
the
poor
power
factor
presented to the AC generator.
AC Drive 4 is the AC homopolar vehicle electric drive

study at the University of Michigan.
it is
PCUs.
the only AC drive

The
frequency
system presently under
The unique feature of the drive is that
system which does not
employ
traction power
of the electrical power generated by the AC homopolar
generators is the frequency of the generator's field excitation and

function
of
the
level
prime
mover/generator
shaft
speed.
Speed
is not a
control
of
the
traction motors can be obtained without the use of power semiconductor devices
that must
pass
the
full
power
level of the traction motors.
AC homopolar
machines could be used as traction motors as well as generators, but the use
of standard AC traction motors such as squirrel cage machines, eliminates the
need for another
collection
set of field control oscillators
support
systems
of
homopolar
and restricts
machines
to
one
the current
location
in
the
vehicle.
AC Drive 5 is a system that employs the innovative high power density outside
rotor PM synchronous motors of Unique Mobility, Inc.
Two high frequency,
shaft connected AC generators
through two semiconductor controlled rectifier

PM
machines
are
of
high phase
order,
drive two
traction motors
(SCR) switching networks.
typically eight
multiwire connections between the switching networks

shown in the drive diagram.
of Englewood, Colorado.
phase,
and
The
thus the
and the traction motors
The SCR switching network shown can be augmented
with a mechanical or electronic
stator pole changing switching network that
would provide for multiple speed/torque ranges and may eliminate the need for
5-26
mechanical gear shifting in the final drive.

to be confused with the PCUs of the more
simply
directs
The SCR switching network is not
standard AC drives.
the stator current to the correct windings
in sync with the
rotor position, it does not control the traction motor power.

of
the
traction
generators.
motors
is
As in the DC
accomplished
through
field
This network
Power control
control
and AC homopolar drive concepts,
of
the
AC
this system also
passes the regenerative steering power exchange between the two tracks through
all four electrical machines and the prime mover shaft.
5.2.3.3
Electronic Control
The Electronic Control Unit (ECU) is the primary unit for automatic control of
the propulsion system and future electric power weapons systems.
responsible
for controlling the system electrical parameters
in
The ECU is
response
operator command signals within the limitations of the system components.
to
In
addition, the ECU is responsible for detecting fault modes that may occur and
initiating
proper
protective
sequences.
The
ECU
also
provides
status
is shown in figure
5.2-14.
information for display to the operator.
basic
This
propulsion
system can be
launchers,
laser
system control block diagram

expanded to
weapons,
and
handle
advanced weaponry,
electromagnetic
such
(EM) weapons.
as,
missile
Inherent
in
figure 5.2-14 is the Built in Test Equipment (BITE) capability for the system.
The general propulsion feedback control system of figure 5.2-14 was used as a
basis
for
the
study.
The
number
of motors
and
PCUs
can be
decreased
or
increased depending on the configuration.
The ECU will be a microcomputer consisting of a microprocessor, memory, clock,

and input/output (I/O) elements.
be
accomplished
circuitry.
displays,
more
readily
Changes and growth of the control system can

with
microcomputer
than
with
dedicated
The microcomputer will communicate with the operator controls and

and
the power
system
via
a MIL-STD-1553
control system is shown in figure 5.2-15.
5-27
Bus.
The
microcomputer
POWER
NTROL
UNIT
(PCU - R)
MOTORGEAR BOX
RIGHT
(MIG- R)
ALTERNATOR
ENGINE
POWER
CONTROL
UNIT
(PCU- L)
ELECTRONIC
CONTROL
UNIT
(ECU)
OPERATOR
COMMANDS
OPERATOR
DISPLAYS
Figure 5.2-14.
Electronic Control Concept for
Electric Propulsion System
5-28
MOTOR GEAR BOX

LEFT
(MIG - L)
ALTERNATOR
MICROCOMPUTER
MICROPROCESSOR
MEMORY
(ROMIRAM)
CLOCK.......
1553
ENIN
[ MOTOR/GEARR
CU R
BUS
CONTROLLER
ADAP TER UNIT
ADPTER UNIT
1553 BUS
ADAPTER UNIT
ADAPTER UNIT
OPERATOR
CONTROLS
OPERATOR
DISPLAYS
MOTOPJGEAR 7L
Figure 5.2-15.
Microcomputer Control System
5-29
5.2.3.4
The
Brake Systems
brake
system must
satisfy
requirements
the performance
of
the
vehicle
specification and provide the braking function by two separate mechanisms for
redundancy during emergencies.
19.5 and 40.0
ton electric
combination of mechanical
The mechanical
the
The brake
system concepts envisioned for the
drive concepts
and electric
provide
the brake
output
shafts
braking under microprocessor control.
brakes are hydraulically actuated wet disc
transmission
function by
adjacent
to
the
final
brakes
drive.
located on
The
electric
braking is accomplished by coupling energy from the traction motors (acting in

generator mode) back to the engine and to a resistance grid.
The brake system
weight and volume estimates used in the concept generation task are 110 pounds
and 0.40 cubic feet for 19.5 ton concepts and 220 pounds and 0.80 cubic feet
for 40 ton concepts.
The brake system is
defined in greater detail
for the
best three concepts in section 5.4.12.
5.2.3.5
The
Cooling System
cooling system must provide adequate cooling for continuous operation at
tractive
effort
Typically,
the
equal
engine
to
and
0.7
GVW
transmission
combat vehicles to minimize volume.

concepts,
made.
the
weight,
and
and
volume
120OF
cooling
ambient
systems
air
are
temperature.
integrated
in
However, for the candidate electric drive
estimates
for
transmission
cooling
only
were
This was done to highlight the cooling requirement differences between

electric
transmission
and
mechanical
cooling
drivetrains
requirements
for
the
average heat rejection of each concept.

from
the
are
oil
cooled,
the
detailed
analysis.
The
drive were based on the
Average heat rejection was determined
5 to 45 miles per hour.
totally
the
electric
average transmission efficiency over
speed range of
which
for
For
data
of
a vehicle constant horsepower

those
figure
electric
5.2-16
drive
were
concepts
based
on
estimates made for two reference transmission cooling systems, one for a 19.5
ton vehicle with heat rejection rate of 4200 btu per minute and one for a 40
ton vehicle with heat rejection rate of 8200 btu per minute.
cooling
systems
provide
cooling
for
5-30
the
generator,
power
The
reference
conditioning
equipment,
traction
motors,
and
high
speed gearboxes.
Included
in
figure
5.2-16 are estimates for pumps, motors, valves, plumbing, oil reservoir, heat
exchangers,
and cooling fluid.
air cooling
system, notibly concepts using air cooled traction motors.
weight and volume
Some concepts require a combination oil and
estimates for
the data of figure 5.2-16.
these concepts were
The
determined by modifying
The integrated cooling system for transmission and
engine of the best three concepts is discussed in section 5.4.9.
5.2.3.6
Gear Systems
Mechanical
gear
systems
are
concepts at two locations:
required
for
most
candidate
electric
drive
(1) a speed increaser gear set is required between
the engine output and the generator input (called a transfer case) and (2) a
single
speed
or
two
speed gearbox
output and the final drive input.

require
gearboxes
concepts
drive
for
the
Configuration
gearboxes.
candidate
between
Gearbox
electric
drive
IV
is
required between
the
traction
motor
Also, concepts for Configuration II and III
steer
motor
and
the
steer
cross
shaft
(dual path) require right angle and/or
weight
and
concepts
volume
are
estimates
based
on
used
in
information
cross
developing
from
manufacturers or, where not available from GDLS gearbox analysis.
and
gearbox
The
final
drives, which in most cases have a 4:1 ratio, are not included as part of the
electric transmission concepts.
This is because
not considered to be part of a transmission.

subsystem
of
the
vehicle
propulsion
the final drive is properly
However, as the final drive is a
system,
it
will
be
included
in
the
analysis of the best three candidate systems (section 5.4).
5.2.4
Concept Descriptions.
A total of 38 concepts were generated utilizing electric drive components from

Garrett
Corporation,
Westinghouse,
ACEC,
Unique
Mobility,
University
vehicles.
Concepts
of
Michigan,
and
Jarret
developed
for
each
category.
The physical characteristics of each concept are presented in table
of
for
the
the
19.5
four
and
40.0
specified
B-1 through table B-38 of Appendix B.
ton
configurations
in
each
were
weight
The total weight and volume of each
candidate concept is presented along with average transmission efficiency for

the vehicle speed range of 5 to 45 miles per hour.
Final drive weight and
volume estimates are not included in the transmission characteristics tables.
5-31
ELECTRIC TRANSMISSION
OIL COOLING SYSTEM
8
H
Weight
Volume
3
0
100
300
200
Weight - Lb.
3
2
Volume
Figure 5.2-16.
400
500
Ft. 3
Electric Transmission Oil Cooling System Estimates
5-32
Three view drawings of selected transmissions concepts installed in the 19.5

ton vehicle and in the 40 ton vehicle are also presented in Appendix B.
layout drawings
show space claims
These
for the transmission concepts, the engine,
air induction system, cooling system, and final drives.
The Cummins VTA 903T
engine is used in the 19.5 ton vehicle layout drawing and the AD1000 engine is
shown in the 40 ton vehicle layouts.
The VTA 903T and the AD1000 engine con-
figurations shown in the layouts use a shallow oil pan.

advantageous
to
the
19.5
ton vehicle
available packaging height is limited.

engine
was
reconfigured
for
some
front
engine
This is particularly
installation
where
the
Also the after cooler on the VTA 903T
installations
to
allow
more
forward
location of the engine.
Effort has been made to package the power pack in a
volume efficient manner
and
allow
sufficient
access
space
for maintenance.
However, the power pack layouts are not considered to be optimum at this stage.
5.2.4.1
19.5 Ton Configuration I.
Concept
I-I consists
of a Garrett rare earth cobalt PM synchronous motor and
two speed reduction gearbox, at each drive sprocket.
The Garrett rare earth
cobalt PM synchronous generator supplies three phase power, conditioned by two

DC
link
rectifier/inverter
gearboxes,
and
PCUs
are
PCUs
all
(one
oil
per
motor).
cooled.
The
The
generator,
concept
has
high
motors,
volume
attributed to the PCU which occupy 2.7 cubic feet each.
Concept
1-2 consists of a Westinghouse induction motor cluster, comprised of
(4) three phase induction motors mounted around a two speed reduction gearbox
at
each
drive
sprocket.
The
Westinghouse
wound
motor
brushless
generator
supplies three phase power, conditioned by two DC link rectifier/inverter PCUs

(one per motor
oil cooled.
cluster).
The gneerator, motors, gearboxes, and PCUs are all
The concept has high volume and low efficiency attributed to the
PCUs and traction motors.
Concept 1-3 consists of a Westinghouse PM motor cluster, comprised of four PM

synchronous DC motors mounted around a two
drive
sprocket.
The Westinghouse
wound
speed reduction gearbox, at each
rotor
brushless
generator
supplies
three phase power, rectified by two DC link PCUs (one per motor cluster).
The
generator, motors
has
gearboxes, and PCUs are
all oil cooled.
high volume and low efficiency attributed to the PCUs.
5-33
The
concept
Concept 1-4 consists of an ACEC separately excited DC traction motor and two
speed
reduction
gearbox,
at
each
generator
with built-in brushless
power
the
to
drive
sprocket.
exciter
and
The
power
traction motors without any external
ACEC
three phase
rectifier
PCUs.
supplies
The generator
AC
DC
and
motors are all air cooled.
The concept has virtually no technical risk due to
the
which
generator
and motors,
are designed from production models.
High
volume and weight are attributed to the generator and traction motors.
Concept 1-5 consists of an ACEC, separately excited DC traction motor, and two
speed reduction gearbox, at each drive sprocket.
Excitation of the motors is
controlled by the ECU.
The Garrett rare earth cobalt PM generator supplies
three phase power which
is rectified
to DC.
The
generator,
rectifier,
gearboxes are oil cooled and the traction motors are air cooled.
and
The concept
has low volume and high efficiency due to the generator, rectifier combination
used
Concept 1-6 consists of two Garrett
rare earth cobalt PM traction motors
(a
high torque and a high speed motor) that are combined by a planetary gearbox
at each drive sprocket.
speed gearbox.
power,
A Garrett rare earth cobalt PM generator supplies three phase
conditioned
gearboxes,
The motor combination eliminates the- need for a two
and
by
PCUs
six
are
control
all
oil
converters.
cooled.
The
The
generator,
concept has
motors,
high weight and
volume due to the two traction motors at each drive sprocket.
Concept
I-7
consists
of
Westinghouse
separately
excited
DC
homopolar
traction motor and single speed reduction gearbox, at each drive sprocket.
Westinghouse
separately
directly
the
to
generator
is
generators,
achieved due
traction
supplied
motors,
to
excited
no
motors.
by
and
homopolar
generator
Excitation
separate
gearboxes
required
weight and technical
DC
are
power
engine
all oil
conditioning
of
driven
cooled.
the
supplies
for
PM
the
DC
power
motors
and
generator.
High
The
efficiency
generated DC power.
is
High
risk are attributed to the generator and motors, which
are at an early developmental stage.
Concept 1-8
consists
which supply AC power
of two University of
Michigan
AC
homopolar
generators
directly to two Westinghouse induction motor clusters,
comprised of four induction motors
mounted around a two speed gearbox.

5-34
The
generator, motors,
and gearboxes
weight
to
attributed
the
are all oil cooled.
generators
and
traction
The
concept
motor
has
high
clusters.
High
technical risk and low reliability are attributed to the homopolar generator,
which utilizes a liquid metal current collection system.
Concept 1-9 consists of a Unique Mobility neodymium PM self-synchronous motor

and single speed reduction gearbox, at each drive sprocket.
generator
with
supplies three phase power, conditioned
an
inverter
controllers,
cooled.
and
motor
controller.
gearboxes
are
oil
The
by a
rectifier
generator,
cooled.
The
The Garrett PM
in
series
rectifier,
motor
traction
motors
are
air
The concept has low volume and weight attributed to the generator and
traction motors.
High efficiency is achieved through the traction motors that
have an efficiency rating of 96 percent.
However, there is a high technical
risk due to the early developmental state of the self-synchronous motors.
Concept 1-10 consists of a Garrett rare earth cobalt PM traction motor and two
speed
reduction
gearbox, at
cobalt PM generator
converters.
each
drive
sprocket.
The
Garrett
rare
earth
supplies three phase power, conditioned by three control
The concept
is a revision of concept
the replacement of the large,
heavy PCUs.
The
I-1, the difference
being
results of the change are a
reduction in volume and slight increase of efficiency.
5.2.4.2
19.5 Ton Configuration IA.
Concept IA-I consists of a Garrett rare earth PM traction motor and two speed
reduction gearbox, mounted inside each of four vehicle drive sprockets.
The
Garrett rare earth cobalt PM generator supplies three phase power, conditioned
by
four
motors,
DC
link
reduction
gearbox mounting
rectifier/inverter
gearboxes,
results
and
in a
PCUs
PCUs
(one per
are
all
oil
motor).
The
generator,
cooled.
The
motor
substantial decrease of in-hull volume.
and
The
concept has high weight due to the traction motors and PCUs.
Concept 1A-2 consists of a Jarret variable reluctance traction motor directly

driving each
of
four
drive
sprockets.
The
Garrett
rare
earth
cobalt
PM
generator supplies three phase power, conditioned by four controllers (one per
5-35
motor).
is
The traction motors and controllers are air cooled and the generator
oil
cooled.
The
concept
has
high volume
and
weight
attributed to
the
traction motors.
Concept IA-3 consists of a Jarret variable reluctance motor and

reduction gearbox
cobalt
PM
at
generator
controllers
(one per
each of
four drive
supplies
motor).
three
The
sprockets.
phase
The
power,
traction motors,
final drive
Garrett rare earth
conditioned
by
four
and controllers are air
cooled and the generator and gearboxes are oil cooled.
The
concept has good
efficiency attributed to the traction motors and the motor controllers.
5.2.4.3
19.5 Ton Configuration II
Concept II-1 consists of a Garrett rare earth cobalt PM traction motor and two
speed
reduction
gearbox,
driving
the
Garrett PM steer motor and single
propulsion
three phase power
shaft.
similar
speed reduction gearbox control the steer
cross shaft to provide vehicle steering.

supplies
cross
The Garrett rare cobalt PM generator
conditioned by DC link rectifier/inverter PCUs to
the propulsion and the steer motors.
The generator, traction and steer motor,
reduction gearboxes, and PCUs are all oil cooled.
Concept
11-2
consists
synchronous DC
of
a Westinghouse
reduction
steering.
comprised
traction motors mounted around a two speed
that drives the propulsion cross shaft.

speed
PM cluster,
The
gearbox
control
Westinghouse
the
wound
of
four
reduction gearbox
A Garrett PM steer motor and

steer
rotor
cross
shaft
brushless
PM
to
provide
generator
single
vehicle
supplies
three
phase power, conditioned by DC link rectifier/inverter PCUs, to the propulsion

and steer motors.
PCUs
are
all
oil
The generator,
cooled.
The
traction motors,
concept
has
low
reduction
gearboxes,
efficiency due
to PCU
and
and
traction motor efficiencies.
speed reduction gearbox driving the propulsion shaft.
is
controlled
gearbox
by
control
the
the
ECU.
steer
Garrett
cross
shaft
5-36
PM
to
Excitation of the motor
steer motor
provide
and
vehicle
single
reduction
steering.
The
Garrett rare earth cobalt PM generator

rectified to DC.
The generator,
supplies three phase
power
which
steer motor, reduction gearboxes,
are oil cooled and the propulsion motor is air cooled.
is
and PCUs
The concept has high
weight attributed to the DC traction motor.
Concept
11-4
traction
shaft.
the
consists
motor
and
of
single
Westinghouse
speed
A Garrett PM steer motor
steer
cross
shaft
to
separately
reduction
gearbox
and single
provide
excited
driving
DC
the
homopolar
propulsion
speed reduction gearbox control
vehicle
steering.
Excitation
for
the
homopolar generator and motors
is provided by an engine driven PM generator
which
the
also
supplies
generators,
cooled.
power
traction
to
motors,
steer motor
reduction
through
gearboxes,
a DC
and
PCUs
link PCU.
are
The
all
oil
The concept has very high efficiency but also has high weight due to
the propulsion motor.
Concept 11-5 consists of a Westinghouse induction motor cluster, comprised of

four induction motors mounted around a two speed reduction gearbox that drives
the
propulsion
cross
shaft.
Garrett
reduction gearbox control the steer cross
PM
steer
motor
and
single
shaft to provide vehicle
speed
steering.
The University of Michigan homopolar generator supplies three phase power to

the induction motor cluster and to the steer motor.
The generator,
reduction
The
gearboxes,
and
PCU
are
all
oil
cooled.
concept
motors,
has
high
technical risk due to the homopolar generator.
Concept
11-6
consists
of a Unique Mobility neodymium PM traction motor
single speed reduction gearbox that drives the propulsion cross shaft.
and
A PM
steer motor and single speed* reduction gearbox control the steer cross shaft
to
provide
supplies
vehicle
three
steering.
phase
motor controllers.
power,
The
Garrett
conditioned
by
rare
earth
a rectifier
cobalt
PM
generator
in series with the
The generator, reduction gear boxes, rectifier, and motor
controllers are oil cooled, and the propulsion motor cluster and steer motor
are air cooled.
The concept has high
efficiency and low weight due to the
propulsion motor.
5-37
5.2.4.4
19.5 Ton Configuration III
Concept III-1 consists of a Garret rare earth cobalt PM traction motor and two
a single
A Garrett PM steer motor and
speed reduction gearbox drive the steer cross
shaft.
rare earth cobalt PM generator supplies three phase power

and steer motors.
The generator, motors,
The
Garrett
to the propulsion
reduction gearboxes,
and PCUs
are
all oil cooled.
Concept 111-2 consists of an ACEC separately excited DC traction motor and a

is
controlled by
the ECU.
reduction
gearbox
generator
supplies
propulsion motors
drive
Garrett PM
the steer
three
and
phase
for
the
shaft.
steer
power,
DC
are
air cooled.
is
inverter
generator, steer motor, reduction gearboxes,

propulsion motors
motor
The Garrett
which
link
Excitation of the motor

and
single
speed
rare earth cobalt PM
rectified
for
the
to
DC
steer
and PCU are oil
for
the
motor.
The
cooled and the
The concept has high efficiency and low
volume, due to the generator and rectifier combination.
Concept
111-3
consists
of
a Unique
Mobility neodymium PM
self-synchronous
traction motor and a single speed reduction gearbox, at each drive
sprocket.
A PM steer motor and a single speed reduction gearbox drive the steer shaft.
The
Garrett
conditioned
rare
by
earth
cobalt
rectifier
in
PM
generator
series
with
supplies
two
motor
three
phase
controllers
power,
(one per
motor) for the propulsion motors and one controller for the steer motor.
generator,
reduction
gearboxes,
rectifier,
and PCUs
propulsion motors ahd steer motor are air cooled.

and
weight
and
high
efficiency
attributed
to
The
are oil cooled and the
The concept has low volume

the
propulsion
motors
and
generator.
5.2.4.5
19.5 Ton Configuration IV
Concept IV-l consists of a Garrett rare earth cobalt PM traction motor and two
speed gearbox, at each drive sprocket.
from the engine and traction motors
A combining planetary sums the power
at the sprocket.
5-38
A Garrett rare
earth
cobalt PM generator
rectifier/inverter
supplies three phase power, conditioned by

PCUs
(one
per
motor).
The
generator,
two DC
link
traction motors,
Concept IV-2 consists of a Unique Mobility neodymium PM self-synchronous motor

A combining planetary gear
the engine and traction motors at the drive
set sums
sprocket.
the power
from
A Garrett rare earth
cobalt PM generator supplies three phase power, conditioned by a rectifier in

series with two inverter motor controllers
(one per motor).
reduction gearboxes, rectifier, and motor controllers

traction motors
are air cooled.
The
concept has
The generator,
are oil cooled and the
low volume and weight and
high efficiency due to the traction motors and generator.
Concept IV-3 consists of an ACEC separately excited DC traction motor and two
speed gearbox at each drive sprocket.
by the ECU.
Excitation of the motors
is controlled
A combining planetary gear set sums the power from the engine and
traction motors
at
the drive
sprockets.
Garrett
rare
earth
cobalt
PM
generator supplies three phase power which is rectified to DC for the traction
motors.
the
The generator, reduction gearboxes, and rectifier are oil cooled and
traction motors
are
air
cooled.
The
concept
has
low
volume
and high
efficiency attributed to the generator and rectifier combination.
Concept
111-3
consists
of
a Unique
Mobility
neodymium PM
self-synchronous
traction motor and a single speed reduction gearbox, at each drive
sprocket.
A PM steer motor and a single speed reduction gearbox drive the steer shaft.
The
Garrett
conditioned
rare
by
earth
cobalt
rectifier
in
PM
generator
series
with
supplies
two motor
three
phase
controllers
power,
(one per
motor) for the propulsion motors and one controller for the steer motor.
generator,
reduction
gearboxes,
rectifier,
and PCUs are oil cooled
The
and the
propulsion motors and steer motor are air cooled.
and
the
weight
and
high
efficiency
attributed
to
propulsion
motors
and
generator.
5.2.4.5
19.5 Ton Configuration IV
Concept IV-I consists of a Garrett rare earth cobalt PM traction motor and two
speed gearbox, at each drive sprocket.
5-39
A combining planetary sums the power
from
the engine
cobalt
and traction motors at the sprocket.
PM generator supplies
rectifier/inverter
PCUs
three phase power,
(one
per
motor).
The
conditioned by two
generator,
DC
link
traction motors,
Concept IV-2 consists of a Unique Mobility neodymium PM self-synchronous motor

the engine
A combining planetary gear
and traction motors
at the drive
set sums the power
sprocket.
from
cobalt PM generator supplies three phase power, conditioned by a rectifier in

series with two
inverter motor controllers
(one per motor).
reduction gearboxes, rectifier, and motor controllers

traction motors are air cooled.
The concept has
are oil
The
generator,
cooled and the
low volume and weight and
high efficiency due to the traction motors and generator.
Concept IV-3
two
speed
consists
gearbox
of an ACEC
at

engine
and
each
drive
sprocket.
Excitation
of
the
motors
is
A combining planetary gear set sums the power from the
traction motors
cobalt PM generator
separately excited DC traction motor and a
at
the drive
sprockets.
Garrett
rare
earth
supplies three phase power which is rectified to DC for
the traction motors.
The generator,
reduction gearboxes, and
oil cooled and the traction motors are air cooled.
rectifier
are
and high efficiency attributed to the generator and rectifier combination.
5.2.4.6
40 Ton Configuration I
Concept I-1 consists of a Garrett rare earth cobalt PM synchronous motor and
two
speed
reduction
gearbox at each drive sprocket.
The
Garret rare earth
cobalt PM synchronous generator supplies three phase power, conditioned by two

DC
link
gearboxes,
rectifier/inverter
and
PCUs
are
PCUs
all
(one
oil
per
cooled.
motor).
The
The
concept
generator,
has
motors,
high
weight
attributed to the PCUs and traction motors.
The Garrett
Excitation of the motors is
rare earth cobalt
5-40
PM generator
supplies
three phase power which is
rectified to DC.
The
generator,
rectifier,
gearboxes are oil cooled and the traction motors are air cooled.
has
high
efficiency
due
to
the generator,
rectifier
and
The concept
combination
used,
but
also, has high weight attributed to the traction motors.
Concept 1-3 consists of a Garrett rare earth cobalt PM traction motor and two
speed
reduction
gearbox,
at
each
drive
sprocket.
The
Garrett
rare
earth
cobalt PM generator supplies three phase power, conditioned by three control

converters.
The
concept is a revision of concept I-1, the difference being
the replacement of the large, heavy PCUs.
The
results of the
change are a
reduction in volume and slight increase of efficiency.
Concept
1-4
consists
of
Westinghouse
separately
excited
DC
homopolar
traction motor and single speed reduction gearbox, at each drive sprocket.
Westinghouse
separately
excited
DC
directly to the traction motors.
homopolar
generator
Excitation of the motors
provided by a separate engine driven AC generator.

and
gearboxes
are
all
oil
cooled.
High
are
attributed
generator
and
DC
power
and generator is
The generators,
efficiency
conditioning of the generated DC power is required.

risk
supplies
motors,
is achieved because
no
High weight and technical
to
the
motors,
which
are
of
two University of Michigan AC homopolar generators
at
an
early
developmental stage.
Concept
which
1-5
consists
supply
AC
power
directly
to
a Westinghouse
induction motor
cluster,
comprised of four induction motors mounted around a two speed gearbox at each
drive sprocket.
concept
has
clusters.
The generator, motors, and gearboxes are all oil cooled.
high
weight
attributed
to
the
generators
and
traction
The
motor
High technical risk is attributed to the homopolar generator, which
utilizes a liquid metal current collection system.
Concept 1-6 consists of a Unique Mobility neodymium PM self-synchronous motor

and single
generator

supplies three phase power,
with two motor controllers.

gearboxes are oil cooled.
conditioned
by
The Garrett PM
rectifier
in
series
The generator, rectifier, motor controllers, and

The traction motors
5-41
are air cooled.
The
concept
has
low volume and weight attributed to the generator
High
efficiency
is
achieved
through
efficiency rating of 96 percent.
the
traction
and
traction motors.
motors
that
have
an
However, there is a high technical risk due
to the early developmental state of the self-synchronous motors.
5.2.4.7
40 Ton Configuration II
Concept
II-1
consists
traction motor
shaft.
and
of
single
Westinghouse
speed
separately
reduction
gearbox
excited
driving
DC
the
homopolar
propulsion
A PM steer motor and single speed reduction gearbox control the steer
cross
shaft
to
provide
vehicle
steering.
Excitation
for
the
homopolar
generator and motors is provided by an engine driven AC generator which also

provides
power
to
the
PM steer
motor
through
DC
link
controller.
The
generator, traction motors, reduction gearboxes, and PCUs are all oil cooled.
The concept has very high
efficiency
but
also
has
high weight
due
to
the
propulsion motor.
Concept 11-2 consists of a Westinghouse induction motor cluster, comprised of

four
induction
motors mounted
around a
two
speed
reduction gearbox.
steer motor and single speed reduction gearbox control the

to
provide
vehicle
steering.
The
University
of
steer cross shaft
Michigan
AC
generator supplies three phase power to the induction motor cluster

DC link rectifier/inverter PCU for the steer motor.
reduction gearboxes,
and
PCU
are
all
oil
cooled.
A PM
homopolar
and to a
The generator, motors,

The
concept has
a high
technical risk due to the homopolar generator.
Concept
11-3
synchronous AC
consists
of
a Westinghouse
traction motors
PM
cluster,
comprised
of
to provide
generator
vehicle
supplies
rectifier/inverter PCUs,
traction
motors,
steering.
three
to
reduction
PM
mounted around a two speed reduction gearbox.
A PM steer motor and single speed reduction gearbox control the

shaft
four
The
phase
Westinghouse
power,
wound rotor brushless
conditioned
by
the propulsion and steer motors.

gearboxes,
and
PCUs
are
all
concept has low efficiency and high volume due to the PCUs.
5-42
steer cross
oil
DC
link
The generator,
cooled.
The
Concept 11-4 consists of a Unique Mobility neodymium PM traction motor cluster

A PM steer motor with
(three motors) and a single speed reduction gearbox.

single
speed
reduction gearbox
vehicle steering.
drives
the steer cross shaft thus providing
The Garrett rare earth cobalt PM generator
supplies three
phase power, conditioned by a rectifier in series with the motor controllers.

The generator, reduction gearboxes,
rectifier, and PCUs
are oil
the propulsion motor cluster and steer motor are air cooled.
cooled, and
The concept has
high efficiency and low weight due to the propulsion motor cluster.
5.2.4.8
40 Ton Configuration III
Concept III-1 consists of a Garrett
rare earth cobalt PM traction motor and
A Garret PM steer motor

The Garrett rare
and a single speed reduction gearbox drive the steer shaft.

earth cobalt PM generator
supplies three phase power, conditioned by DC link
rectifier/inverter PCUs, to the propulsion and steer motors.
The generator,
The concept has low
motors, reduction gearboxes, and PCUs are all oil cooled.

efficiency attributed to the traction motors.
5.2.4.9
40 Ton Configuration IV
Concept IV-1 consists of a Garrett rare earth cobalt PM traction motor and two
speed gearbox, at each drive
sprocket.
A Combining planetary gear set sums
the power from the engine and traction motors at the sprocket.
earth cobalt PM generator
PCUs
to
the propulsion
gearboxes,
A Garrett rare
supplies three phase power, conditioned by DC link
motors.
The
generator,
and PCUs are all oil cooled.
traction
motors,
reduction
The concept has good efficiency and
low volume due to the generator and traction motors.
Concept IV-2 consists of a Unique Mobility neodynium PM self-synchronous motor

cluster
sums
(two motors)
A combine
planetary
gear
the power from the engine and traction motors at the drive sprocket.
set
A
Garret rare earth cobalt generator supplies three phase power, conditioned by
a
rectifier
generator,
in
series
with
four
reduction, gearboxes,
motor
controllers
rectifier,
5-43
and
motor
(one per
motor).
controllers
are
The
oil
cooled and the traction motors are air cooled.
The concept has low volume and
weight and high efficiency due to the traction motors.
5.3
CONCEPT SCREENING/METHODOLOGY AND BEST THREE CONCEPTS
In this
section, the electric drivetrain concept screening methodology which
lead to the selection of the best three candidates is discussed.
The factors
and utility functions which comprise the screening methodology are explained.
The
results
of
the
evaluation,
the
concept
scores,
and
the
best
three
candidates are presented in sections 5.3.4 and 5.3.5.
5.3.1
For
Screening Methodology and Scoring Rationale
screening
the
electric
drivetrain
concepts,
GDLS
developed
scoring
system which numerically rated each concept, with the best concepts receiving
the highest scores.
factors
safety.
of
The scoring incorporates the contract specified screening
performance,
volume,
technical
risk,
weight,
reliability,
Weight factors were assigned to each screening factor
and
according to
contract priority ranking and the consensus of the GDLS team members.
Utility
functions were developed for each screening factor with utility ranging from a
low merit of 0 to a high merit of 10.
Therefore concept
scoring
is computed as follows.
Concept subscores in each
screening factor category were obtained from the product of the utility score
and the category weight
factor.
The
concept total
subscores from each of the six categories.

100 and maximum utility scores of 10,
points.
electric drive
the sum of its
With the weight factors
totaling
the best total score obtainable is 1000
Since the screening methodology yields
candidate
score is
numerical
score
for
each
concept, the three best concepts are those with the
highest scores.
The
best
three
concepts selected
19.5 and 40.0 ton candidates.

three
concepts
screening
apply
methodology
to
concepts
from all
As required by the contract, two of the best
both
stems
are the highest scoring
the
from
19.5
the
GDLS
5-44
ton
and
team's
40.0
desire
ton
vehicles.
for
The
systematic
evaluation process to screen a large number of concepts
and maintain a high
degree of consistency.
5.3.2
Screening and Weight Factors
The contract specified screening factors used in concept screening, in their

order
of
priority,
are
reliability, and safety.
performance,
volume,
technical
risk,
weight,
These screening factors were assigned weight factors
to be used in the GDLS scoring system which appear in table 5.3-1.
Performance, which relates directly to vehicle mobility and has a major impact
on survivability was assigned a weight factor of 32.
divided
into power
available
at
the
sprocket,
Concept performance was
regenerative efficiency, and
skid-out capability.
TABLE 5.3-1.
SCREENING FACTORS
RANK
1
SCREENING FACTOR
Performance
WEIGHT FACTOR
32
Volume and Space

Utilization
21
Technical Risk
16
Weight
13
Reliability and
Maintainability
10
Safety
8
100 Total
Power available at the sprocket was

determined
to be the most
Power
the
at
efficiencies.
sprocket
Vehicle
given
a weight
factor of
17.
It was
important aspect of performance by the GDLS team.
varies
in
acceleration,
each
concept
maximum
dependent on power at the sprocket.
5-45
depending
on
the
system
speed, and gradability are all
Regenerative efficiency was assigned a weight factor of 9 due

on
vehicle
steer
capability.
Regeneration
is
the
to its
concept's
effects
ability
to
transfer power from the inside track to the outside track while negotiating a
turn.
Regeneration
is
essential
for
the
vehicle
to possess
optimum
steer
capability, which as a goal is the ability to achieve skid. out over its speed
range.
In
addition,
overall
efficiency since all power
fuel
efficiency
is
regenerated reduces
dependent
the power
on
regeneration
required
from
the
engine during steer conditions.
Skid out capability is
a concept's
over the 5 to 45 mph speed range.
ability to achieve
a 0.7g
skid-out
turn
Concepts with high skid-out capability have
the ability to turn at minimum radius over the speed range.
However, skid-out
will seldom be required in a drive cycle which is why regeneration efficiency

was assigned a higher weight factor.
System
volume
and
space utilization
assigned a weight factor of 21.
is
ranked
second
in
priority
and
was
Reduction of the drivetrain installed volume
will result in improved survivability of the vehicle system because of reduced

vehicle
size/lower
flexibility
and
silhouette
modularity
and/or
of
increased
electric
drive
payload.
concepts
The
are
design
evaluated
to
determine impact on space utilization.
Technical
risk, ranked third in priority, was assigned a weight factor of 16.
This was seen as being an important factor since many electric drive concepts
involve new technologies
that are in early developmental stages.
A concept
with high technical risk may encounter unforeseen problems during development
and never meet predetermined design standards.
Weight was given a weigh factor of 13 since it was ranked fourth in priority
and was
not taken to be as
critical a factor as
Most
of
the
concepts
compared
to
affect
the
Furthermore,
electric
the
drive
overall
performance
weight
vehicle
of
could
the
be
have
volume or
weights
which
weight.
However,
the
vehicle
in
factor
capability is desired.
5-46
in
the
are
risk.
minimal
when
system weight
will
acceleration
19.5
technical
ton
and
vehicle
steering.
if
swim
Reliability
and
assigned
weight
maintainability,
factor
of
which
ten.
was
The
ranked
long
life
fifth
of
in
priority,
electric
generators, usually 10,000 hours or more, should be an advantage

drive
over
mechanical
drive,
in
the
area of
reliability.
was
motors
and
of electric
Reliability
and
maintainability was evaluated by examining drivetrain failure and the time to

repair failure.
Ranked last in priority, safety was given a weight factor of 8.

evaluated in terms of crew safety.
Safety was
Some safety concerns were fire hazard and
toxicity of some materials.
5.3.3
Utility Functions
Utility functions were generated for each screening

assess
concept
utility
in
each
of
the
scoring
factor in
categories.
ranged from 0 to 10, with 10 indicating the highest utility.

parameter
scale was
screening
factor.
generally
The
shape
determined
of
each
from
the
utility
used
in the
assessment
of
function
candidate
effort
Utility
to
scores
The range of the
data collected
engineering judgement and experience of the GDLS team.

that were
an
was
based
for
on
each
the
The utility functions
concepts
are
presented
and
discussed in the following paragraphs.
Performance:
Performance is subdivided into three categories:
Power at the Sprocket
Regeneration Efficiency
Skid-out Capability
Power
Available
at
the
Sprocket:
Constant
sprocket was assessed in the following manner.
horsepower
available
at
the
The contract required constant
power at the sprocket to be 365 Hp in the 19.5 ton vehicle and 730 Hp in the
40.0 ton vehicle; therefore, concepts meeting the required power were given a
utility score of 10.
match
the
required
The GDLS team

power
felt
output
to
characteristics.
5-47
that
meet
the
concepts
the
should
desired
closely
performance
POWER AT THE SPROCKET (W.F. - 17)

10
9
9
7
>-
6
_a5
4
3
2
0
2W
270
290
310
330
350
370
390
HORSEPOWER
Figure 5.3-1.
As a result,
Utility Function for Sprocket Power, 19.5 Ton Vehicle
the utility curve drops sharply to zero at 290 Hp for the 19.5
Hp
ton vehicle and 630

utility of horsepower
for
the
40.0
ton vehicle.
Figure
5.3-1
shows
the
available at the sprocket for the 19.5 ton vehicle and
figure 5.3-2 shows the utility of horsepower available for the 40 ton vehicle.
10
9
8
7
&
I-
3
2
2
POWER AT THE SPPOCKET (WF
17)
0
600
625
65
675
700
72
HORSEPOWER
Figure 5.3-2.
Utility Function for Sprocket Power, 40.0 Ton Vehicle
5-48
70
Regenerative Efficiency:
The analysis of regenerative efficiency resulted in
the curve which yields a utility score of 10 for 90% efficiency and rapidly
drops to zero
for 50%
efficiency.
The best concepts possess
regenerative
efficiencies close to 90% which was the basis for the upper end of the curve.
In order to obtain the minimum acceptable steering characteristics,
determined that concepts
regenerative efficiency should be
it was
above 70%.
For
this reason, the curve drops very rapidly below 70% to the minimum score of
zero for 50%.
The utility of regenerative efficiency during steer for
19.5 ton and 40.0 ton vehicles is shown in figure 5.3-3.
STEER EFFICIENCY (W.F.
9)
10
9
9
7
>I--
:3
2
0
0
10
20
-0
40
50
60
70
80
90
EFFICIENCY (M)
Figure 5.3-3.
Utility Function for Regenerative Efficiency
5-49
100
the
Skid-out
Capability:
Skid-out
capability
is
measure
of
ability to achieve a .7g turn over the vehicle speed range.
the
concept's
The ratio of the
concept ability to turn relative to the maximum theoretical 0.7g turn

parameter used to determine
the
.7g turn over
utility is
then
the
10.
turn
skid-out
utility.
For example,
the vehicle speed range
then
is the
if a concept can achieve
the
turn
ratio
is
1.0
However, if the maximum turn a concept can achieve is 0.35g

ratio
is
0.5
and utility
is
zero.
capability is presented in figure 5.3-4
The
utility
for the
curve
SKID-OUT (W.F. =6)

10
9
7
6
-
3
2
0
01
02
0.4
4PEA
Figure 5.3-4.
0.5
0.6
07
0.8
01
PATIO
Utility Function for Skid-Out Capability
5-50
for
19.5 and 40.0 ton
vehicle concepts.
00
and
1.0
Volume and Space Utilization:
System installed volume and space utilization
were assessed for each concept based on the individual transmission concept
volumes and the power pack
layout drawings of Appendix B.
A linear utility
function was developed for each vehicle weight category based on the installed
electric transmission volume with point deductions for various levels of space
utilization.
The
utility-volume
function
concepts yield a maximum utility of 10
for the
ton
electric
for an installed volume
feet and zero utility at 25 cubic feet, while

installed volume of 17
19.5
for
the 40
ton
drive
of 12 cubic
concepts
an
cubic feet yields a utility of 10 and a volume of 30
cubic feet yields zero utility.
The
lowest installed volume
determined from
all concepts in each vehicle weight category was used to establish the maximum
utility points.
and 5.3-6
The utility functions for volume are given by figures 5.3-5
for the 19.5 and 40.0 ton concepts.
Once a utility value for the
installed volume of an individual concept was determined it was adjusted for

space utilization.
These adjustments are the same for both weight categories
and are in the form of deductions to the initial utility determination.
The
space utilization deductions are made as follows:
No deduction for Configurations I Concepts
1 point deduction for Configuration III Concepts due to one mechanical

cross shaft which reduces design flexibility and space utilization.
2 point deduction for
Configuration II and Configuration IV Concepts
due to two mechanical
cross
shafts
(Configuration II)
or
one
cross
shaft and a longitudinal engine connect shaft (Configuration IV) which

further reduces design flexibility and space utilization.
Technical Risk:
Utility scores were individual assigned to concepts depending
on the developmental state of the components utilized.

risk component of each
utility score.
The highest technical
concept was the determining factor in that concept's
Figure 5.3-7 show the utility curve of technical risk for the
19.5 and 40.0 ton vehicles.
The ACEC
DC
modifications
machinery was
given
score
of
ten
since
their
designs
are
of existing production machinery and are low risk. Garrett and
5-51
VOLUMIE (W.F.
2 1)
10
9
8
7
-5
1-
15
510
20j
CUBI1C FEET
Figure 5.3-5.
Utility Function for Volum~e, 19.5 Ton Vehicle
5-52
VOLUME (W.F.
221)
10
9
0
1015
25
20
30
3540
CUBIC FEET
Figure 5.3-6.
Utility Function for Volume, 40.0 Ton Vehicle
5-53
Westinghouse machinery are in the initial stage of development and are medium
risk, so their score is lowered to seven points. The highest risk machinery
in our concepts are the Unique Mobility PM Motor, and the AC and DC homopolar
machinery.
These components are presently concept "paper" designs with some

prototype hardware being built at this time, which makes them a high risk. In
addition to the previously discussed scores, a two pint deduction was taken
from any concept with a two speed gearbox at each drive sprocket. This stems
from the concern of simultaneously shifting two individual gearboxes.
Weight:
Concept weight was scored with a linear function yielding the maximum
score for the lightest and minimum score for the heaviest concepts.
More
specifically,
a high score of ten was given for a weight of 1,200 lbs (19.5
ton) and 2,200 lbs (40.0 ton) and the low score of zero for concepts of 3,000
lbs (19.5 ton) and 4,500 lbs (40.0 ton vehicle). Therefore, the weight curve
represents
straight
forward
comparison of
the
concepts.
These
linear
utility function curves are shown in figures 5.3-8 and 5.3-9 for the 19.5 and
40.0 ton vehicles respectively.
TECHNICAL RISK (W.F.

10
9
AE
16)
GARRETT AND WESTINGHOUSE PM OR

INDUCTION
S5
F4
3
AC AND DC HOMOPOLAR AND

UNIQUE MOBILITY
1
0
LOW
MEDIUM
HIGH
TECH. RISK
Figure 5.3-7. Utility Function for Technical Risk
5-54
WEIGHT (W.F.
=15)
10.
9
7
I-i
1200
1600
2000
2400
2800
POUNDS
Figure 5.3-8.
Utility Function for Weight, 19.5 Ton Vehicle
5-55
37200
WEIGHT (W.F.: 15)

10
9
8
7
I-
-' 5
2000
2500
3000
3500
4000
4500
POUNDS
Figure 5.3-9.
Utility Function for weight, 40.0 Ton Vehicle
5-56
Reliability and Maintainability:

a
base
score
of
characteristics.
components
having
components
could
predicted
ten
with
two
point
special
possess
in their
Reliability scores were calculated utilizing

point
deduction
designs
that
unforeseen
current
deductions
was
are
appropriate
assessed
unproven
reliability
developmental
for
stage.
at
for
concepts
this
problems
concept
with
time.
which
Such
cannot
be
A one point deduction was
assessed for brushes since they require periodic maintenance and inspection.
In addition, there is a one point deduction for two speed gearboxes because of
clutch wear and possible failure.
Lastly, a one point deduction was assessed
for concepts requiring extensive power conditioning, due to possible failure

from
short
circuiting
or
overcurrent
flow.
Table
5.3-2
summarizes
the
reliability deductions for the 19.5 and 40.0 ton transmission concepts.
Safety:
of
10
Safety was scored in the similar manner as reliability.

was
utilized with
point deductions
for
A base score
safety hazards.
A two point
deduction was charged for concepts with AC homopolar machinery.

to the liquid current
This
collection system which contains liquid metal that is
both toxic and presents
a possible
fire hazard.
In
addition,
one point
deduction was assessed for oil cooling because of possible fire hazard.
5.3-2 summarizes these safety deductions for the 19.5 and 40.0
RELIABILITY AND SAFETY UTILITY DEDUCTIONS
Reliability (W.F. = 13)
-1 BRUSHES
-1 EXTENSIVE POWER ELECTRONICS
-1 MULTIPLE SPEED GEARBOX
-2 SPECIAL DESIGN
SAFETY (W.F. = 10)
-2 AC HOMOPOLAR (LIQUID CURRENT COLLECTION)

-1 OIL COOLING
5-57
Table
ton electric
drive concepts.
TABLE 5.3-2.
is due
5.3.4
The
Concept Scoring Results
38
electric
evaluated
with
drive
the
concepts
developed
methodology
screening
the
during
contract
effort
were
section
5.3.1.
The
discussed in
numerical scores achieved by these 38 concepts as a result of the evaluation

procedure
are
tabulated
utility values, and

table 5.3-3.
in
table
subscores
The
5.3-3.
for each
parameter values,
screening
screening
are
factor
also
given
in
The highest scoring electric drive concepts in the 19.5 and 40.0
ton vehicle categories are listed below:
19.5 Ton Vehicle Category
Jarret Concept IA-3
826
806
Unique Mobility Concept IV-2
787
Garrett Concept 1-10
779
Unique Mobility Concept 1-9
779
ACEC Concept 1-5
40.0 Ton Vehicle Category
782
Garrett Concept 1-3
779
Unique Mobility Concept 1-6
779
The best three electric drive concepts were selected from the highest scoring
candidates and are (1) the ACEC Concept 1-5, 19.5 ton vehicle application, (2)
the Unique Mobility Concept IV-2, 19.5 and 40.0 ton vehicle applications and
(3) the Garrett Concepts 1-10, 19.5 ton vehicle application and 1-3, 40.0 ton
vehicle application.
The Garrett Concepts 1-10 and 1-3 concepts are the same
basic concept but sized for different vehicle categories.

analysis
of the best three electric drive
40.0 ton baseline vehicles
presented in
The description and
concepts applied to the 19.5 and
section
5.4.
The
reasons
for not
including other high scoring concepts in the best three are now addressed.
5-58
C02
IJJ~~
~1
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The Jarret Concept IA-3,
which uses
the
variable
reluctance
motor,
is
the
highest scoring concept; however it was not included in the best three because
the concept data was received very late in the study and time did not allow a
thorough investigation of this concept.
It is recommended that this concept
be thoroughly investigated at the earliest opportunity due its high potential

and favorable characteristics.
The Jarret concept embodies important features
which
includes:
the
use
of
single
speed
gearbox,
high
motor
torque
production relative to motor size, minimum power electronics relative to motor

size, minimum power electronics
relative to other AC
systems, and potential
low unit production cost.
The scores of the Unique Mobility Concepts, 1-9 and 1-6, and Garrett Concepts
1-10 and 1-3,
are essentially the same.
The Garrett concepts were selected
over the Unique Mobility concepts due to the lower technical risk and greater
intermittent duty capability of the Garrett traction motor, not withstanding
that these factors have been accounted for in the evaluation procedure.
The
Unique Mobility concepts, 1-9 and 1-6 are very good alternative concepts that
should be considered in future studies.
5.4
DESCRIPTION OF BEST THREE CONCEPTS
The best three electric drive concepts were determined in section 5.3 and are:
ACEC Configuration I, Concept 5 (19.5 ton)
Garrett Configuration I, Concept 10 (19.5 ton) and Concept 3 (40.0 ton)
Unique Mobility Configuration IV, Concept
2 (19.5 ton) and Concept 2
(40.0 ton)
The ACEC concept is applied to the 19.5 ton vehicle only while the Garrett and
Unique Mobility concepts are applied to be vehicle weight categories.
section describes
the
three best
electric drive
This
concepts in terms of their
physical and performance characteristics when applied to the 19.5 ton and 40.0
baseline vehicles.
5-61
5.4.1
ACEC Configuration I. Concept 5, 19.5 Ton Vehicle Application
ACEC concept 1-5 has a DC traction motor, two speed gearbox, and a final drive
at
each
drive
sprocket.
Traction motor
magnet AC generator whose output is
power
rectified
is
supplied by
to DC.
permanent
An ECU supervises
the
electric drive system and the power plant in response to operator commands to
provide the desired propulsion, steer, and brake performance within the limits
of the system.
19.5
ton
Figure 5.4-1 presents a schematic of the ACEC concept for the
vehicle.
Table
5.4-1
presents
summary
of
the
characteristics of the ACEC concepts for the 19.5 ton vehicle.

layout drawing of the ACEC
baseline
vehicle
with
electric drive concept installed
the
cummins
VTA-903T
engine
and
physical
A three view
in the 19.5 ton

other
power
pack
subsystems is shown in figure 5.4-2.
The
ACEC concept has
The
DC
traction
established
limited
the lowest technical
motor
technology
technology
that
production units
of
is
risk of
required
employed
similar
for
and
power
the three best concepts.

this
concept
demonstrated
rating.
The
in
is
well
current ACEC,
PM generator
is
developmental Garrett design based on technology that has been demonstrated by

prototype
hardware.
The
other
element
of
this
transmission
concept
(rectifier, ECU, and two speed gearbox) require custom designs with little or
no technical risk.
No
unusual
materials
or
processes
are
identified
for
this
concept.
samarium cobalt permanent magnets and the nickel alloy (inconel)
The
used in the
PM generator have been used in the manufacture of electric machinery for the
last 10 to 12 years.
the
permanent
magnets
However, cobalt is on the strategic materials

require
special
handling
on
the
production
list and
line
to
prevent fracture and contamination.
The unit production cost of the ACEC concept I-5 for the 19.5 baseline vehicle
based on total production of 400 units is projected to be 100 K dollars.
cost does not include
costs.
The major cost
content
in
the
final drive,
cooling system,
and integration hardware
item is the DC traction motor which
manufacture
of
the wound
mechanical commutator.
5-62
rotor,
This
the wound
has
high
stator,
labor
and the
z
0
LLU
Lai
UA
I.JI.LUh
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Figure 5.4-1.
ACEC Concept 1-5, 19.5 Ton, Schematic
5-63
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5.4.1.1
Generator
The generator is
rated at 417 HP.
a Garrett self-excited,
The generator uses
brushless,
oil
cooled,
PM machine
rare earth cobalt permanent magnets to
supply the field flux thus eliminating the need for collection brushes.
generator's
The
operating speed is 18,000 rpm, which dictates the use of a 6.9:1
ratio transfer case to raise the engine
speed to the operating speed of
the
generator.
Generator Characteristics
5.4.1.2
Rating
370 KVA
Speed
18000 RPM
Efficiency
93.5%
Voltage
747 Vrms Line to Line
Cooling
Oil Cooled
Rectifier
The generated three phase AC power must be rectified to DC for the traction
motors.
5.4-3.
This
is
done by a six
thyristor
rectifier
bridge
shown
in
figure
The use of thyristors as opposed to diodes allows bi-directional power
flow and voltage control.
3 PHASE
AC
DC
4E
POWER FLOW
Figure 5.4-3.
Rectifier Bridge Schematic
5-66
o4
Rectifier Characteristics
5.4.1.3
Rating
370 KVA
Efficiency
98%
Voltage
747 Vdc
Current
367 DC AMPS
Cooling
Oil Cooled
Traction Motors
The two ACEC traction motors are separately excited, air cooled, DC machines,
rated at 192 HP.
The motor's rotor and stator are conventionally wound.
motor's field excitation is controlled by the ECU.
The motors are capable of
delivering three times the rated power for up to 20 seconds.

capable
of
reversed.
generated
acting
This
is
as
mode
generator
when
is
employed
during
fed back
generator's power.
into
the
system
its
field
steering
and
added
The
The DC motor is
excitation
and
to
braking.
the
voltage
The
permanent
is
power
magnet
The motors are estimated to weigh 700 lbs, with an outside
diameter of 16.9 inches and an overall length of 18.1 inches.
The torque and
efficiency of the ACEC 192 horsepower motor are shown in figure 5.4-4 as a
function of motor speed.
Rating
192 HP
Efficiency
93 percent at base speed
Base Speed
1887 RPM
Max Rated Speed
5660 RPM
Voltage
420 Vdc
Current
367 DC AMPS
Cooling
Air Cooled
5-67
-100
-95
600)
-- 0
5000
00
5-65
5.4.1.4
Two Speed Gearbox
The DC traction motor delivers rated power

base
speed
to maximum
rated
over a 3 to 1 speed range
speed) which is not sufficient
required tractive effort over the vehicle

hour.
speed range of
(from
to provide
the
5 to 45 miles per
A two speed, oil cooled gearbox with a 3:1 ratio step in combination
with the DC traction motor is utilized to cover the 9 to 1 vehicle constant

power speed range.
gear
The first stage of the two speed gearbox consists of a two
set which provides
configuration which
is
a 2.242:1 reduction
beneficial
to
and
also
front drive
results
in
installations
an
offset
(see figure
5.4-1).
The second stage is
provides
a 3:1 reduction in low gear (clutch 1 engaged, clutch 2 disengaged)
a planetary gear
set with
two
clutches
which
and results in a total reduction of 6.73:1 when combined with the first stage
gear set.
In high gear
(clutch 1 disengaged, clutch 2 engaged), the second
stage is in coupling mode (sun, ring, and carrier have the same rotation rate)
providing
1:1
ratio
which
results
in
total
reduction
of
2.24:1 when
combined with the first stage gear set.
Although the
3:1
ratio step of the two-speed gearbox is considerably wider
than the current norm, no insurmountable problems are anticipated.

constant
mesh
gearing
and
clutch
modulation
applied to the X-100 transmission of the Ml.
during
shifting
The use of
is
currently
The ability to rapidly change
motor speed will minimize transient gearbox loads and provide smooth shifting
while the 3:1 rated-power speed ratio of the motor will enable the delivery of
rated
power
on
implementation).
a
The
continuous
basis
shifting process
is
(except
during
expected
to
have
actual
a
shift
duration
of
approximately three quarters of a second.
Shift
controlling
will
be
accomplished
by
the
automotive
subsystem
micro-processor as a function of motor speed, vehicle speed, and vehicle turn

rate.
Other parameters which may also provide
brake
application
status
or
throttle
input could
position.
The
be
power
sequence
of
level,
events
comprising shift implementation would be as follows (several of these actions

would be performed simultaneously):
5-69
Remove power from motors.
Disengage clutch #1
Command new motor speed.
Engage clutch #2 within synchronous band of motor speed.
Confirm shift completion.
Resume command power operation.
bilateral *shift control
repeat commands or
overspeed
scheme
could
restricted operations
condition.
unilateral
accommodate
to
prevent
shift control
unilateral
a
damaging
scheme would
control the gearbox shift status on each side, although the
shifts
drive
via
motor
independently
same protective
algorithms would apply.
In the event of a mechanical failure of either shift mechanism, both gearboxes

could be manually locked into either speed range to ensure continued, although
reduced, performance operation.
The choice of speed range would be predicated
on the tactical conditions at the time of the failure.
Shift controlling when the vehicle is operating
at the
shift point would be
stabilized via the use of hysteresis band to prevent shift "dithering."

band would be of variable width
as
function
of vehicle
turning
This
rate
to
accommodate the differential speeds within the rated-power speed range of the
drive motors.
The
inability
rated-power
requirements
of
the
speed
electric
band
mandates
of
the
drive
motors
sufficient
inclusion
width
of
of
this
to
concept
satisfy
two-speed
to
vehicle
gearbox.
provide
mobility
Although
the
addition of these gearboxes adds to the overall system complexity, they do not
present
any
performance
or
control
problems
that
cannot
be
satisfactorily
addressed using state-of-the-art micro-processor control technology.
5.4.1.5
Final Drive
The final drive is a concentric, self contained, heavy duty planetary gear set
with a 4:1 reduction ratio.
The output of the two speed gearbox is input to
the final drive at the planetary sun gear.
5-70
The planetary ring gear is bolted
to the final drive housing and is stationary.

to the drive sprocket.
The planet carrier is coupled
The two speed gear box and final drive provide a total
reduction of 26.92:1 in low and 8.97:1 in high.
The pitch diameter of the
drive sprockets is 24 inches.
5.4.2
The
Garrett Configuration I, Concept 10, 19.5 Ton Vehicle Application
Garrett
concept
I-10
uses
a permanent magnet AC
synchronous
motor, two speed gearbox, and final drive at each drive sprocket.
traction
Traction
motor power is supplied by a permanent magnet AC generator whose output is

conditioned
by
supervises
operator
the
a rectifier
electric
commands
performance
to
and
drive
provide
within the
individual
system
the
and
motor
the
desired
inverter
power plant
propulsion,
limits of the system.
units.
An
ECU
in response to
steer,
and
braking
A schematic of the Garrett
concept 1-10 for the 19.5 ton vehicle category is presented in figure 5.4-5.
Table
5.4-2
presents
a summary of the transmission characteristics for the
19.5 ton Garrett concept.
A three view layout drawing on the Garrett concept
installed in the 19.5 ton baseline vehicle with the cummins VTA-903T engine
and other power pack subsystems is shown in figure 5.4-6.
5.4.2.1
Generator
The AC generator is a Garrett, self-excited, brushless, oil cooled, permanent

magnet machine rated at 444 horsepower.
The generator uses rare earth cobalt
permanent magnets to supply the field flux.

18,000
The generators
rated speed is
RPM, which dictates the use of 6.9:1 ratio speed increaser transfer
case to raise the engine speed to the rated generator speed.

The
Garrett
traction
motor,
developmental
hardware.
concept
the
is considered
PM
to have medium technical
generator,
and
the
power
risk.
conditioner
The PM
units
are
designs which have been demonstrated in scaled-down prototype
The GDLS electric vehicle test bed uses electric drive components
which are based on
this
technology.
The two speed gearbox is
design which has low technical risk.
5-71
a customer
FT
<.
.............
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Iit
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Figure 5.4-5.
Garrett Concept 1-10, 19.5 Ton Schematic
5-72
06
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No
unusual
materials
or
processes
are
identified
for
this
concept.
The
traction motors and generator use samarium cobalt permanent magnets and nickel
super alloys in their manufacture.
Cobalt
is a strategic material, and the
cobalt magnetics require special handling during the production process.
The
unit
production
cost
of
the
Garrett
Concept
1-10
based
production of 400 units is projected to be 165 K dollars.

unit
costs
of
one
generator,
two
traction motors,
on
total
This
includes the
two power
conditioning
units, and two 2-speed gearboxes.
5.4.2.2
Rating
370 KVA
Speed
18000 RPM
Efficiency
93.5%
Voltage
Cooling
Oil Cooling
Rectifier
The rectifier is basically a phase delay rectifier.

functions:
regulation
rectification
of
current
of
to
the
input
inverter.
AC source
The
It performs
two primary
(generator AC output)
converter
operation
is
and
bilateral,
enabling it to receive and channel the reverse or regenerative power from the
load
(motor) to
consideration
the
for
input
the
rectifier unit contains

signals to the ECU.
AC
dynamic
voltage
source
(alternatot).
braking
and
and current
This
skid-steer
sensors which
Figure 5.4-3 shows the rectifier bridge.
Rating
370 KVA
Efficiency
98%
Voltage
747 Vdc
Current
367 DC AMPS
Cooling
Oil Cooled
5-75
is
an
important
situations.
provide
The
feedback
5.4.2.3
Inverter
The inverter performs the communitation function for the AC drive motors.
inverter
is a line commutated type, whereby the thyristors are turned off by
the back EMF of the motors.

back EMF is
(blanking)
operation
The
too
is
is
At
speed conditions below 10%
low to affect thyristor turn-over,

imposed
to
bilateral
provide
similar
forced
to
the
a low frequency modulation
commutation.
rectifier
rated, when the
so
The
that
it
rectifier during steering or braking; the phase delay rectifier

an inverter thus coupling power back into the system.
DCCURRENT
3 PHASE
AC
POWER FLOW
SCR Inverter Schematic
Inverter Characteristics
Efficiency
96%
Voltage
310 Vac
Current
367 AMPS
Cooling
Oil Cooled
5-76
unit
can
as
act
then acts
a
as
The inverter schematic
is shown in figure 5.4-7.
Figure 5.4-7
inverter
5.4.2.4
The
Traction Motor
permanent magnet
conventional 3-phase
steel with
synchronous motors- are

stator winding.
relatively
density and low core
wide
teeth
losses.
The
and
constructed with an oil-cooled
stator
case
thick back
iron
is
laminated
to
provide
silicon
low flux
coated wire
The stator is wound with ML
and
impregnated with ML varnish.
The
rotor
consists
of
radially
oriented
samarium
cobalt
magnets
and
ferromagnetic core with an inconel sleeve to provide structural support.

rotor is an eight pole design.
rated power
The
The traction motor can deliver three times the
for up to 30 seconds duration.
The torque and efficiency of the
Garrett 192 horsepower motor versus motor speed are given in figure 5.4-8.
Motor Characteristics
5.4.2.4
Rating
192 HP
Efficiency
93 percent at base speed
Base Speed
4,600 RPM
Max. Rated Speed
18,500 RPM
Voltage
Cooling
Oil Cooled
Two Speed Gearbox
The AC traction motor delivers

base
rated power over a 4 to 1 speed range (from
speed to maximum rated speed) which
required tractive effort over the vehicle

hour.
is
not
sufficient
to
provide
the
speed range of 5 to 45 miles per
A two speed oil cooled gearbox with a 3:1 ratio step in combination
with the AC traction motor is

power speed range.
The
utilized to cover the 9 to 1 vehicle constant
first stage of the two
speed gearbox consists of a
planetary gear set which provides a 5.466:1 reduction (see figure 5.4-5).
second stage is a planetary gear set with two clutches which provides
The
a 3:1
reduction in low gear (clutch 1 engaged, clutch 2 disengaged) and results in a
5-77
-100
95
90
U)j
500-
85
400680
CD
300-
~--
00
OA
Drive Motor Speed (rpm x 1000)
Figure 5.4-8
Torque and Efficiency Versus Speed
for 192 Horsepower Garrett PM Motor
5-78
total reduction of 16.4:1 when combined with the first stage gearset.
gear
In high
(clutch 1 disengaged, clutch 2 engaged) the second stage is in coupling
mode (sun, ring, and carrier has the same rotation rate) providing a 1:1 ratio
which
results in a total reduction of 5.466:1 when combined with the first
stage planetary set.
Although
the
3:1
ratio step of the two-speed gearbox is
considerably wider
than the current norm, no insurmountable problems are anticipated.

constant
mesh
gearing
and
clutch
modulation
during
applied to the X-1I00 transmission of the Ml.
shifting
The use of
is
currently
The ability to rapidly change
motor speed will minimize transient gearbox loads and provide smooth shifting
while the 3:1 rated-power speed ratio of the motor will enable the delivery of
rated
tion).
power
on
continuous
basis
(except during actual
shift
implementa-
The shifting process is expected to have a duration of approximately
three quarters of a second.
Shift
controlling
will
be
accomplished
by
the
automotive
subsystem
micro-processor as a function of motor speed, vehicle speed, and vehicle turn

rate.
Other possible parameters which may also provide input could be power
level, brake application status or throttle position.
The sequence of events
comprising shift implementation would be as follows (several of these actions

would be performed simultaneously):
Remove power from motors.
Disengage clutch #1.
Command new motor speed.
Engage clutch #2 within synchronous band of motor speed.
Confirm shift completion.
Resume commanded power operation.
bilateral
repeat
shift
commands
control
or
overspeed condition.
scheme
restricted
could
operations
A unilateral
shift
accommodate
5-79
shifts
via
to prevent a damaging drive motor

control
control the gearbox shift status on each side,

algorithms would apply.
unilateral
scheme would
independently
although the same protective
In the event of a mechanical failure of either shift mechanism, both gearboxes

could be manually locked into either speed range to ensure continued, although
reduced performance operation.
The choice of speed range would be predicated
on the tactical conditions at the time of the failure.
Shift controlling when the vehicle is operating at the shift point would be
stabilized
via
the
use
of
hysteresis
band
to prevent shift
"dithering."
This band would be of variable width as a function of vehicle turning rate to

accommodate the differential speeds within the rated-power speed range of the
drive motors.
The
inability
rated-power
of
the
speed
requirements
electric
band
mandates
of
the
drive
motors
sufficient
inclusion
of
width
of
this
to
concept
satisfy
two-speed
to
provide
vehicle
gearbox.
mobility
Although
the
addition of these gearboxes adds to the overall system complexity, they do not
present
any
performance
or
control
problems
that
cannot
be
satisfactorily
addressed using state-of-the-art micro-processor control technology.
5.4.2.5
Final Drive
The final drive is a concentric, self-contained, heavy duty planetary gear set
with a 4:1 reduction ratio.
The output of the two speed gear box is input to
the final drive at the planetary sun gear.

to the
The planetary ring gear is bolted
final drive housing and is stationary.
to the drive sprocket.
The planet carrier is coupled
The two speed gear box and final drive provide a total
reduction of 65.5 in low and 21.86:1 in high.
The pitch diameter of the drive
sprockets is 24 inches.
5.4.3
Unigue Mobility Configuration IV, Concept
2, 19.5 Ton Vehicle Appli-
cation
The
Unique Mobility concept IV-2
is
a dual path drive
system with separate
mechanical and electric power paths that are combined at the two final drives
by
combining
planetary gear
sets.
To
achieve
maximum
tractive
effort
the
mechanical path is decoupled and in lock-up for vehicle speeds from zero to 15
miles
per
hour
and
all
tractive
effort
5-80
is provided solely by the electric
system.
From
coupled to
electric
15 to
45 miles per hour the mechanical path is unlocked and
the prime
mover
and propulsion
and mechanical path.
effort
The power split is
is
supplied
by
both the
controlled by the ECU via
its regulation of the propulsion system generator and the prime mover.
Figure
5.4-9 presents a schematic of the Unique Mobility concept IV-2.
The electric power path

generator
whose
frequency
to
traction
output
consists
is
output
an engine
rectified
provide power
motor
of
to
pinion
the
to DC
and
permanent
gear
drives
driven, permanent
magnet AC
then inverted at controlled
magnet
the
traction
ring gear
of
motors.
the
The
combining
planetary at the final drive.
The mechanical path is an engine driven mechanical shaft which drives into the
sun gear of the combining planetary at each final drive.
A right angle and a
cross drive
line to connect
gear
box
are used in the mechanical drive
transversely mounted engine to the final

contains
a clutch and brake
to disconnect
drives.
The
mechanical
path
and lock up the mechanical
the
also
shaft
system when vehicle operation is in the zero to 15 mile per hour speed range.
The mechanical cross shaft is used *as a feed back path for transfering power
from the inside sprocket to the outside sprocket during steer maneuvers.
A summary of the physical characteristics for the Unique Mobility Transmission

concept IV-2
for the 19.5 vehicle
category is presented in table 5.4-3.
layout drawing of the Unique Mobility Dual Path concept installed in the 19.5
ton baseline vehicle with the cummins VTA-903T engine and
other
power
pack
subsystems is shown in figure 5.4-10.
The Unique Mobility concept has the highest technical risk of the three best
electric
drive
concepts.
The
high
technical
risk
is
due
chiefly
traction motor design which is an early developmental, unconventional

A
40 horsepower motor of this type was built in mid 1985 and is
undergoing bench testing.

in
the ACEC
to
the
design.
currently
The generator which is the same Garrett design used
and Garrett concepts, has medium risk.
The power
units, the single speed combining gear boxes and other gear boxes
designs with low risk.
5-81
conditioning
are custom
>
......
. i ...- - . .1..
-I
.... .
.......
> ......... .....
5wJ
9-
0
R4
Z a
Figure 5.4-9.
Li
Unique Mobility Concept IV-2, 19.5 Ton, Schematic
5-82
Ci
o
o)
CD
-0
t C
to 40
CD--
co
f
0l
0'
.4U
00
Ch
0a% '
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00
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V.)
oc
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x
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to
-0
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0
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L.
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4- 41CWm
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OD
o
a~
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L.n
x z~
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in
1L
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zLC
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nqeMoiiyCncp
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c5-8
V2
The
PM traction motor uses
rotating field.
rare earth Neodymium permanent magnets
in
the
This relatively new magnetic material offers a high magnetic
energy product and has good mechanical strength.
The potential for low cost
magnets using this rare earth is good since the U.S. has adequate deposits of
neodymium
within
its
borders.
The
Neodymium
magnet
is
sensitive
to
temperature and can loose magnetic strength at temperatures as low as 110 0 C.

Close attention to the motor cooling design and the formulation of elements
that make up the magnet can eliminate this potential problem.
The estimated production unit cost of the Unique Mobility concept based on a
production run of 400 units is 145 K dollars.
This includes the unit cost of
components which make up the electrical and mechanical paths of this dual path
concept.
5.4.3.1
The cooling system and final drive costs are not included.
Generator
The AC generator is a Garrett, self-excited, brushless, oil cooled, permanent

magnet machine rated at 400 horsepower.
The generator uses rare earth cobalt
permanent magnets to supply the field flux.
The generators
rated speed is
18,000 RPM, which dictates the use of 6.9:1 ratio speed increase transfer case
to raise the engine speed to the rated generator speed.
5.4.3.2
Rating
370 KVA
Speed
18,000 RPM
Efficiency
93.5 percent
Voltage
Cooling
Oil Cooled
Rectifier
The rectifier is a phase delay rectifier.
It performs two primary functions:
Rectification of the input AC source (generator AC output) and regulation of

current to the inverter.
The rectifier operation is bilateral, enabling it to
5-85
receive and channel the reverse or regenerative power from the load (motor) to
the input AC source
(alternator).
This is required for the dynamic braking.
The rectifier unit contains voltage and current sensors which provide feedback
signals to the ECU.
Figure 5.4-3 shows the rectifier bridge.
5.4.3.3
The
370 KVA
Efficiency
98%
Voltage
685 Vdc
Current
410 DC AMPS
Cooling
Oil Cooled
Inverter
inverter
consists
inverter bridge.
traction
Rating
The
motors.
The
of
an
inductor
filter
and
six
invertor performs the commutation

inverter
is
line
pulse
function for the AC
commutated
type,
transistors are turned off by the back emf of the motor(s).

operation
is
bilateral
and
is
fed from a DC bus.
Figure 5.4-11
3 MHASS
OUTPUT
POWER FLOW
Figure 5.4-11.
Transistor Inverter Schematic
5-86
whereby
the
The inverter unit
inverter schematic.
Occ
transistor
shows the
5.4.3.4
The
Efficiency
96%
Voltage
284 Vac
Current
410 AMPS
Cooling
Oil Cooled
Traction Motor
Unique
Traction
Mobility
permanent magnet AC machine.
motor
The
rotor
is
is
self-synchronous,
constructed
from
hollow cylinders mounted concentrically on the motor shaft.
air-cooled,
two
thin wall
The stator, also
a thin wall cylinder, is centered between the two rotor cylinders thus forming
two radial
air gaps - one between the stator and the outside rotor cylinder,
and one between the stator and the inside rotor cylinder.
Radially oriented
neodymium iron boron permanent magnets are mounted on both the inside and the
outside rotor cylinders.
Figure 5.4-12 shows the rotor and stator arrangement
of the Unique Mobility Motor Design.
UNIQUE MO11LITY
OUTSIOE ROTOR
PM SyNCHRONOUS MACHINE
Figure 5.4-12.
Unique Mobility Traction Motor Cross Section
5-87
The thin wall construction of the rotor and stator and the minimal amount of
magnetic material used, results in an easily cooled high power density motor
design.
Regarding intermittent duty, the motor can deliver a maximum of two
times rated power for up to 30 seconds.

The motor stator consists of a multi-phase, axially directed power windings
and radially oriented magnetic material to enhance magnetic flux production.
The windings and magnetic material are supported and contained by the fiber
reinforced composite stator structure.
The three phase stator windings have four windings per

connected
ranges.
in
By
three
different configurations
switching
from
one
winding
phase which
to give three
configuration
to
can be
different speed
another
winding
configuration, referred to as an electric shift, a 9 to 1 constant power speed

range is produced by a motor design that is relatively small and lightweight.
This
is
significant
in
that
the
requirement
for
shifting
gearbox
is
eliminated.
Two
relay switches are used to connect the windings in the three different
configurations.
to avoid arcing.
Power on the windings is momentarily dropped during switching

The motor speed ranges and associated winding configurations
are:
Speed Ranae
Winding Configuration
0-2,500 RPM
All in series
0-5,000 RPM
Two in series
Two in parallel
0-10,000 RPM
The Unique Mobility motor
rated
All in parallel
torque and
shown in figure 5.4-13.
5-88
efficiency
characteristics
are
-100,
1000-
900-)
80
8000
700-
400n
911001

Figure 5.4-13.
for 192 Horsepower Unique Mobility PM Motor
5-89
5.4.3.5
Final Drives and Gearboxes
The final drive units consist of two planetary gear sets.
The first planetary
set, which is a combining gear set, integrates the mechanical path input at
the sun gear and the electric path input at the ring gear.
The output carrier
of the first planetary stage is connected to the input sun gear of the second
planetary gear set.
The output carrier of the second planetary is coupled to
the drive sprocket.
The second planetary is a fixed 4:1 reduction ratio while
the combining planetary is variable ratio reduction when both inputs (sun and
ring) are in use and is a fixed 1.33:1 reduction ratio when the mechanical
path is in lockup.
Due to the 3:1 reduction provided by the traction motor
pinion gear on the ring gear of the combining planetary, the total reduction
between the motor output and the sprocket is 16:1 when the mechanical path is
in
lockup.
The
total
reduction
is
variable
when
both
mechanical
and
electrical paths are operative and is dependent on the speed of each.

A right angle gear box and a cross
mechanical drive
drive
gear
box
are
required
in
the
line between the engine output and the final drive input.
These gear boxes use bevel spur gears and their function is solely to change
direction of the mechanical path;
consequently they are concepted with 1:1
ratios.
5.4.4
Garret Configuration I, Concept 3, 40 Ton Vehicle Application
The Garrett Concept 1-3 for the 40 ton vehicle application is the same as the
Garrett Concept 1-10 for the 19.5 ton vehicle application (see section 5.4.2),
except that the concept has been scaled up to
satisfy the 40
ton vehicle
requirements and the power plant is based on the AD1000 engine.

A schematic of the Garrett concept 1-3 for the 40.0 ton vehicle category is
presented
in
figure
5.4-14.
Table
5.4-4
transmission characteristics for concept 1-3.
presents
summary
of
the
A layout drawing of the Garrett
concept installed in the 40 ton baseline vehicle with the ADIOOO engine and
other power pack subsystems is shown in figure 5.4-15.
The Garrett concept for the 40 ton application is considered to have medium
technical risk for the same reasons given for 19.5 ton Garrett concept.
5-90
-,
V-
-7
6W
Wi
Figure 5.4-14.
Garrett Concept 1-3, 40 Ton, Schematic
5-91
0~
(D
m
ad
3..o
0Dxe
00
10
4-
F-
IL
CD
%0
0DO
N
10
D
LLAA
U,1
..
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IV
40
D
4r
04
-j
No
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U,,
-~
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0(A
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mo
CA >
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ULJ
Li
41
C9
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5-92
U.1
(D
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Nd
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z
a.
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wz
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Fiur
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5.-5
GartCnet034
onVhceIsalto
5-93
The production unit cost of the 40 ton Garrett Electric transmission concept
is estimated at 240 K dollars based on a production of 400 units.
The
major
characteristics
of
the
electrical
machinery
and
the
conditioning equipment used in the Garrett Concept 1-3 are now presented.
rated torque
power
The
and efficiency characteristics of the Garrett 384 horsepower PM
traction motor are given in figure 5.4-16.
Rating
740 KVA
Speed
18,000 RPM
Efficiency
94.5%
Voltage
Cooling
Oil Cooled
Rating
740 KVA
Efficiency
98%
Voltage
747 Vdc
Current
734 DC AMPS
Cooling
Oil Cooled
Efficiency
96%
Voltage
310 Vac
Current
734 AMPS
Cooling
Oil Cooled
Traction Motor Characteristics
Rating
384 HP
Efficiency
94% at Base Speed
Base Speed
4,600 RPM
5-94
-100
CL;
Ut
-90
500-
400s0
C&~
300-
200-
100-
1'6
14
12
1
6
Figure 5.4-16.
168
for 384 Horsepower Garrett PM Motor
5-95
20

(Continued)
5.4.5
Max. Rated Speed
18,500 RPM
Voltage
Cooling
Oil Cooled
Uniaue Mobility Configuration IV, Concept 2, 40 Ton Vehicle Application
The Unique Mobility concept IV-2
for the 40 ton vehicle application
is
the
same as the Unique Mobility concept IV-2 for the 19.5 ton vehicle application
(see section 5.4.3), except that the concept has been up rated to satisfy the
40 ton vehicle performance requirements and the prime mover used is the AD1000
engine.
Also two 192 horsepower traction motors are used at each final drive
rather than a single 384 horsepower motor.
schematic
of
the
Unique
Mobility
concept
category is presented in figure 5.4-17.
concept
installed
in the
40
for
the
40
ton
vehicle
Table 5.4-5 presents a summary of the
transmission characteristics for concept 1-3.

Mobility
IV-2
ton
A layout drawing of the Unique
baseline
vehicle with the AD1000
engine and other power pack subsystems is shown in figure 5.4-18.
The Unique Mobility concept IV-2 for the 40 ton vehicle application has high
technical
risk for the same
reasons given for the 19.5 ton Unique
Mobility
concept.
The production unit cost of the Unique Mobility electric transmission for 40
ton vehicle application is estimated at 215 K dollars based on 400 production
units.
The
major
conditioning
characteristics
equipment
used
of
the
in
the
electrical
Unique
presented.
5-96
machinery
Mobility
and
concept
the
IV-2
power
is
now
.............
.
...
LJ
... .....
...
...... .........
..........
CC
Figure 5.4-17.
Unique Mobility Concept IV-2, 40 Ton, Schematic
5-97
Rating
740 KVA
Speed
18,000 RPM
Efficiency
94.5%
Voltage
Cooling
Oil Cooled
Rating
740 KVA
Efficiency
98%
Voltage
685 Vdc
Current
820 DC AMPS
Cooling
Oil Cooled
Efficiency
96%
Voltage
284 Vac
Current
410 AMPS
Cooling
Oil Cooled
Rating
192 HP
Efficiency
96%
Base Speed
1100, 2500, 5000 RPM
Max. Rated Speed
10,000 RPM
Voltage
Cooling
Air Cooled
5-98
S..
-0
41.a
0
0
0
0
1-
41c
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V) O
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co
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p.
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fz
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5.4.6
Efficiency
The efficiency of the best three electric transmission concepts
is presented
in
ton
figures
5.4-19
through
The
efficiency
applications.
5.4-23
is
for
given
the
for
19.5
full
vehicle
speed range (zero to 45 miles per hour).
through
5.4-23
represents
the
integrated
components from the engine output to

gear
set of
the
final
drive.
The
and
load
40
conditions
vehicle
over
the
The data of figures 5.4-19
efficiencies
of
all
transmission
(but not including) the last planetary

average efficiencies
of
the best
three
electric transmission concepts over 90 percent of the vehicle speed range are
listed below:
The
19.5 ton ACEC concept 1-5
83%
19.5 ton Garret concept 1-10
78%
19.5 ton Unique Mobility concept IV-2
87%
40 ton Garrett concept 1-3
79%
40 ton Unique Mobility concept IV-2
88%
relatively low efficiency of the Garrett
power conditioning required
for this AC
concept
system.
is
due mainly
to the
The high efficiency of the
Unique Mobility concept is attributed to the efficient-mechanical path of this

dual path configuration.
5.4.7
Speed of System Gear Elements
This section discusses
and presents the speeds of electric Drive system gear
elements when the vehicle is operated at full throttle in the propulsion and
steer
modes.
The
speeds
of
system elements
were
determined
for
the best
electric drive concepts over the output speed range of the vehicle in 100 rpm
increments.
rpm
Engine speed was assumed constant at the maximum speeds of 2,600
(VTA 903T) and 3,200 rpm
concepts respectively.
Element
(ADI000) for the 19.5 ton and 40
ton
vehicle
speeds were also determined at the 5 mph and
15 mph shift points because these were of interest.
Drive sprocket speed was
used as the starting point for determining the element speed values for each
drivetrain concept.
5-101
80
870
0
~60
5 0
~30
10
0
10
Figure 5.4-19.
15
20
25
30
VEHICLE SPEED, mph
--
35
40
Efficiency of 19.5 Ton ACEC Concept 1-5
5-102
45
50
10090
__
_-
80
C
70
& 60
ts50
zI&I
~40
bU30
20___
10
0
0
10
Figure 5.4-20.
15
20
25
30
VEHICLE SPEED, mph
35
40
Efficiency of 19.5 Ton Garrett Concept I-10
5-103
45
50
100
__
___
___
90
80
--
70
-_,_-
_---
'_,
(D60-.
~j
50__
__
__
-40
u- 30TT
,I
20__
10
Li.....
___
10
__
15
20
25
30
35
40
45-
VEHICLE SPEED, mph
Figure 5.4-21.
Efficiency of 19.5 Ton Unique Mobility Concept IV-2
5-104
50
100
90
80
~70-
~60-
z'U
__
----
_-
~40
0U
-6
10
Figure 5.4-22.
15
30
25
20
VEHICLE SPEED, mph
35
40
Efficiency of 40 Ton Garret Concept 1-3
5-105
45
50
La
100
90
80I
~70
~60
10_
_ __ _
0
01
__ _ _ _
--
--
___ __ __
"b
20
Figure 5.4-23.
10
_____
20
25
30
VEHICLE SPEED,
r;
35
40
45
5-106
During propulsion, the speed of the connected electric

determines
the
output
sprocket
speed.
Hence,
the
drive gear
sprocket
particular vehicle speed can be used to find each element

calculation from the sprocket
to the engine output
elements
speed
at
speed by a back
shaft.
This method is
proper because in the electric drivetrain it is the gear meshes that transfer
engine power to the track.
A fundamental property of these gear meshes is
that speed and/or torque is transferred as a ratio of gear diameters involved

in
a mesh.
In
non-mathematical
form,
this
principle
is
stated
in
the
Machinery's Handbook (21st Edition) as follows:
Speed of Driver
Diameter of Idler
Speed of Idler
Diameter of Driver
This relationship formed the calculation basis for determining the speed of
simple
drivetrain
elements.
The
speed
of
planetary
gear
elements
were
determined by the relationship:
Where
N1
ioN 2 + (1 + io ) Nc
N1
Speed of Sun Gear
N2
Speed of Ring Gear
Nc
Speed of Planet Carrier
io
NI = Basic Speed Ratio (carrier shaft locked)

N2
Element speed in a maximum steer situation is found essentially the same as

described above, but with the exception
that the inside and outside drive
sprocket speeds must be different to produce skid steering.
This is necessary
because in skid steering the outside track must travel a greater distance than
the inside track and accomplish this in the same time period if a controlled
turn is to be realized.
To find the velocity of each track, the following
equations were taken from ATAC Technical Report No. 10969:
5-107
Vo
V s + A V/2
VI
Vs - aV/2
Av
(T+BL) Vs
12R
Where:
Vo
V,
= velocity of inside track (mph)
V5
the
linear vehicle velocity (mph)
= velocity difference (mph)

= known constant (depends on vehicle)
6 V
B
Once
velocity of outside track (mph)
track length (in)
track spread (in)
radius of turn (ft)
inside
and
outside
track
velocities
are
computed
from
these
equations, the respective drive sprocket speed can be found by dividing track
velocity by drive sprocket radius.
The calculation of the system element
speeds in the maximum steer case is identical to that already described for
the straight ahead, (i.e., no turning).
5.4.7.1
19.5 Ton V Speed Tables
Element
speed
values
concepts
under
straight
were
computed
for
ahead and maximum
describe& in the previous section.
each
of
steer
the
19.5
conditions
ton
drivetrain
by
the method-
Table 5.4-6 shows an element speed summary
for the ACEC concept (1-5) in the straight ahead mode.
Operational details of the ACEC concept are discussed in section 5.4.1.
Table
5.4-7 shows an element speed summary for
steer
this concept
under
maximum
condition.
Table 5.4-8 shows the element speed summary for the Garrett concept (I-10) in
the
straight
ahead
mode.
Operational
discussed in section 5.4.2.
5-108
details
of the
Garrett concept
are
5.4.7.2
40 Ton Speed Tables
Element speed values were also computed for each of the two 40 ton drivetrain
concepts
concepts.
vehicle.
using
the
methodology
previously
described
for
the
19.5
ton
A maximum engine speed of 3200 rpm is required for this heavier

The element speed tables for the Garrett and Unique Mobility 40 ton
concepts are presented in Tables 5.4-12 thru 5.4-15.
5-109
co
Sin
cm
CDIV
cmc
LC
co
(%
at
00
IS
0%
-o
(%O
cv,
W.
U,
Ln
-m
Go
In
'.0L
CM
co
Ln
I.-
U.
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CD
'-D
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N
0=
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o%
Goz
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D_
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OR
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00
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0D
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(
U.
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~CD
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5.4.8
Toraue and Electric State of System Elements
This section presents the torque and electrical state of all drivetrain elements for propulsion and maximum steer under full power operation.
Torques
were determined for the three best transmission concepts over the same speed
range and steer radius
used to characterize the drivetrain element speeds.
The following assumptions were used in the determining of the torque values
and electrical state of electrical drivetrain power handling elements:
Ground coefficient of adhesion = 0.7
Rolling resistance = 100 lbs/ton
Gear mesh power loss = 1 percent of input torque
Power into an element has a (-) sign conversion
Power out of an element has a (+) sign convention
It was also necessary to specify physical and performance characteristics of

the 19.5 ton and 40 ton vehicles before the drivetrain element torque calculations could be made.
The following characteristics were supplies by the
contract statement of work.

19.5 Ton
40 Ton
150 in.
183 in.
Track Center to Center Difference
92.5 in.
110 in.
Diesel
VTA903-T
AD1000
Track Length on Ground
Torque calculations for steer maneuvers were made by determining the maximum
allowable turn force in a steer operation.
To calculate the turn force at
fixed turn radius, the overall system and regenerative efficiencies of each
concept had to be defined.
Example calculations for these turn forces
efficiencies can be found in the appendix section of this report.
and
The overall
and regenerative efficiencies were computed from the drivetrain element efficiencies.
These efficiencies are shown for each concept drivetrain below:
5-119
Overall
Regenerative
Efficiency
Efficiency
ACEC (1-5)
82
79
Garrett (1-9)
78
70
Unique Mobility (IV-2)
86
86
The power available at the generator gearbox was discounted for engine cooling
and system parasitic power requirements.
A GDLS system analysis determined
that 427 HP was available to the transmission of the 19.5 ton concepts with
855 HP available for the 40 ton concepts.
These calculations are also found
in section 5.4.4.
5.4.8.1
19.5 Ton Torque Tables
Table 5.4-16 shows the element torque
summary for the motor
through final
drive of the ACEC concept in the straight ahead mode.

The positive and negative values shown in the table reflect the sense of power
flow in this electric drive concept.
Negative values mean power out from an
element while positive values mean power supplied to that element.
The pinion
torques are the actual output motor shaft torques estimated from the overall
system efficiency and the engine available horsepower.
will
The system efficiency
vary because the motor efficiency varies with the speed of the motor.
This is a fundamental operation characteristic of the motors employed.

The development of the tables follow the approach used for the speed tables.
System element torques are found by calculating from the motor shaft to the
final
drive
sprocket.
However,
unlike
speed,
torque
is
not
transferred
through a gear set without loss, i.e., transfer of rotational power will not
be 100 percent efficient in a drivetrain using gears.
This is why the sun and
ring gear torques in the torque tables do not add to the carrier torque.
Table
5.4-17 shows the element torque summary for motor thru final drive of
the ACEC electric drive concept during maximum steer conditions.
5-120
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Torques under maximum steer were found by starting with the theoretical torque
required at the drive sprocket and then calculating torque for each drivetrain
element
up
to
the motor
shaft.
The
theoretical torque
at the sprocket
fixed by the turn radius, speed, steering force, and vehicle weight
sical
characteristics.
This
independence
of
theoretical
and phy-
sprocket
allows each concept drivetrain to be evaluated on its merits.
is
torque
This evaluation
is concerned with the ability of a given drivetrain to develop a torque that

would meet or exceed the theoretical torque required under the given turn condition.
The
element
torque
values
shown
in
the
table
are
calculated
described for the straight-forward case with appropriate corrections made
as
for
efficiency.
Table 5.4-18 shows the element torque summary for motor through final drive of
the Garrett drivetrain concept in the straight ahead mode.
The
discussion
Table
5.4-19
of
this
shows
table
the
follows
element
exactly
torque
as
summary
for
for
the
the
ACEC
drivetrain.
Garrett drivetrain
concept in the maximum steer mode.
The
element
torques
for
the Unique
Mobility
19.5 ton concept are
shown in
tables 5.4-20 and 5.4-21.
5.4.8.2
This
40 Ton Torque Tables
section presents
the
torque
calculated
for the
concepts in the straight ahead or maximum steer mode.
40
ton
electric
The rationale and cal-
culation methodology follow as described in the previous section.

tial
difference
between these
two
sets
drive
of calculations
is
The essen-
the size of the
engine and the developed torques due to the greater vehicle weight.
Tables
5.4-22
and
5.4-23
show the
element
torque
summary
for the
Garrett
drivetrain concept in the 40 ton vehicle class.
Tables
5.4-24
and
5.4-25
give
the
element
torque
values
Mobility electric drive concept in the 40 ton vehicle class.
5-123
for
the
Unique
co
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5.131
The
electric
best three
state
of the electric machinery and power electronics
concepts was determined at maximum
input power
speed range for the propulsion and steer modes.
over
5.4-26
40.0
through 5.4-35.
present
concepts
the
are given in tables
vehicle
speed
previous torque tables

ments.
in terms
5.4-32
of
drive
vehicle
Electrical state parameters
for the 19.5 ton concepts are given in tables

ton
the
for the
through 5.4-31
sprocket
RPM
and for
These tables
similar
to
and generally cover the speed range in 100 RPM incre-
The tables include the current, voltage, and firing angle values
appropriate
electric
the
drive
components.
traction motor are presented.
Also
the
torque
and
speed
of
for
each
Finally system efficiency is tabulated for each
concept, which includes on the electrical losses in the system.
5.4.9
Cooling System Analysis
The vehicle cooling system must provide adequate cooling for continuous operation at 0.7 tractive effort and 120OF ambient air temperature as indicated by
the contract requirements.
should
properly
engine.
cool
the
The cooling system of an electric drive vehicle

electric
drive
system
in
addition to cooling the
The vehicle cooling system must therefore be sized to handle the heat
rejection of engine and of the electric transmission.
The cooling system designs presented for the 19.5 and 40.0
ton vehicle con-
cepts are based on engine heat rejection rates of 28 BTU/HP-MIN for the VTA903T engine and 27 BTU/HP-MIN for the AdlOOO engine.
The
heat rejection rate of the electric transmission
ciencies of the components of the system.

ponents
and maximum speed
point of maximum heat

heat
Since the efficiency of most com-
varies with vehicle speed, transmission, heat rejection was computed
at three operating points:

mph),
is based on the effi-
0.70
(45 mph).
rejection.
tractive
effort
(5 mph),
shift
speed
(15
This was done to determine the operating

Once
determined
the
maximum transmission
rejection and the engine heat rejection at full load were used as the
basis for sizing of the vehicle cooling system.
The
cooling
system
concepts
garded as conservative
presented
in the following
subsections
designs and their optimization will
and volume reduction.

5-132
are
re-
result in weight
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The cooling system fan power used for the analysis is 60 HP for the 19.5 ton
vehicle and 120 HP for the 40.0 ton vehicle.
on the air flow rate required for
the cooling system.
inlet
and
5.4.9.1
adequate cooling and the pressure drop in
The pressure drop includes the air flow resistance of the
exhaust grilles,
compartment.
The fan horsepower is dependent
of
the heat
exchanger
core,
and
of
the engine
Fan efficiency was assumed to be 50 percent.
The cooling systems
for the 19.5 and 40.0 ton Garrett transmission concepts
(I-10 and 1-3) were sized based on the maximum heat rejection which occurs in
low gear at 15 miles per hour.
of 4565 BTU/MIN for the
Table 5.4-36 gives the maximum heat rejection
19.5 ton concept 1-10 and 8737 BTU/MIN for the 40.0
concept 1-3.
The power conditioning units

the
drivetrain because
(PCU) are the most temperature sensitive units in
maximum
inlet oil
temperature
is
limited
200 0 F.
to
Therefore, the PCUs need a separate oil to air heat exchanger.
The electrical
drivetrain
heat exchanger
connected
is
to
cooled
using an
the main heat
Figure 5.4-24
oil
to water
exchanger,
which
shell
and
is
water
give the vehicle cooling system schematic.
tube
to
air
These
radiator.
systems use
three heat exchangers as follows:
Oil to air cooler to cool the PCUs
Oil to water cooler to cool the motors, gear boxes, and generator
Water to air cooler to cool engine and drivetrain cooler
A summary of the heat exchanger characteristics is shown in Table 5.4-37.

hydraulic
fluid
is
exchanger,
and
from
pumped
from
the
there
into
a distribution manifold
reservoir into
the tube and shell heat

where
the
flow
branched off into the motors and the generator and back to the reservoir.
figure
5.4-25
for
cooling
flow
diagram.
Tables
5.4-38
and
5.4-39
weight and volume estimates for the 19.5 and 40.0 ton cooling systems.
5-143
The
is
See
present
TABLE 5.4-36.
TRANSMISSION EFFICIENCY AND HEAT
REJECTION FOR GARRETT CONCEPTS
0.7 TE
SHIFT
MAX.
15
45
Gear
Low
Low/High
High
Motor rpm
4600
13800/4600
13800
Generator Eff.
93.5
93.5/93.5
93.5
Transfer Case Eff.
98
98/98
98
PCU Eff.
96
94.5/96
94.5
19.5 Ton (180 Kw)
93
90/93
90
40 Ton (360 Kw)
94
91/94
91
2 Speed Gear Box Eff.
96
96/98
98
System Eff. (19.5 Ton)
78.5
74.8/80.2
76.4
79.4
75.6/81.0
77.2
(19.5 Ton)
3894
4565/3592
7275
(40 Ton)
7395
8737/6803
8170
Vehicle Speed (mph)
Motor Eff.
(40 Ton)
Heat Rejection Rate (BTU/min)
5-144
S Tube and shell cooler
P)
After cooler
~Drive
Air
Engine
Power control
Figure 5.4-24.
5-145
TABLE 5.4-37.
PCU's COOLER
TOIL OUT
TOIL IN
TAIR IN
TAIR OUT
(OF)
(OF)
(OF)
(OF)
AIR FLOW RATE

OIL FLOW RATE
HEAT REJECTION
SIZE
(FPM)
(GPM)
(BTU/MIN)
(INCHES)
HEAT EXCHANGER CHARACTERISTICS FOR

GARRETT CONCEPTS
19.5 TON
40 TON
200
222
125
133
200
222
125
133
2000
12
913
24x24xl.5
2000
24
1825
32x20xl.5
250
306
210
214
250
305
200
206
36
120
3650
33x7.50D
72
160
7000
36.25xll.OD
230
210
133
193
230
200
133
182.5
120
2000
17650
36x36x7.5
160
2000
34000
53x53x7.5
TUBE AND SHELL COOLER

TOIL OUT
TOIL IN
TWATER IN
TWATER OUT
(OF)
(OF)
(OF)
(OF)
OIL FLOW RATE

WATER FLOW RATE
HEAT REJECTION
SIZE
(GPM)
(GPM)
(BTU/MIN)
(INCHES)
SYSTEM COOLER
TWATER IN
TWATER OUT
TAIR IN
TAIR OUT
(OF)
(OF)
(OF)
(OF)
WATER FLOW RATE

AIR VELOCITY
HEAT REJECTION
SIZE
(GPM)
(FPM)
(BTU/MIN)
(INCHES)
5-146
Motor
Distribution
Motor
Gear
B ox
Box
Gear
Box
IFI
CoolrlBo
System Cooler
and
Fo
Figure5.4-25
Coon
eraow Di
orga
eatemFo
5-14P
5-147
um
fr G
Gar
Caet
TABLE 5.4-38.
DESCRIPTION
QUANTITY
UNIT
SYSTEM
UNIT
SYSTEM
VOLUME
VALUE
WEIGHT
WEIGHT
lb
lb
IN3
IN3
Scavenge Pump
6.5
19.5
5.0
15.0
Scavenge Pump Motor
161.0
483.0
18.0
54.0
Manifold
67.5
67.5
7.1
7.1
Check Valve
22.0
66.0
5.0
15.0
Pressure Valve
22.5
45.0
1.5
3.0
Filters
305.3
610.3
13.0
26.0
Dump and By Pass
inline
Valves
40.0
212.0
Gear Pump
Reservoir
Fans and Drives
PCU Cooler
864.0
864.0
17.0
17.0
System Cooler
9720.0
9720.0
254.0
254.0
Tube and Shell
1458.0
1458.0
70.0
70.0
63.0
63.0
1210.0
1210.0
10.0
10.0
160.0
610.0
Cooler
Cool Medium
9 gal
15365.3
TOTAL
5-148
734.1
TABLE 5.4-39.
DESCRIPTION
QUANTITY
UNIT
SYSTEM
UNIT
SYSTEM
VOLUME
VALUE
WEIGHT
WEIGHT
lb
lb
IN3
IN3
Scavenge Pump
10.3
30.9
8.0
24.0
Scavenge Pump Motor
196.0
588.0
22.0
66.0
Manifold
67.5
67.5
7.1
7.1
Check Valve
22.0
66.0
5.0
15.0
Pressure Valve
22.5
45.0
1.5
3.0
Filters
305.3
610.6
13.0
26.0
Dump and By Pass
In Line
In Line
Valves
49.0
264.0
Gear Pump
Reservoir
Fans and Drives
PCU Cooler
1440.0
1440.0
31.0
31.0
System Cooler
21068.0
21068.0
551.0
551.0
Tube and Shell
3445.0
3445.0
90.0
90.0
1728.0
1728.0
22.0
22.0
320.0
1220.0
Cooler
Cool Medium
14 gal
30573.0
TOTAL
5-149
98.3
1302.4
TABLE 5.4-40.

FOR ACEC CONCEPT I-5 (19.5 TON)
BASE
SHIFT
MAX.
15
45
Motor rpm
1886
5660/18860
5660
Gear
Low
Low/High
High
Generator Eff.
93.5
93.5/93.5
93.5
Transfer Case Eff.
98
98/98
98
Rectifier Eff.
98
98/98
98
92.5
95/92.5
95
96
96/98
98
System Eff.
79.7
81.9/81.4
83.6
Heat Rejection Rate (BTU/min)
3677
3278.5/3369
2971
Vehicle Speed (mph)
Motor Eff. (Air Cooled)

2 Speed Gear Box Eff.
5.4.9.2
ACEC concept I-5 for the 19.5 ton vehicle utilizes DC motors and a Garrett pm
generator whose output is rectified to DC.
The motors in this concept are air
cooled while the generator, transfer case, rectifier, and two speed gear box
are oil cooled.
The transmission oil cooling system size is based on a maxi-
mum heat rejection of 3677 BTU/MIN shown in table 5.4-40.

rectifiers
are
cooled first.
the
most
of
sensitive
units,
therefore,
they
are
The powerpack cooling system uses an oil to air cooler for the
drivetrain and a water to

summary
temperature
In this concept the
the
heat
hydraulic fluid is
air cooler
exchanger
for
analysis
the
engine.
(Figure
is
shown
table
in
5.4-26).
5.4-40.
A
The
pumped from the reservoir into the drivetrain cooler and
then into a distribution manifold where the flow is branched off as shown in
figure 5.4-27.
See table 5.4-42 for component size, weight, and volume esti-
mates.
5-150
5.4.9.3
Cooling System - For Unique Mobility Concepts
Concept IV-2 for the 19.5 ton vehicle and concept IV-2 for the 40 ton vehicle
both utilize 192 horsepower air cooled Unique Mobility motors.
These dual path concepts combine both mechanical and electrical drives.
The
efficiency of the mechanical part is a constant 92.0% and the efficiency of

the electrical
contribution
of
part
is 82.7%.
the mechanical
Over
the range of
and
the
electrical paths
vehicle
change
speed,
the
for full load
operation as shown in table 5.4-43.
The total system efficiency ranges from
82.7% to 89.8%
The powerpack cooling system uses an oil
(see table 5.4-44).
to air cooler for the drivetrain and a water to air cooler for the engine
cooling (figure 5.4-28).
A summary of the heat exchanger analysis is shown in
table 5.4-45.
The hydraulic fluid is pumped from the electrical cooler into a distribution
manifold where the flow branches off as shown in figure 5.4-29.
and 5.4-47
present weight and volume estimates
vehicle powerpack cooling systems.
for
Tables 5.4-46
the 19.5 and 40.0 ton
The transmission cooling systems for the
19.5 and 40.0 ton vehicles are based on maximum heat rejection rates of 3134
BTU/Min and 6268 BTU/Min, respectively.
5-151
Air
-- ., ,
Rectifier
Figure 5.4-26.
oSystem
Engine
5-152
Drive
TABLE 5.4-41.

ACEC CONCEPT 1-5
19.5 TON
ELECTRICAL COOLER
TOIL OUT
(OF)
200
TOIL IN
(OF)
219
TAIR IN
(OF)
125
TAIR OUT
(OF)
133
AIR VELOCITY
(FPM)
2000
OIL FLOW RATE
(GPM)
36
HEAT REJECTION
(BTU/MIN)
SIZE
(INCHES)
40x40xl.5
(ft3 7min)
852
2466
MOTOR COOLING
AIR FLOW.
REQUIRED PER MOTOR TAIR
440 F
(OF)
(BTU/MIN)
610
TWATER IN
(OF)
23
TWATER OUT
(OF)
214
TAIR IN
(OF)
133
TAIR OUT
(OF)
193
WATER FLOW RATE
(GPM)
120
AIR VELOCITY
(FPM)
2000
HEAT REJECTION
(BTU/MIN)
14000
SIZE
(INCHES)
HEAT REJECTION RATE

PER MOTOR
SYSTEM COOLER
5-153
32x32x7.5
Gear
Motor
Gear
"Motor
Reservoir
System Cooler
Drive Trai n
Cooler
0
Generatorne
Scavenge
Pump
Figure 5.4-27.
Cooling System Flow Diagram for ACEC Concept
5-154
Pump
m
.0I
In
n 44i
rI
CV
c4
m- 0
E-I
Lc)
r-
E-4n
Hpa
Hn
%0N
Hn
InI
SE-4
E-4
>
Inenc
nn
H
r-
E-4
en
r-
C0
to
n
4'
to
0
H0
I
H
n
H
m'
in
00 o
w
N
%0i
I
N
tO
W,
m-
r-
0
E-4
Inn
>0'
In
O
LIn
N
C4
t-
cv
In
0
n
in
H
0
m~ N
0
1
00
Ln
1
co
'0
In
HH
~m'
p~
m~ Hi
H- O
00
to
14
02
0
00>1
404
0
H-
E-4
t4
tP
0-
U
U,
0 0
.
00
>
C.
rI
0
4-4
.4
(a 0
$4i
04
H1
00
$4d
in
w4
M2
02
.41
04
L)
a4
>'
X4
0 0
OH
w~ -4*4 1
5-155
04
$4
to0
0D
0
.,4
>'
$4
0)
02
01
04
H
H0
0
0~~-i
u c.
S3 .- I
u4
0
4iJ
W2
0
(
Ck
0
H
r-
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'
(1
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*-4
* - 4
0 41
0'
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E-4
TABLE 5.4-43.
DUAL PATH TRANSMISSION POWER DISTRIBUTION
19.5 TON UNIQUE MOBILITY CONCEPT
Vehicle Speed
Mechanical Power
Electrical Power
192
10
192
15
192
20
148
44
25
119
73
30
99
93
35
85
107
40
74
118
45
66
126
Total Horsepower Required is 192 H.p.
TABLE 5.4-44.
TRANSMISSION EFFICIENCY AND HEAT REJECTION FOR

UNIQUE MOBILITY CONCEPTS
BASE
Vehicle Speed (mph)
MAX.
15
45
1119
3360/759
7480
Elect,
Elect/Mech.
Elec/Mech.
93.5
93.5-92.0
93.5-92.0
Transfer Case Eff.
98
93.5-92.0
93.5-92.0
Rectifier
98
98-92.0
98-92.0
Motor Controller
98
98-92.0
98-92.0
Motor
96
96-92.0
96-92.0
Single Speed G.B.
98
98-92.0
98-92.0
System Efficiency
82.7
82.7/89.8
85.9
Heat Rejection Rate (BTU/MIN)
3134
3134/1848
2554
Motor rpm
Generator Eff.
5-156
.*-
Air
-m
Engine
Drive
Sse
Figure 5.4-28.
Cooling System for Unique Mobility Concepts
5-157
TABLE 5.4-45.

UNIQUE MOBILITY CONCEPTS
19.5 TON
40 TON
DRIVE SYSTEM COOLER
TOIL OUT
(OF)
200
200
TOIL IN
(OF)
29
29
TAIR IN
(OF)
125
125
TAIR OUT
(OF)
133
138
AIR VELOCITY
(FPM)
2000
2000
OIL FLOW RATE
(GPM)
24
48
HEAT REJECTION
(BTU/MIN)
2497
4994
SIZE
(INCHES)
40x36xl.5
42x40x3
500
1000
TUBE AND MOTOR COOLING
AIR FLOW
(FT 3 /IN)
REQUIRED PER MOTOR

TAIR
(OF)
39
39
HEAT REJECTION
(BTU/MIN)
318
636
TWATER IN
(OF)
230
230
TWATER OUT
(OF)
214
207
TAIR IN
(OF)
133
138
TAIR OUT
(OF)
193
185
WATER FLOW RATE
(GPM)
120
160
AIR VELOCITY
(FPM)
2000
2000
HEAT REJECTION
(BTU/MIN)
14000
27000
SIZE
(INCHES)
32x32x7.5
50x51x7.5
RATE PER MOTOR
SYSTEM COOLER
5-158
Gear
Motor
Contr.
Contr.
Motor
Gear
System Cooler
Drive Train
CoolerGenerator
Enin
OScavenge
Pump
Pump
Figure 5.4-29
Cooling System Flow Diagram for Unique Mobility Concepts
5-159
1n
r-
V-
it4
r-4
-4
U )
0
1.4
c)
4n
it
t'
w
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-mI
) 0
Go
E-4
'
0
N
N
E-4
a4
Wz
E-4
E-4
wt
i
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N
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E-4
C4
t-
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en)
II
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93
r-
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O
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1
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Ln
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4.4: m-
el
'-4
E-4.0
40
to4
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i*-
(n)
N4
m"
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1-I
1.ito
43
too4
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Propulsion System Control Logic
5.4.10
The electric propulsion "system" consists of the prime mover,
the electric
generator, the power conditioning unit(s), the traction motor(s), the torque
multiplication/speed reduction gearbox(es), and the final drives.
The propul-
sion system is controlled by an electronic control unit (ECU) which in turn is

The electronic control unit generates all
controlled by the vehicle driver.

system
control
signals;
signals; receives all system input, feedback, and monitoring
and coordinates
all
system
protection
functions.
The
electronic
control unit receives its primary control-input signals to accelerate, brake,

and steer from the vehicle driver.
signals into
It then translates these driver generated
corresponding electronic signals which control the prime mover
input fuel rate,
the power electronic
devices within the drivetrain power
conditioning units, and the electric or hydraulic actuators within brake and
gear shifting units.
The detailed operation of the propulsion system is thus
determined by the control logic of the electronic control unit.
In this sec-
tion we describe the control logic for the three best electric drive concepts
determined by our concept screening methodology.
The layouts of these three
best concepts are described in sections 5.4.1 through 5.4.5 of this report.
Of particular note is the choice of a permanent magnet synchronous generator
and a series connection scheme
for the traction motor PCU's
(or just the
traction motors in the case of the ACEC concept) for all three "best" conThis choice enables a common control scheme to be specified for all
cepts.
three concepts.
This common control scheme is described in the remainder of
this section.
A driver input command for more tractive effort results in an ECU command tothe traction motors for more output torque.
In the case of an AC traction
motor, this ECU command increases the "torque angle" of the machine.
angle
refers to the angular position of
magnetic
field
the synchronously
(created by the stator AC currents)
magnetic field (created by the permanent magnets).

tion
occurs
positions
whenever the stator and
at 900 by
attained by an increase in the field flux.
5-162
geometry
rotating stator
relative
to
the rotor
The maximum torque posi-
rotor magnetic
the commutator/brush
Torque
fields
so
are aligned
increased
torque
in
is
In either the AC or DC traction
motors, increased traction motor output results in a corresponding increase in

generator output and therefore a greater load on the prime mover.
The input
fuel rate control logic senses this increased load and raises the input fuel
rate
to compensate
it.
The
logic is
such that the prime mover is always
operated at its maximum efficiency point for a given level of
steady-state
output.
A driver input command for a steer maneuver results in an ECU command to the
traction
motors
for
differential
output
torque.
This
command
addition to a steady state or an increased traction command.
can
be
an
Differential
torque is attained via differential torque angles in AC machines or differential field fluxes
in DC machines.
If
the steer command is of
sufficient
magnitude the inside track traction motor will become a generator and transfer
the inside track "brake" power through the electric drivetrain to the outside
track motor.
If the steer maneuver results in an increased total traction
motor output there will be

output
and
a corresponding
increase
therefore an increased prime mover
load.
in the main generator

As
in the increased
traction command action, this increase in prime mover load is compensated by

an increase in the prime mover fuel rate.
Again, the prime mover is operated
at its maximum efficiency point for the given level of steady-state load.
To give the detailed control logic of the drivetrain, models must first be
developed
for the individual elements.
These models
standard electrical engineering texts so

here.
are given in several
their derivation is only outlined
The models needed are for PM AC machines operated with current source
controlled
machines.
converters
at
their
terminals
and
for
separately
excited
DC
These models are discussed in the following paragraphs.
A permanent magnet synchronous AC machine develops an AC internal (back emf)

voltage proportional to machine speed (w).
In the ideal case, this machine
would operate with no winding resistance or output inductance.
Figure 5.4-30
depicts a schematic of this machine with a current source controlled converter

at the terminals.
Referring to this figure, the converter DC terminal voltage VDC
is
propor-
tional to the AC machine internal voltage and to the cosine of the "firing
5-163
Smoothing
Reactor
DC
ZZ-41+
AC Machine
Six Pulse Controlled Converter
Figure 5.4-30.
angle," cos O<,
PM AC Machine with Controlled Converter
of the converter.
between a reference
The firing anglecA is the electrical angle
point on the machine internal voltage waveform and the
time of firing of the corresponding power electronic device (shown as SCR's in

figure 5.4-30)
in the controlled converter.
The DC output voltage VDC for a
realistic AC machine is degraded from the ideal value by a component that is

proportional to the DC output current-IDC, the machine speed, and the output.
inductance
of the machine.
Presence of
output
inductance
in
the
machine
winding effectively forces periods of simultaneous conduction of two switching

elements in either the top or bottom half of the six-pulse bridge shown in
figure
5.4-30;
whereas
the normal mode of conversion
is a single
conducting in either the top or bottom half at any one

taneous
which
conduction
degrades
machine.
the
period
DC
is termed an overlap period.
output
voltage
is
the
winding
time.
This
element
simul-
Another component
resistance
of
the
This component is also proportional to the DC output current IDC.
For a generator controlled converter, this can be expressed in equation form

as:
5-164
VDC = EgWgCOSo
-(WgRug+Rsg) IDC
Eg is the machine internal voltage constant, Wg is the generator speed, Rug is

the overlap resistance per unit speed (proportional to machine winding output
inductance),
and Rsg is proportional
to
machine winding
resistance.
This
equation can be represented by an equivalent DC electrical circuit shown as

figure 5.4-31.
wR
Rg
'DC
egWg COSC(
Figure 5.4-31.
-.-
DC Equivalent Circuit of a Permanent Magnet Generator
Operating into a Current Source Controlled Converter

The presence of the voltage drop due to converter overlap is not a power loss
voltage drop such as that due to the winding loss resistor Rsg, and therefore
it cannot be counted in efficiency calculations.
It must be counted, however,
in the power production calculations, i.e., as the developed or air-gap power

Pg of the generator given by:
Pg = (EgWg CosK -WgRugIDC) IDC
The machine/converter efficiency is thus given by:
5-165
g-RsgIDC 2
Generator/converter efficiency =
Pg
For motor operation, it is convenient to reverse the reference direction of

the DC current
IDC and define
an inverter firing angle
3 = 1800 - o.
The
resulting equation is:
VDC = (WgRum+Rsm) IDC + EmWmcos a
Em is the machine internal voltage constant, Wm is the motor speed, Rum is the
overlap resistance per unit speed (proportional to winding output inductance)
and Rsm is proportional to machine winding resistance.
This equation can be
represented by the equivalent DC electrical circuit shown in Figure 5.4-32.
emw cos
~DCeWCo,
DC
Figure 5.4-32.
Motor Operated from a Current Source Controlled Converter
5-166
As with the generator, the equivalent
resistance Wm Rum does
not
degrade
efficiency so the motor output shaft power is obtained from:
Pm = (EmWm cosB + WmRumIDC) IDC
The motor/converter efficiency is expressed by:
Motor/generator efficiency =PM
Pm + Rsm(IDC)
Unlike
the
generator/converter
motor/converter
voltage
source
angle", B, cannot be pushed arbitrarily close to zero degrees.

process which occurs immediately after firing, requires
time for completion.
"firing
The overlap
a finite amount of
If B is too small, this overlap process will spill over
into the next firing period and cause what is known as a commutation failure
which results in an effective short circuit as the inverter input.
For this
reason, B is generally restricted to be at least as large as 30 electrical

degrees.
This insures that the converter will run as an inverter when needed
and in a controlled manner.

Separately excited DC machines
have their field flux (or field excitation)
supplied by a "separate" source of DC current.
Typically, at full field flux,
this separate source must supply only one to two percent of the full machine
output rating to the field winding.
The internal machine armature voltage or
back emf, is proportional to the field flux and to the machine speed, and as
with the AC machine, there is a winding resistive loss voltage drop between
the machine internal voltage and the terminal voltage.
In equation form and
with motor notation, this effective voltage can be expressed as:
VDC = IDC Rsm
Ka0 fWm
where IDC is the DC current, Rsm is the winding resistance, Ka is the machine
internal proportionality constant, Of is the field flux and Wm is the shaft
speed.
The equivalent
circuit which represents
Figure 5.4-33.
5-167
this equation is given
in
Rm
0+
IDC
k8
Figure 5.4-33.
DC Equivalent Circuit of a DC
separately Excited Machine

By reversing the polarity of the field flux, this machine becomes a generator
and delivers power to the DC network.
As a motor, the efficiency is:

Ka0 fWm
Motor efficiency =
KaOfWm + Rsm IDC
While as a generator, the efficiency is:

Ka0 fWm - Rsm IDC
Generator Efficiency
Ka0 fWm
5.4.10.1
Electric Machine/PCU Scheduling.
The machine and PCU models developed in the previous section are combined into
complete electric drivetrains in Figures 5.4-34 and 5.4-35.
Figure 5.4-34 is
the generic equivalent circuit for the Garrett 19.5 Ton and 40 Ton Configura-
5-168
tion I concepts and for the Unique Mobility 19.5 Ton and 40 Ton Configuration
IV concepts.
Figure 5.4-35 is the equivalent circuit of the ACEC 19.5 Ton
Configuration I concept.
One motor in each drivetrain is designated as the
"Outside" motor and the other as the "inside" motor.
These designations are
for control descriptions only.

In an actual system, either motor, depending on the direction of a particular
turn, can assume the rolq of the outside machine, while the other would be the
inside machine.
noted.
The similarity between the AC and DC drive concepts should be
In particular, the similar functions of the AC machine inverter firing
angle control, cosS, and DC machine field flux control, Of should be noted.
In fact, a completely generic electric drivetrain equivalent circuit can now
be defined.
One circuit will serve to describe the workings of both the AC
drive and the DC drive concepts.

5.4-36.
This generic
circuit
is
shown in Figure
In comparison with the AC drive circuit shown in Figure 5.4-34, the
control variable
is identified with the cosine
of the
inverter
firing
angle, and the resistor Rsm with the total AC resistance Rsm + WmRum.
If the
Yo
DC drive circuit of Figure 5.4-35, is to be compared, then the proportionality

constant
Em is
variable Pe
identified with
the
armature
constant
is identified with the field flux Of.
drive there are physical limitations on cosB, -1
Ka
and
the
control
Of course in an actual
cosB i
voltage and saturation limits Of, -Of max < Of < Of max.
cos 300,
and over
These limits can be
managed in the actual circuits by placing appropriate hard limits in the ECU
control
scheme.
logic.
The
Assuming
components.
intent here is to show only the basics of the control

simple
proportional
These are:
= Kt x TE (demand)
and
xAV
= K&V
(demand)
Thus
0o=
and
Y~v
i= yV
- ?AV
5-169
control,
the
variable
has
two
Where Kt is the gain constant for the tractive effort control and K
constant for
gain
differential
speed, AV
or
is the
The demand
steer control.
tractive effort signal, TE (demand) is a driver input, such as that from an

accelerator foot pedal.
The demand differential
speed signal, AV
It should be
is also a driver input, such as that from a steering wheel.

noted
that
both TE
(demand) and AV
(demand) can be
(demand),
negative,
indicating
desired reverse speed and an opposite side turn, respectively.

The DC
mover
IDC
current
speed.
This
is maintained at a level
is accomplished by
to prime
that is proportional
the generator controlled
control of
rectifier firing angle, i.e., variation of cosCK
Rm
W9
COS
WnM R cm
COS Bo
9emwrn
w
em Wmi COS1
Inside
Figure 5.4-34.
AC Equivalent Circuit of ACEC Drive
Rm
Wg9R Cg
Rg9
aONW
+
-
egWg COS 0(
V DC
-outside
ID
Rm
inside
Figure 5.4-35.
DC Equivalent Circuit of Garrett
and Unique Mobility Drives
5-170
Rm
O
w IR C'
R9
EmW o
outside
egWgCOS d
Rm
E m lm'~I
inside
Figure 5.4-36.
Generic DC Equivalent Circuit Suitable for ACEC,

Garrett, and Unique Mobility Drives
The DC current is expressed by:
IDC (desired) = IDCmaxWg/Wgmax
Therefore, the rectifier firing angle can be expressed as:
cosc
= IDC (desired) x (2 Rsm + Rsg + WgRug) + Em(
Wmo+
Wmi)
EgWg
The cosine of the firing angle must be maintained within the following bounds
to satisfy physical and inverter operation limitation:
cos(15 0 )<cosaC
(1
The entire electric drive control for a given generator

been
specified.
It
remains
to
translate
the
control
speed, Wg, has now

signals
respective actual variables for an actual AC or DC drive system.
to
their
An example
of the Garrett 19.5 Ton AC system using this method of control is given in
section 5.4.11.6 of this report.
5-171
5.4.10.2
Engine Scheduling
Since an electric transmission

the prime mover
consumption
rate
is a pure continuously variable transmission,
can
be
scheduled
at
any
given
such
level
that
of
it maintains
steady-state
its
power
optimum
demand.
fuel
During
non-steady-state operation, i.e., vehicle acceleration and braking, the engine

is scheduled for performance
mesh
the performance
and
rather than economy.
economy
requirements
It is an ECU function to
and
to
coordinate
the
prime
mover input fuel rate with vehicle dynamics.
To achieve optimum fuel economy in a steady-state condition the ECU must have
within
its
internal
characteristics
of
"memory"
the
knowledge
vehicle engine.
of
the
This
optimum
information
graphically in what is commonly referred to as a fuel map.
fuel
can
consumption
be
displayed
The fuel maps for
the two prime movers used in this study, the 500 HP VT-903 and
its upgraded
1000
5.4-38.
HP
version
contours
of
the
AD 1000,
constant
brake
are given in figures
specific
fuel
5.4-37
consumption
and
(BSFC)
in
The
units
of
LB/(HP*HR) in these figures are contours of constant engine efficiency.
From these contours it can be seen that for any given level of engine
power
there is
output
one "optimum" operating speed, a speed at which the power is
attained at a minimum fuel consumption rate.
These optimum engine speeds for
the VT-903 and the AD-1000, as a function of output power, are also given in
figures 5.4-37 and 5.4-38.
To
schedule the engine
at its optimum fuel economy point, or its maximum or
minimum (engine braking) performance point the ECU will drive

rate
(FR)
at
a value
alternator power
that
is
based on
(Pgen demand) and the
the difference
optimum
to
as
the
optimum
"present",
if
alternator power
increased.
the demand
alternator
at the present engine
If the demand alternator power
fuel
rate will
than the engine
power
demand
(Pgen opt)
greater
than
the
rate will be
than the present optimum

If the demand power is
at the optimum speed and the
be maintained at its present value.
5-172
is
speed the fuel
is less
is
power
the
fuel
At any given time, referred
alternator power then the fuel rate will be decreased.

equal to the optimum power
between
alternator
which is a function of the present engine speed.
the input
This
control, negative
77
r
4r.
L-t
L
_7
..-L4
4-4
-4
-z:
-H
Fr-+
-
7-+-4
L
.4
t-T
44j
Lt
::
J-4-
4-
tt
LEI
714-
LOCUS OF
OPTIMUM FUE1,
ECONOMY
'i L4
7t
r
r-7
L L
7
4L-
4,
6e L-1
-7
.011
L.r
A 'I
7
-T
Figure 5.4-37.
Fuel Map for VTA-903T Engine
5-173
***.
ECOOM
OPTIMUMFUE
. 14.
. .
4I
0,
I.............
Ma
Fue
Figur
5.-8
174
oA10
.Egn
feedback, will
maintain optimum
for maximum
allow
dynamic
fuel
performance
economy in the steady-state but

operation,
limiting demand power operating points.
driving the
thus
input
fuel
rate
to
its
minimum
value.
control is given in figure 5.4-39.
at
(rated value) throughout the
rate to its maximum value, while during
engine braking, the demand power would be negative,

fuel
operation
For example, during a dash the demand
alternator power would be at its maximum value

dash,
by continued
still
block diagram
thus
driving
input
fuel
rate
showing this
the
In an actual vehicle all computations and
logic decisions would be done by the ECU.
Also, the type of control shown in
figure 5.4-39 is known as proportional control; in an actual vehicle the fuel

rate
signal
could
also
be
made
proportional
difference between Pgen demand and Pgen opt*
to
the
time
integral
of
the
This would be done to improve
the dynamic response of the fuel rate control loop.
5.4.11
Vehicle Performance
The performance of 19.5 and 40.0 ton combat vehicles,
incorporating the best
electric transmissions concepts from this study, is presented in the following

sub-sections.
The
performance
aspects
discussed
acceleration, speed on grade, and grade startability.
are
tractive
effort,
The vehicle performance
presented is based on 427 and 855 net horsepower supplied to the transmission
concepts
tively.
at full
load conditions
for the 19.5 and 40.0 ton vehicles respec-
Also, the performance presented for the 19.5 and 40.0 ton vehicles is
based on the following characteristics and assumptions.
1.
Sprocket Pitch Diameter
24 Inches
2.
Final Drive Ratio
4:1
3.
Final Drive Efficiency
98%
4.
Rolling Resistance
100 Pound Per Ton
5.
Aerodynamic Resistance
Neglected
6.
Hard Surface Condition
5.4.11.1
Tractive Effort
The continuous tractive effort obtained from the three best concept applied to
the 19.5 and 40.0 ton baseline vehicles are compared to the contract tractive
5-175
effort requirements in figures 5.4-40 thru 5.4-44.
The Unique Mobility con-
cepts for the 19.5 and 40.0 ton vehicle applications come close to satisfying
the tractive effort requirements.
5.4-44)
These concepts (shown in figures 5.4-42 and
satisfy the requirements above 15 miles per hour, but from zero to 15
miles per hour they are 4 to 6 percent below the requirement.
This
deficit
can be corrected by supplying additional power to the transmission - 25 horsepower
to
the
19.5
ton vehicle
transmission
efficient 40 ton vehicle transmission.
and
15 horsepower
to
the more
The additional power can be obtained
by uprating the engine and/or optimizing the cooling system to reduce cooling
Drivr Inputs
fan power requirements.
+ P
Signals
SAlternatW
Calculate Optimum
' Pow
Constant
Me
in
(Tpm
damping
ical Equation Of Motion For The Enine/Alternator
Figure 5.4-39.
i~
Control Block Diagram for Engine
Fuel-Rate Scheduling
I SpeedI
prime mover output torque, Tgen

and auxiliary
ECU
Electrical
Fuel aopt
F ln
Prime
T
load torque,
alternator load torque, Taux
combined equivalent engine,
case and alternator rotational inertia)
5-176
II
engine
transfer
365 REQUIRED SPROCKET HORSEPOWER

---ACEC CONCEPT 1-5
30'
-T
151
101
r0
Fiur
1017
0A0506
20
5.-0
19.
To
.CCocp
REQUIRED SPROCKET HORSEPOWER
-365
-4-
30
GARRETT CONCEPT I-10
TT17
-T
20...
:. ::7F
--
10-25
--
-7-
77 -
... ......
5~~
.. . .. . .
10
20-
VEIL
SPE
MPH
195TnGretCnetI1
_iur
5.-1
Efor
Trctv
15
40506
-0
Vesu
I5K17-
Veil
pe

30__*
I .
I.
.--
..
....
I.m
20~~~
15_
'
4. W.I
5.
........-
..... ...
. .
7T
010
VEHICLE SPEED
Figure 5.4-42.
40
30
20
-MPH
19.5 Ton Unique Mobility Concept IV-2
Tractive Effort Versus Vehicle Speed
5-179
50
60

GARRETT CONCEPT 1-3
--
60
.7-I
50
-0
______
.. .
.... ..
______
o
o
E-.------I_
--
VEIL
20ue5.-3
40.
SPE
-~------18
Ton GartIonet
.racivEfotesuehce
10
50.6
40
30
0E1-2
pe
-730
REQUIRED SPROCKET HORSEPOWER
---
60
50
-------
.... ....
'-44.
E-4
202
.j. .......
-~~
0-
10_
10ctv
.74
203006
VEIL
Fi
SPE
MPH
oiiyCnetI-
00TnUiu
EfotVru
eil-pe
5-18
The 19.5 ton ACEC Concept 1-5

the tractive
(figure 5.4-40) also comes
close to satisfying
effort requirement and is 4 to 6 below requirements.
deficit can be corrected
with
an
additional
25
horsepower
Again the
supplied
at
the
transmission input.
The Garrett concepts for 19.5 and 40.0 ton vehicle application (figures 5.4-41
and 5.4-43)
fall 9 to 11 percent below the tractive effort requirements and
can be corrected by'supplying additional horsepower at the transmission of 48

and 36 horsepower respectively.
All of the best three concepts exceed the maximum intermittent traction effort
requirement of 1.2 times gross vehicle weight.
5.4.11.2
The
Acceleration
acceleration
utilizing
the
time
three
values
best
for
the
19.5
transmission
and
concepts
40.0
ton
were
baseline
determined
vehicles
for
the
following conditions:
A.
Zero to 20 miles per hour in the forward direction (7 seconds or less

required).
B.
Zero to 10 miles per hour in the reverse direction (5 seconds or less

required).
The equivalent inertia of the running gear (track, drive sprockets, and roadwheels) used in the determination is 131 lb-ft-sec 2 for the 19.5 ton vehicle
and 285 lb-ft-sec 2
for the 40.0 ton vehicle.
Also the equivalent inertia of
the traction motor and gear system is determined as the product of the motor
inertia and the square of the reduction ratio of the gear system.
concepts with gear
For those
shift, namely the Garret, and ACEC concepts a 0.20 second
and a 0.50 second shift delay was
used respectively.
Power
from the engine
generator set is assumed instantaneously available on demand.
The acceleration times for the 19.5 and 40.0 ton vehicles with electric transmissions starting in low and high gear are presented in table 5.4-48.
5-182
The
Unique
Mobility
requirements.
hour
concepts
The Garrett
requirement
and
the ACEC
concepts do not
concept satisfy all acceleration
(7 seconds or less)
satisfy the
zero to
20 mile
per
starting in low gear; however, they do
satisfy the requirement when starting in high gear.
The best acceleration times for the zero to 20 mile per hour case are 4.50
seconds for the 19.5 ACEC Concept 1-5 in high gear and 4.39 seconds
for the
40.0 ton Unique Mobility Concept IV-2.
TABLE 5.4-48.
ACCELERATION TIMES FOR 19.5 TON

AND 40.0 TON VEHICLES
Acceleration Time in Seconds

0 to 20 MPH
0 to 10 MPH
Forward
Reverse
Low
Low
19.5 Ton Vehicle
ACEC Concept 1-5
6.98
4.50
1.91
1.17
Garret Concept 1-10
8.66
5.12
2.60
1.36
4.85
1.11
Garret Concept 1-3
8.17
4.99
2.33
1.29
4.39
1.10
40.0 Ton Vehicle
5.4.11.3
Speed on Grade
The maximum speed on various grades for the 19.5 and 40.0 ton vehicle concepts
are presented in table 5.4-49.
The effect of air resistance was neglected in
the determination of maximum speed.
5-183
TABLE 5.4-49.
MAXIMUM SPEED ON GRADE
FOR 19.5 AND 40.0 TON VEHICLE
Maximum Speed MPH

Vehicle Category
10% Grade
20% Grade
60% Grade
ACEC Concept 1-5
22.0
13.5
5.5
Garret Concept 1-10
21.0
12.5
5.4
24.0
15.0
5.6
Garret Concept 1-3
21.5
12.5
5.5
24.5
15.0
5.7
19.5 Ton Vehicle
40.0 Ton Vehicle
All vehicle concepts have good maximum speed on grade values with the unique
mobility concepts possessing the highest values.
5.4.11.4
The
Grade startability
intermittent
capability
of
the
electric
transmission
concepts
provides
excellent grade startability for the 19.5 and 40.0 ton vehicle applications.
The Garrett and ACEC concepts use traction motors which. can produce up to 3
times
rated
torque
for
a maximum
duration
of
30
seconds while
the Unique
Mobility traction motor can produce 2 times rated torque for short time duty.
The
maximum
intermittent
torque
(or
tractive
effort)
is
available
vehicle speeds and is dependent on the transmission input power.

presents
the
primary
grade
startability
characteristics
of
electric drive concepts applied to 19.5 and 40.0 ton vehicles.
5-184
the
at
low
Table 4.4-50
three
best
TABLE 5.4-50.
GRADE STARTABILITY CHARACTERISTICS FOR

19.5 and 40.0 TON VEHICLES
Initial
Acceleration on
Maximum Tractive
Effort
Pounds
60% Grade
Required
Actual
Ft/Sec-_
ACEC Concept 1-5
46,700
76,500
17.8*
Garret Concept 1-10
46,700
73,500
13o11*
46,700
49,000
17.6
Garret Concept 1-3
96,000
149,000
14.3*
96,000
101,000
17.6
Vehicle Category
19.5 Ton Vehicle
40.0 Ton Vehicle
* Starting in Low Gear
The maximum tractive effort provided by the three best concepts in all cases
exceed the requirements.
Table
5.4-50
presents
initial
acceleration
for the three best concepts starting from rest on a 60 percent grade.
initial acceleration values include the effects of rolling
and
resistance,
inertia).
inertia
resistance
values.
These
resistance, grade
(including translational
and
rotational
The ACEC and Unique Mobility concepts provide the highest accelera-
tion values.
The Garrett concepts have lower initial acceleration values due
to high effective rotational
inertia produced by the 65.7:1 reduction
between traction motor output and final drive output.
5-185
ratio
5.4.11.5
Propulsion and Steer Schematic with Power Flow Path
This section describes the power flow path of the best three concepts
propulsion and
steer modes.
Also
that comprise each concept are

Detailed
discussion
on
these
the mechanical
and
their
mance, weight, volume, reliability, and safety

report.
However,
to
help
and electrical components
illustrated in the figures
components
enhance
in the
are
of
this
section.
significance for perforfound
understanding
of
elsewhere
these
in
power
this
flows,
appropriate comments will be included in this section.
Figures 5.4-45 and 5.4-46 show the power flow schematics for the 19.5 ton ACEC
concept in low and high gear respectively.
The figures show that the traction
motors are supplied power (via flexible cables) from the generator so that the
conventional mechanical drive
line between engine and
nated in this concept design.
final drive
is
elimi-
The low and high gear power paths are distin-
guished by application of the clutches in the planetary gear
set of the two
speed gearbox shown in the figure.
Figures 5.4-47 and 5.4-48 show. the power flow schematics for the 19.5 ton and
40 ton Garrett concepts in the low and high gear respectively.
This concept
uses two separate planetary gear sets located in the two speed gearbox.
and
high
gear
power
paths
are
distinguished
patches of the secondary planetary.
by application
of
the
Low
clutch
This concept also eliminates the need for
a conventional mechanical drive line.
Figures
5.4-49 and
5.4-50
show the power
flow
schematics
for
the
19.5
ton.
Unique Mobility concept in pure electric mode and in electric-mechanical mode

respectively.
This dual path concept has independant mechanical and electric
power flow paths.
When the vehicle is operated in pure electric mode (0 to 15
mph), the mechanical drive shaft is disengaged and tractive power to the drive
sprockets is
supplied exclusively
from the generator to the traction motors.
In electric-mechanical mode (15 to 45 mph), power to the sprockets is supplied

in
parallel
carrying
by
the
motor
proportionally
and
the
greater
mechanical
share
increasing vehicle speed.
5-186
of
drive
the
load
shaft with
under
the
motor
conditions
of
-F
. - 0
1
cc a
R R
-~~
5-18
~.
UI
(n-..-
Figure 5.4-46.

19.5 Ton ACEC Concept
5-188
UuJ
LiU
5-189
EI
,,
0
-j
U.
Figure 5.4-48.
5-190
10
..
I I
I_.
F4
-..
--
(LowSped),.5 Tn.Uiqe
Figure 5.4-49.
Power Flow Schematic
Electrical Path ONLY
5-191
3t-
--
Figure 5.4-50.
Power Flow Schematic Electro-Nechanical
Path (High Speed), 19.5 Ton Unique Mobility Concept
5-192
Figures 5.4-51 and 5.4-52 show the power flow schematics for the 40 ton Unique
This drive train
Mobility concept in electric and electric-mechanical modes.
concept performs exactly as described for the lighter vehicle class.
However,
it was desirable to use two motors at each final drive sprocket to avoid high
gear tooth loads.
5.4.11.6
We
Simulation of Electric Drive Dynamic Performance
demonstrate
the
control
and
scheduling
algorithms
discussed in sections
5.4.10, 5.4.10.1, and 5.4.10.2 by presenting typical results from a simulation

computer program that
of motion for the
integrates the mechanical equations
prime mover/alternator, traction motors/vehicle systems.
These equations
of
motion are given below:
Sdwg
Tpm - Tgen - Taux
(A)
=Fmout + Fmin - Ft
(B)
=Fmout + Fmin - Fs
(C)
dt
and M
d
dt
d
dt
where
J
equivalent moment of rotary inertia of the prime mover/alternator combination measured at the alternator shaft,
Wg
alternator shaft speed,
t=
time
Tpm
prime mover drive torque at the alternator shaft,
Tgen
alternator air gap (i.e., load) torque,
Taux
damping and auxiliary load torque measured

shaft,
5-193
at the alternator
d--
Uz
UL
(nI
tJU
U
Figure 5.4-51.
Power Flow Schematic Electro-Path
ONLY (Low Speed),
40.0 Ton Unique Mobility Concept
5-194
-Ht.
75
Figure 5.4-52.
Power Flow Schematic
Electro-IMechanical
Path (High Speed), 40.0 Ton Unique Mobility Concept
5-195
total
equivalent
including
vehicle mass,
inertia
rotational
contributions from the traction motors and gear reduction sets.

average of outside and inside
mean vehicle land speed (i.e.,
track velocities),
Fmout
traction force exerted by outside track,
Fmin
traction force exerted by inside track,
Ft
traction
force
retarding
rolling
to
due
resistance,
grade
resistance, air resistance, etc. (assumed equal to 100 lbs/ton

for level hard surface),
equivalent turbine moment of inertia for the vehicle about a
central vertical axis (assumed equal to 33000 slug ft2 for the
19.5 ton vehicle),
Fs
The
difference between outside and inside track velocities,
slewing resistance force (see ATAC Technical Report No. 10969).
coupling
the
between
prime
motor/vehicle system is the electric drive train.

DC
representation of
chosen
in this
the electric
study
are
given
system
mover/alternator
drive
in
trains
figures
Simple
of
and
traction
the
schematics for the
the three best concepts
5.4-32
and
5.4-33
in
section
From these schematics we see that the coupling terms

Tgen, Fmout, and Fmin can be determined at any time by the solution of a very
5.4.10.1 of this report.
simple DC electrical circuit.
Note that the track force terms Fmout and Fmin
are directly proportional to their respective traction motor output torque.

The proportionality factors are products of the respective speed reduction
ratios
(motor shaft speed to sprocket speed) and the
drive sprocket radius.
inverse
of the track
For the case of simple straight ahead motion equations
A and B, the equations of the electric drive equivalent circuit and the control equations for the prime mover input fuel rate, the alternator controlled
converter
firing angle
and the traction motor
5-196
controlled
converter
firing
angles* must all be solved simultaneously in order to truly simulate vehicle

motion.
For
the
case
of
motion
with both
translational
and
rotational
(steering) components equation C must be added to the solution set.

As a specific example consider the 19.5 ton Garret concept.
We repeat the
schematic for this concept in figure 5.4-53, but in this case we supply the
actual values
for
the
circuit
elements.
However,
these values
normalized system commonly employed in electric power

element values are dimensionless.
the per
unit
system.
normalized element
constant
or
variables,
base
To
value
value.
problems wherein
all
This dimensionless system is referred to as
obtain
the
actual
circuit
must be multiplied by its

If we
are in a
choose
the
base
element
respective
values
of
value
each
normalizing
the
circuit
(power, torque, machine speed, current, voltage, etc.) to be near
or equal to their respective
rated
circuit variables will be near unity.

we can derive base
values
values
then
near
rated
operation
all
Also from these base circuit variables
for the circuit elements.
For example,
a base
resistance is defined as:
3
Rbase =
Where
Rbase,
base /Ibase =
Ibase,
and
base /Ibase
Pbase
are
the
network voltage base,
current base and the network power base respectively.
the network
For the Garrett 19.5
ton vehicle we choose.
Pbase
500 HP = rated prime mover power,
Wgbase
18000 RPM = rated alternator speed
Wmbase
4600 RPM = lowest speed at which rated motor power can be

attained,
Vbase
840 = rated input voltage to the series connected motor PCU's.
5-197
Rm
Wg R~g
Wmo Rcm
emwmo COS 13o
RPg
-A-
eg~ COc (
usd
VDC
ICwm
c
emwmi COSi
-
Figure 5.4-53.
An Equivalent Electrical DC Circuit of the
Garrett 19.5 Ton Concept Electric Drive Train
5-198
inside
This
Ibase = Pbase/Vbase = 444 amps

Rbase = Vbase/Ibase = 1.89
the true beauty of the per unit system is that once you are "in" there is no
longer any need for conversion constants.
unit
For example shaft torque
in per
(abbreviated PU) is simply the ratio of the shaft power in PU to shaft
speed in PU.
One does not need to worry about the correct constants needed to
convert from watts and RPM's to foot-pounds.
Of course one must use the cor-
rect conversion constants to properly get into the PU system.
Also in a per
unit system, speeds that are related by a fixed ratio are equal in per unit if
the base speeds are chosen to be in the same fixed ratio.
An example of this
simplification is the relationship between a traction motor shaft speed and

its respective track land speed for a fixed gear ratio (such as first gear in
a two speed reductions).
Vbase = km,
If we choose
x Rspkt
GR
Where Vbase
reduction
is the
ratio
track speed base speed, GR
is an actual numeric
between the motor shaft speed and the
fixed
track drive sprocket
shaft speed (usually chosen to be first gear) and Rspkt is the actual drive
radius of the sprocket, then as long as the system remains in first gear
Wmout(PU)
Wmin(Pu)
Vout(pu)
Vin(Pu)
If the gear ratio is changed by a fixed step then the per unit speeds are no
longer equal but are in direct proportion to this fixed step.
The
rated efficiency of the 192HP Garrett traction motors is 93 percent at
base speed, 4600 RPM.
Ior=
Thus in per unit the rated motor current is
192HP
r (.5Vor) (500HP)Pu
5-199
Note that we have neglected both alternator and motor PCU lost in the circuit
of figure 5.4-53.
The steady-state results given in tables 5.4-26 to 5.4-35
of section 5.4.8 do, however, account for PCU loss and in fact employ a more
sophisticated (i.e., more accurate) PM machine model as well.
Since Vor = 1.0 pu, we find Ior = 0.826 pu.
The drive train loss for this
simple model is then given by;

Ploss - (Rsg +2 Rsm) Io2 pu
Recall that the overlap resistance Rug and Rum do not contribute to loss, and
the required internal alternator voltage at any operating is
EgWg CosO(=
(Rsg
WgRug + 2 Rsm
(Wmout + Wmin) Rum lo
+Em (Wmout Cos B out + Wmin Cos 3 in) Pu

At
rated output for
straight
ahead motion
at the vehicle base
speed Wg =
Wgbase, Io = Ior and Wmout = Wmin = 1.0 pu, we obtain for Cos B out =
Cos 8 in = Cos 8 min = 0.866,
Ploss = 0.107 pu
and
eg CosO<= 1.143 pu
Thus
the "electrical"
efficiency of the total electric drive train is 87.8
percent and the required firing angle for the alternator controlled converter
is arc Cos (.953)-= 17.70.
The above analysis

electric
drive
is an example
train.
We
assume
of steady-state
that
in
analysis
relation to
"electric" variables are always in the steady-state.
of
the complete
vehicle motion the
That is, the electrical
transients are so much faster than the vehicle mechanical transients that we
need only solve the mechanical differential equations, equations A, B, and C.
5-200
There is no need to solve electrical differential equations since the actual

electrical transients
die out too fast.
The electrical network is then in
effect in the "steady-state" at all times in the time frame of the mechanical
transients.
The electric drive train computer simulation uses this simpli-
fying approximation in its solution algorithm.
The remaining system variables
and constants needed for simulation of the Garrett 19.5 ton concept are given
in table 5.4-51.
As examples of simulation results we present two case studies.
The first is
straight ahead vehicle acceleration from standstill to a desired speed of 25

mph.
These
5.4-55.
results as a function of time are given in figure 5.4-54 and
In figure 5.4-54 the vehicle mean speed in mph, the engine/alternator
speed in per unit
and the drive
together versus time.
train DC current in per unit are plotted
In figure 5.4-55 vehicle mean speed in mph (repeated

, the traction motors PCU Cos 8,
from figure 5.4-54), the alternator PCU Cos
and the prime mover fuel rate in lb/hr are plotted together versus time.
vehicle two speed gear boxes are locked in high gear for this run.
lation control
prevents
functions
include
an
engine
engine overspeed if the electrical
sufficient to completely
overspeed
governor
The
The simumodel
that
load on the alternator is not
load the prime mover during hard acceleration at
traction motor speeds below the rated power speeds.
This governor action can
be seen in figure 5.4-55 for vehicle speeds below 15 mph, that is the vehicle
speed at the base speed of the traction motors when the gear boxes are in high
gear.
Of
particular
note
in
figure
5.4-55
is
the
transition
from
hard
acceleration, during which time the prime mover fuel rate is at or near its
maximum
(or
governed
maximum)
value,
for
steady-state
transition occurs in the 10 to 16 second time frame.

place in two distinct steps:
operation.
This
The transition takes
first, at time = 11.4 seconds the mean speed is
within 2.5 mph of the desired speed and the hard acceleration bias on the fuel
rate control
motor
Cos
loop is
control
removed.
lop
comes
At approximately 13.4
out
of
saturation
seconds the traction

and
the
consumption control is within its linear
region of operation.
alternator
and
speed,
the
DC
link
current,
the engine
fuel
optimum
fuel
The engine/
rate quickly
approach their respective optimum values and the vehicle speed is maintained
at near the desired value.
Since we use simple proportional control, that is
5-201
Table 5.4-51.
GARRET 19.5 TON DRIVE TRAIN CONCEPT,
SYSTEM VARIABLES AND CONSTANTS
VT-903 Prime Mover
Tpm
To (FR-FRO)mo (pu)
Where
To = 0.972 - 0.647 x Wg
FR = (Fuel rate in lb/hr)/50 lb/hr

FR O = -0.21 + 0.751 x Wg
M O = 0.221 + 0.679 Wg
minimum FR = 0.11 (pu)
Prime Mover/Alternator
J = 1.17 (seconds)*
Taux = 0.16 x Wg (pu) (an assumed pure damping load)
transfer case efficiently - 0.98
Traction Motors/Vehicle
M = 0.274 (seconds)*
Ft = 0.0523 (pu) (hard, level surface)
total speed reduction gearing efficiency (including final drive) = 0.96
Fs =
0.3
(seconds)*
see
ATAC
Technical
Report
No.
10969,
put
in
per
unit
by
normalizing to a force base of 18,700 lb.
*In our per unit system all variables are dimensionless except time, therefore
all inertia values will have units of time.
seconds.
5-202
In our case, time is measured in
.0
C,
IP
E--4
zZ
00
M'-4
(fid)
Figure 5.4-54.
dS -OL
MNaI
Maaqno NNIq OU
/aNIO
Simulation of Dash to 25 MPH for
5-203
(us/aq) ai1W
o
In
In
a
C
in
in
amThRZ
mn
a
In
___-4
6w
N> <>4
,M!.j !,4
1, .
CO
4
--
e-1-
-6
-d
-0
FC4
9(sd:) noi Hoxo
mNHWHIDIaA
5-204
Figure 5.4-55.
Simulation of Dash to 25 MPH for
5-204
Cos B = K 8 (Vdemand
where KB is
the
loop
v)
gain
constant,
there
will
be
steady-state
error
proportional to i/KB.
The second simulation example we present is the computed results for a near
skid-out turn at an initial vehicle speed of 27.5 mph.
The vehicle enters the
turn region at steady-state and at optimum fuel consumption control.
At a
given position a step command is given for a desired turning radius of 75 ft.
After a period of transition a state of nearly steady-state turn operation is
achieved.
The turn command is then removed and the vehicle resumed straight
ahead operation.
The results for this sequency of events for the Garrett 19.5
ton
shown
vehicle
are
in figure
5.4-56.
Plotted
in figure
5.4-56,
as
function of vehicle translational position (time integral of mean speed) are

the vehicle mean speed in mph, the DC link current in per unit, the engine/
alternator speed in per unit, the achieved radius of turn in feed, and the
track differential velocity in mph.
During a hard turn such as this, the fuel rate and DC link current control
functions receive a bias signal to increase fuel consumption and overload the
DC link current.
The traction motors, particularly the outside track motor
(see tables 5.4-26 to 5.4-35), are also in an overload state.

This turn could not be sustained indefinitely in an actual vehicle.
Note that
the DC link current rises to peak of near 1.5 pu during the turn initiation
(recall that the rated link current for this vehicle is 0.826 pu).
signal
is
The turn
initiated at position = 10 ft and removed at position = 150 ft.
Note that immediately after
the
turn command
removal there
is
a temporary
engine/alternator speed overshoot due to the removal of the overload state.

The slight vehicle mean speed droop which occurs during the turn period is due
to the marginal capability of this drive train to maintain this worst case
skid out turn at the required speed, 27.5 mph.
5-205
0
o
0
D
(HdW) aoNaIaaaIG A~IO0q3A NODVEL

00
-,
-C
C-
0o
M4
C44
oc)
-41
-T
1w
If
C14
C4-
(HdW) G32dS MVaW 31IMIA
-4
-4
-4
-4
(rid) OM3ds
Figure 5.4 -56.
-.4
OL3/Ibl
Simulation of N~ear Skid-Out Turn at 27.5 MPH for

5-206
t0
The two examples
of electric drive train simulation results that have been
presented here have been included to show the dynamics

scheduling laws for the drive train components.
program
itself
is
still
in
the
development
of the control
and
The drive train simulation
stage
and
not
suitable
for
concepts provides
the
inclusion in this report.
5.4.12
The
Brake System Description
brake
braking
system for the three best electric drive
function
by
combination
of
mechanical
regenerative braking under microprocessor control.
friction
and
electric
The friction brakes are
hydraulically actuated wet disc brakes located in the gearbox at each drive
sprocket
immediately
before
the
final
drive.
The
electric
braking
is
accomplished by coupling energy from the traction motor (acting in generator

mode) back to the engine and to a resistance grid.
The electric and friction
brake systems are separate systems that in combination are designed to provide
the vehicle with an average deceleration rate of 16.4 FT/SEC 2 on a level hard
surface road for:
*
A single stop from 45 mph in 4.0 seconds and
25 stops from 37.5 mph in 4.0 seconds at 3 minute intervals
Either of these brake systems acting separately can provide reduce braking
capability
in case of an emergency.
Figure 5.4-57 gives the braking capa-
bility of the electric and friction brake systems acting separately

combination
for the vehicle initially
at 45 miles per hour.
and in
The friction
brakes are designed to hold the vehicle on a 60 percent grade with the engine
off.
The friction brakes are multiple plate assemblies consisting of bronze friction plates splined to the driven shaft and steel reaction plates splined to
the stationary gearbox housing and a hydraulic piston that forces the plates
in the pack together to produce braking.
The friction brake system for the
19.5 ton vehicle uses 13 plates (7 reaction and 6 friction plates) at each
drive sprocket and the 40.0 ton vehicle requires 19 plates (10 reaction and 9
friction plates) at each sprocket.
The area of one plate face is approxi-
5-207
11.1.......
..............
1 1770 -......
... ......
Capability
Of 16.4 Ft/SeC )
...
....
.
....
...
.... .. .. .I~
.......
II
..
~~~~~~~.
...
I...T......
..
........
.
. .....
5.4-5..
.......
.8 ...... ..5
& -4 r ....k n\ ~ ..0.

....
Brake Syste
-2.
.....
........
..
e..a i ca..
............ .....
..... .. ....
..
t
. . .
1:-,..
......
6...
.. .....
.8..
Figure
.....
.....
...... . .
..
t.......
e l
....
....
....
I..E
...
.....
50....4
.1
..
.....
.................................
...
50
..........
d..
(Average Deceleration
2
....
.....
t...fl.....
Required Brakin
Performance
.......
...
.......
.......
..........
7....
..
mately 45 square inches for the 19.5 ton vehicle and 50 square inches for the
40.0 ton vehicle.
bronze on steel.
dynamic
friction
coefficient
of
0.12
was
assumed
for
The maximum energy absorbed by the friction brakes during a
stop from 45 mph in 4.0 seconds is 1,650,000 FT-LB at an average rate of 750
HP for the 19.5 ton vehicle and 3,120,000 Ft-LB at an average rate of 1420
horsepower for the 40.0 ton vehicle.
The resulting energy and power densities
of the plates are 1535 FT-LB/IN 2 and 0.67 HP/IN 2 for the 19.5 ton vehicle and
1750 Ft-LB/IN 2 and 0.78 HP/IN 2 for the 40.0 ton vehicle.
The electric brake system is activated by reversing the traction motor stator
field and operating the motors in generator mode.
the
resistance
provided by
the
engine
and a
The
load in this case is
resistance grid.
The braking
horsepower of the VTA-903T engine is approximately 125 HP at 2600 rpm.
If the
cooling fan power and the inefficiency of the electric drive system in regeneration mode are considered then the total engine braking power
ton vehicle
is 230 horsepower.
for the
19.5
The total engine braking power for the 40.0
ton vehicle is 290 horsepower when the fan power and efficiency are included.
The AD1000 engine along is assumed to provide 125 horsepower in braking.
The additional braking load required by the electric brake system is provided
by
electric
resistance
grids
that
are
located
exhaust downstream from the heat exchanger.

cooling of the resistance grids.
in
cooling
system
air
The exhaust air provides adequate
The resistance grids required for the elec-
tric brake system of the 19.5 ton vehicle weighs

cubic feet.
the
70 pounds
and occupies
1.5
The resistance grid required for the 40.0 ton vehicle weighs 150
pounds and occupies a volume of 3.3 cubic feet.
The electric braking
system
can provide dynamic braking that will allow continuous descent on a 15 percent
grade at nearly any vehicle speed without using the friction brake system.
5.5
COMPARISON
OF
BEST
ELECTRIC
TRANSMISSION
CONCEPTS
WITH
MECHANICAL
TRANSMISSIONS
comparison
of
the
best
three
electric
mechanical transmissions is presented in this

vehicle
applications.
X300-4A and ATTI064
The
Government
transmissions
for
drive
5-209
with
section for 19.5
selected
the
concepts
the
Detroit
comparison.
The
selected
and 40.0 ton
Diesel
Allison
Government
also
provided physical and performance data of these mechanical transmissions for

the comparison.
The
weight,
volume,
efficiency,
and performance of
drive concepts and the selected mechanical
the three best electric
transmissions are compared in the
following subsections.
5.5.1
This
the
Physical Characteristics
section presents and compares the weight and volume characteristics

three
best electric
drive
train
concepts
with
the
of
selected mechanical
transmission for the 19.5 ton and 40 ton vehicle weight classes.
The weight
and volume data presented for the comparison of electric and mechanical transmissions are for bare units installation
hardware
characteristics
of
are
the
final drives, cooling system, and miscellaneous
not
included.
electric
Table
transmission
5.5-1
shows
concepts
and
the
the
physical
X300-4A
transmission for the 19.5 ton vehicle class.
TABLE 5.5-1.
AND MECHANICAL TRANSMISSION FOR THE 19.5 TON VEHICLE
WEIGHT
(LBS)
VOLUME
__/_ i__
Electric Transmissions
Unique Mobility
Garrett
ACEC
1240
1440
1960
9.5
9.3
10.0
2000
20.0
Mechanical Transmission
DDA X300-4A
Comparison of these
physical
data
to X-300
mechanical
transmission
clearly
shows the volume and weight reduction possibilities each electric drivetrain
has
to
offer.
Table
5.5-2
shows
the
transmissions for the 40 ton vehicle.
5-210
physical
characteristics
of
the
TABLE 5.5-2.
AND MECHANICAL TRANSMISSION FOR THE 40.0 TON VEHICLE
WEIGHT
VOLUME
(LBS)
__
Electric Transmissions
Unique Mobility
2000
14.7
Garrett
2300
12.5
2600
17.0
Mechanical Transmission
DDA ATT 1064
These data show the volume
and weight reduction
advantages that an electric
transmission could have relative to a comparable mechanical transmission - the

ATTI064.
Significant volume reductions are shown for the electric transmission concepts
for both
the
improvement
vehicle
19.5
and
40.0
ton
vehicle
relative to the mechanical
application
because
applications.
transmission
the ATT1064
However, the volume
is
less
transmission is
for
the 40
ton
a volume efficient,
six speed advanced design while the X300 transmission is a current production
unit.
In addition to the volume

transmission
natives not
concepts
improvements, the modular nature
afford
improved
allowed by mechanical
space
utilization
transmissions.
of
and
For example,
the
electric
design
alter-
in a vehicle
system where interior hull volume is critical, approximately 50 percent of the

electric
transmission volume
nesting gearboxes
and
can be
located
traction motors
in
the
outside
drive
the
sprockets
electronic power conditioning units in the vehicle sponsons.
5-211
hull
interior
and
by
locating
5.5.2
Transmission Efficiency
Efficiency over the vehicle speed range was determined for the best electric
transmission concepts and the selected mechanical transmissions for the 19.5
ton and 40.0 ton vehicle applications.
propulsion
mode
and
do
not
include
The efficiency values are for linear

final
drive
losses.
The
efficiency
comparison of the best electric transmission concepts and of the mechanical

transmissions
is
presented
in
figure
5.5-1
for
the
19.5
ton
vehicle
application and figure 5.5-2 for the 40.0 ton vehicle application.
The average efficiency over the vehicle speed range of 5 to 45 miles per hour
of the best electric transmission concepts and of the mechanical transmission
for the 19.5 and 40.0 ton vehicle applications are given as follows:
19.5 TON VEHICLE APPLICATION
ACEC Concept 1-5
83%
78%
87%
X-300 Mechanical Transmission
83%
40.0 TON VEHICLE APPLICATION

79%
88%
ATT1064 Mechanical Transmission
86%
Generally the average efficiency of the ACEC and Unique Mobility concepts are
similar
to
the
Garrett
concept
transmissions.
the 0.70
average
has
efficiencies
lower
Generally
average
of the mechanical
efficiency
relative
transmissions.
to
the
The
mechanical
the electric drive concepts are more efficient at
tractive effort point
than
the mechanical
transmis-
sions.
This
results in lower heat rejection at this 0.70 tractive effort condition for the
electric transmission concepts.
5-212
UNIQUE MOBILITY CONCEPT V-2

AGARRETT CONCEPT i - 0
8ACEC CONCEPT 1-5
80
c70
0
40
350
au
20
10
20
15
25
35
40~
VErIICLE SPED
smcr"
Figure 5.5-1.
Comparison of Efficiency for Electric and Mechanical
Transmissions of the 19.5 Ton vehicle Category
ATT-1064
--.
Unique mobility Concept IV-2
-- 4-- Garrett Concept 1-3
100
80
0
4L-
CL50
0
404
250
11
Figure 5.5-2.
iI
'
-to
_5
35
25
30
20
VEHICLE SPEED, mon
Comparison of Efficiency for Electric and Mechanical
10
15
Transmissions of the 40.0 Ton vehicle Category
5-213
5.5.3
Vehicle Performance
The performance of the 19.5 and 40.0 ton vehicles with the best electric drive
concepts was presented in section 5.4.11.
40.0
ton baseline
vehicles with
the
The performance of the 19.5 ton and
selected
mechanical
transmissions
are
presented in this section and compared with the performance of the baseline
vehicles with electric transmissions.
The tractive
effort requirements
for the 19.5 and 40.0 ton baseline vehicles
and the tractive effort produced by the application of the X300-4A and ATT1064
transmissions
to
these
vehicles are shown in figures
X300-4A transmission application
to
the
19.5
ton
5.5-3 and 5.5-4.
vehicle
provides
The
tractive
effort that is generally 12 percent below the required tractive effort in the
5 to 30 mile per hour vehicle speed range.
for the
four
X300-4A
gears.
The
transmission
ATT1064
The tractive effort data presented
is based on torque converter
transmission
application
provides
operation in all
tractive
effort
that averages 13 percent below the requirements for the 40 ton vehicle in the
5 to 10 mile per hour speed range.
Above 10 miles per hour vehicle speed the
tractive effort rapidly approaches
the required values.
data presented for the ATT1064

converter operation
transmission
The tractive effort
application
is
based
on
torque
in the first five gears of this six forward gear design.
The tractive effort data of figures 5.5-3 and 5.5-4 are based on a final drive
ratio of
3.80:1,
a torque
converter
stall
torque
ratio
of
3.02:1
and 427
maximum net input horsepower for the X300-4A transmission and on a final drive
ratio of
4.09:1,
torque
converter
stall torque
ratio of 1.92:1,
and 855
maximum net input horsepower for the ATT1064 transmission applications.
The
tractive
effort
data
of
figures
5.5-3
and
5.5-4
was
used
to
develop
acceleration and speed on grade values for the 19.5 and 40.0 ton vehicles with
mechanical transmissions.
Table 5.5-3 gives a comparison of the maximum speed
attainable on grades of 10, 20, and 60 percent for the best electric transmission concepts
and the
selected hydrokinetic transmissions.
A comparison of
the 'acceleration times (from zero to 20 miles per hour) for the electric and
hydrokinetic
sions
transmissions
is given in table
5.5-4.
in most cases meet or exceed the speed on
hydrokinetic transmissions.
5-214
The electric transmis-
grade
achievable
with
the
Costn
200
20:
777:H
1-2-1
36
30
Spoce
0z
Hospoe
60-
-.
W-E
"A~~L Z-. -
io-.~~..
........
102
__
__
__
05
MP"
Figure 5.5-4.
Tractive Effort for ATT1064 Transmission, 40.0 Ton Vehicle
5-216
TABLE 5.5-3
COMPARISON OF MAXIMUM SPEED ON GRADE FOR ELECTRIC
DRIVE AND MECHANICAL TRANSMISSION APPLICATIONS
Maximum Speed MPH

Vehicle Category
10% Grade
20% Grade
60% Grade
ACEC Concept 1-5
22.0
13.5
5.5
21.0
12.5
5.4
24.0
15.0
5.6
X300-4A
21.0
12.5
4.8
Garrett Concept 1-3
21.5
12.5
5.5
24.5
15.0
5.7
ATT1064
22.0
13.0
5.0
19.5 Ton Vehicle
40.0 Ton Vehicle
TABLE 5.5-4.
COMPARISON OF ACCELERATION TIME FOR VEHICLES
WITH ELECTRIC AND MECHANICAL TRANSMISSIONS
Vehicle Category/Transmission
Acceleration Time (Sec)

From Zero to 20 MPH
19.5 Ton Vehicle

ACEC Concept I-5'
4.5
5.1
4.8
DDA X300-4A
7.5
40.0 Ton Vehicle

Garrett Concept 1-3
5.0
4.4
DDA ATT1064
6.1
5-217
The Unique Mobility electric transmission concept

grades
gives the highest speed on
in both vehicle weight categories and shows an improvement of 7 to 15
percent over the nearest
competitor.
The
time
values
of
table
5.5-4,
for
acceleration from zero to 20 miles per hour, show significant improvement for
the electric transmissions
relative to
the hydrokinetic
transmissions.
The
ACEC concept transmission gives a 40 percent reduction in the time to 20 miles

per
hour
relative
application
percent
to
and
the
the
reduction
transmission
in
X300
unique
in
the
DDA
transmission
mobility
acceleration
40.0
ton
concept
time
vehicle
in
the
19.5
transmission
relative
to
application.
ton
achieves
the
The
vehicle
DDA
28
ATT1064
acceleration time
values of table 5.5-4 are generally given for vehicle start in second gear for
hydrokinetic
transmissions
transmissions
that
gives
and
the
vehicle
lowest
start
in
acceleration
high gear
time
for electric
values.
Also
the
acceleration time values of table 5.5-4 were computed base on the assumption
that engine power is instantaneously available to the transmission on demand.
5.6
ALTERNATE TECHNOLOGY/GROWTH POTENTIAL
The
information generated
drivetrain
has
for
the
in
this
military
study
showed
vehicle.
The
the
best
potential
three
an
electric
electric
drive
concepts presented by this report are considered as near optimum transmission

concepts.
However, the
integration of these best transmission concepts with
the specified engines and other powerpack subsystems does not necessarily produce optimum powerpack concepts.
The engines used in this study are limited
to the Cummins VTA-903T and AD1000 engines - other engines

should
be
investigated
weight
and
volume.
to
The
define
cooling
powerpack
systems
concepts
developed
and power
sources
with minimum installed

during
this
study
are
conservative in design and should be further investigated with the objective

of
defining
power.
optimum
cooling
systems with minimum
installed
volume
and
fan
Lastly, the powerpack layouts should be further examined for optimum
component
arrangements
to achieve minimum
installed volume
and good mainte-
nance features.
Other
engines
and primary
power
sources
that
should
be
considered
in
search for optimum powerpacks which include transmission are now discussed.
5-218
the
Other Engine Candidates
5.6.1
Other engine-candidates that should be considered for powering the electric

drive concepts are minimum cooled turbo compounded versions that include the
L10
The Cummins
and the Deere Rotary Engines.
Cummins LI0, the MTU 880 series,
an in line six cylinder four cycle diesel engine while the MTU 880
is
The Deere
Series comprise both in line and 90 degree Vee Type Diesel Engines.
Rotary engine is
a four cycle, stratified charge, spark ignition engine that

The above engine
was initially developed by Curtiss Wright.
candidates have
good growth potential, excellent fuel consumption rates over the engine speed
range, and relatively low future development and unit production costs.
the
Also,
propulsion
hybrid electric
source for
design
alternator
speed
high
of
Use
systems.
a power
investigated as
should be
engine
turbine
gas
driven by the power turbine shaft of the gas turbine engine with little or no
The gas
reduction gearing can potentially provide a volume efficient package.
turbine engine has excellent growth potential and projected life cycle cost.
vehicles
fuel
high
are
production cost.
current
of
disadvantages
Major
engine
turbine
consumption
The AVCO AGT800
at
idle
for
designs
and
military
high development
ground
and
unit
(advanced versions)
and the Garrett GT601
turbine engines are two candidates worthy of further investigation.
Free-Piston Engines
5.6.2
The
is
Corporation
Mothelec
currently
developing
unique
free-piston,
combustion engine that offers a prospect for exceptionally good fuel economy,
simplified power transmission, and improved power to weight ratio greater than
currently achievable with conventional diesel or turbine engines.
This
travel
engine
of
consists
symmetrically
during
thermal
cylinder
operation,
two
in which
rectilinear
two
opposing
alternators
pistons
designed
for electrically controlled pulsed excitation, and two liquid compression

"springs" composed of a moving hydraulic cylinder fitted to each end of the
machine.
In operation, the expansion stroke of the pistons is caused by the
burning action
of
the
fuel,
and
the
compression
5-219
stroke
that
returns
the.
pistons is caused by the release of stored hydraulic energy in the cylinder.

During
the
engine
cycle,
magnetic
ring inductors, mounted on each piston
shaft, activate the rectiliner alternators producing electrical energy.
This
energy can be easily regulated and transported to track drive motors for tractive effort.
Theoretical
calculations
and
experimental
evidence
have
shown
this engine
concept to be capable of producing the aforementioned benefits.
However, much development work remains to be done on this concept before a

reliable, high performance,
prototype
probably at least several more years.
engine
alternator
can
be
available,
For the combat vehicle, the implication
of this technology for fuel economy, design flexibility, and compatibility

with electric transmissions, makes this approach highly desirable for future
electric drivetrain concepts.
5.6.3
Fuel Cell as Powerpack
As part of the effort to generate electric drive propulsion concepts for an

optimum system, fuel cells were examined as alternate power sources to replace
the diesel or gas turbine engines in combat vehicles.
A previous GDLS study
showed that fuel cells could provide operational advantages over conventional
engines when they are used to provide the vehicle tractive effort.
cell
has
the
ability
to
convert
electro-mechanically into useful

without
a heat creation
chemical
energy
electrical
of
energy.
The fuel
a fuel directly and

Because
this
is
step, fuel cell operation efficiency tends
done
to be
greater than either the diesel or gas turbine engines that are governed by
Carnot
efficiency
limitations.
An
improved
efficiency means
fuel
consumed more completely with reduced waste heat production.
can be
Lowering the
waste heat implies that the sizing of vehicle cooling system components could
be downsized without penalty to heat
transfer
affectiveness of
the system.
Preliminary estimates of heat loss show the fuel cell yields a lower thermal
signature
compared
to
an
equivalent
diesel
engine.
This
feature
makes
battlefield detection more difficult which is an obvious operational advantage

for the combat vehicle.
5-220
A further advantage of a fuel cell is that it will eliminate the need for the
transfer
case
required
by
supefluous
generator
and generator.
the
diesel
in
These
all
electric
concepts
drive
transfer
case will
which
result
in
scenario.
Elimination
of
the
significant
improvement
of
the
electric transmission efficiency that is on the order of 10 percent.

elimination
of
these
maintainability,
quieter
and
components
operation
will
of
availability,
the
not
but
overall
only
improve
fewer
system.
electric transmission makes possible
were
generated during the study, become
under the direct energy conversion

and
components,
system
mechanical
Coupling
reliability,
parts
this
Also the
suggest
feature
a vehicle propulsion system
with
with
a
an
lower
audio signature.
As a result of this preliminary examination, the Lithium-Air

seen to be particularly attractive
application.
as the power
fuel
cell
was
source in an electric drive
This was due to the high power density, relatively
and space claim, and high operating efficiency of this fuel cell.
low weight
Based on
these and the system engineering advantages cited above, it is suggested that
the
Lithium-Air
fuel
source to end use.

preparing
an
cell
could
provide
a more
compatible
match of
power
Such development would also serve the military interest of
advanced
technology
to
satisfy the requirements of
the future
force mix and thereby preserve the competitive advantage.
5.7
PARAMETRIC STUDY OF ELECTRIC DRIVE COMPONENT TECHNOLOGIES
The parametric study is an additional effort awarded to General Dynamics Land

Systems
by the
U.S.
Army TACOM
in September
1986
under MOD P00006
to the
electric drive
study
contract.
The
parametric
study
encompasses
the
investigation of component technologies that are the foundation of compact,
efficient, and lightweight electric drive systems for combat vehicles.
component
are
technologies
established
improvements
projected
that
accruing
future
These
are discussed in section 5.7.1 and technology trends

indicate
to
the
advancements
past,
present,
electric
drive
in
component
section 5.7.2.
5-221
and
future
system and
technologies
capability.
its
The
subsystems from
are
discussed
in
5.7.1
Component Technology
The basic component technologies
that are
the
foundation
of
electric
drive
machinery are discussed in this section and include the following:
Brushes
Insulation
Semiconductors
Magnetic Materials
Controls
Commutation
Cooling Techniques
Mechanical Structures (Frames, Bearing, Seals, Etc.)
Component technology trends are developed, where possible, based on past and
present
capability
and
projections
of
future
capability.
The
growth
or
improvement in the component technologies can then be used to predict future

improvements
understand
in
that
electric
drive machinery
typically
electric
and
systems.
machinery
It
is
incorporates
important
more
than
to
one
technology and that there is not a one to one correlation between a specific
technology improvement and the resulting improvement in electric machinery.
For example, consider two permanent magnet traction motors of the same rating
and similar design except that one motor uses an
improved permanent
magnet
material with an energy product that is 5 times greater than the other motor
design.
In this design example
the use of permanent magnets with an energy
product increase of 5 fold resulted in approximately a 50 percent reduction in

motor
weight based
electric
drive
on
actual
systems
strongly dependent on
hardware.
accruing
specific
from
design.
It
is
clear
component
Development
that
improvements
technology
of
advances
specific
designs
in
are
is
beyond the scope of this study, however predictions of system improvements are
made based on technology trends.
5.7.1.1
Brushes
Brushes are used in the very popular DC squirrel cage machine for commutation
of
current
from
one
phase
to
the
next.
5-222
An
investigation was made in the
application which showed brush developement in the conventional DC machine is

mature.
These motors have been in use since the 30's and are still popular
due to their low cost and simplicity.
For these reasons there is no drive for
improvement for this application of brushes.

Brush technology for continuous current collection is of primary interest in
homopolar
machinery.
homopolar
drive
current
densities,
motors,
transmissions,
flexibility.
Studies
during
which
are
would
the
late
1970's
equipped with
compete
indicated
brushes
favorably
capable
with
that
DC
of high
hydro-mechanical
in tracked military vehicles, and permit increased arrangement

Performance
evaluation of the tracked vehicle with homopolar
drive systems showed that a higher horsepower could be delivered to the tracks
at
steady-state
than
with
a hydro-mechanical
percent of the speed range of the vehicle.
drive
for
approximately
80
The weight and volume of the
electric homopolar drives were competitive with the hydro-mechanical drive.
Brush
materials
for
electric
motor
standstill since the early 1980's.
applications
been
at
a relative
No new material compositions, compounds,
and/or elements have been introduced that have

technology.
have
significantly advanced this
Brush materials for electric motors are still comprised of pure
copper, and/or alloyed metals which range from copper, to varying portions of
copper,
silver,
carbon,
and
graphite.
current collection capabilities.
These
materials
provide
enhanced
However, current density, speed, wear, and
losses remain the highest priority criteria for system design.
During the seventies and early eighties, much experimentation was being done
with
liquid metal
brushes.
The
liquid brushes could
carry large current
densities, however extensive systems had to be used to keep impurities from

entering the liquid during the cooling process which made the concept rather
impractical.
Research
programs
conventional
brush
are
now
in
materials.
progress
to
improve
Improved
methods
of
current
densities
cooling
brushes
produced positive results of up to 12,000 Amps per square inch.
5-223
in
have
One disadvantage of the homopolar machine is the fact that it's brushes must
be periodically replaced.
Research is also being done to improve
brush life
by improving control of brush tension and temperature.
Brushes are also a limiting
factor
in
rotor
speed.
If
brush
life
can
be
significantly improved, then rotor speed can also be increased, thus reducing
the size and weight of the total machine.
currently experimental.
Brush velocities of 200 m/sec are
All of these improvements hold a promising future for
brushes in large DC homopolar drive systems.
It
is
expected
that
if
improvements
in
rotor
speed
can
be
realized
by
improving brushes it will significantly affect total size and weight of the DC
homopolar
machine.
The
improvements
are
expected
to
impact
efficiency
favorably.
There are several

testing of
other areas of study in the brush technology which include
fiber brushes versus
brush life and gas absorption.
solid, brush
lifting
techniques
to
improve
In addition, new methods of rotor cooling will
make brush cooling more efficient.
5.7.1.2
Insulation
One of the most common and important questions

machines
is
"What maximum
depends on various factors.
output
may
be
in the application of rotating
obtained?"
The
answer
of
course
While providing an over load output, the machine
must in general meet definite performance standards.
A universal requirement
is that the life of the machine shall not be unduly shortened by overheating.
The operating temperature of a rotating machine is closely associated with its

life
expectancy
function
of
because
both
time
deterioration
and
of
temperature,
the
electrical
ultimately
insulation
leading
to
is
loss
of
systems
of
techniques
in
mechanical durability and dielectric strength.
The
evaluation
insulation
of
(which
combination) is
electrical
includes
insulating
widely
materials
different
and
materials
complete
and
to a large extent a functional one based on accelerated life
tests.
5-224
Life tests generally attempt
to simulate service conditions.
They usually
include the following elements:
Thermal shock resulting from heating to the test temperature
Sustained heating at that temperature
Thermal shock resulting from cooling to room temperature or below
Exposure to moisture
Dielectric testing to determine the condition of the insulation
Electrical insulations for rotating machinery are rated in the three following
categories:
o
Service Factor
Enclosure Type
Allowable Temperature Rise, C
Electrical
insulation
materials
specialty chemical materials
encompass
a wide variety
and composites.
of
high quality
These materials
are
used
to
produce insulating materials that include mica products, flexible insulation,

wire enamels and films, varnishes, compounds, and adhesives.
Mica is the major material used in insulation systems by virtue of being both
a positive
dielectric
barrier
as
well
as
corona
resistant
material.
In
addition, mica is unaffected by temperatures up to 6000 and will withstand

high compressive loading.
In most motor/generator applications mica is used
in the form of reconstituted mica paper
(mica composite) to provide greater
uniformity of properties for a more efficient utilization of space.

Mica composites
strength.
Mica
provide
high dielectric,
composites
are
also
voltage
easily
endurance,
adaptable
and
to
thermal
mechanical
applications and can be custom designed for tight tolerance requirements.

mica
composites
of
note
are
mica
pressed
composites
and
built-up
Two
mica
composites.
Mica pressed
composites
consist
of
mica paper
impregnated
with. synthetic
resins and reinforced with varnish treated glass cloth or polyester film.
5-225
Built-up Mica composite is a flexible, partially cured material produced in

sheets to form laminated structures in which reinforcing material provides the
strength for handling and application.
Mica based material offers both near term and future benefits that are the
most promising of
all available
R&D electrical
insulation
materials
under
review for rotating machinery applications.

Further
development
in
electric
machinery will
the
area
of
electrical
depend largely
insulation
on the advancements
materials
for
in the area of
electrochemical engineering, and composite structures technology.
Advance research is being done on

electric motors.
ceramic insulating materials for use in
Ceramic has
superior qualities in the area of heat
insulation and also electrical insulation.

benefit the motor industry.
Therefore it has the potential to
Tests have been conducted successfully on motors
using ceramic insulation consisting of running the motor at 500 0 C (DC squirrel
cage
type).
One
disadvantage
of
using
ceramic
insulation is
that
it is
brittle and cannot withstand significant shock loads.

Advanced high temperature
insulation
systems will be
important to rotating
machinery in applications where limited or no cooling is required.
Also, high
temperature insulation will allow increased short time duty rating.
However
improved insulation system do not
on
indicate
any
significant
effect
the
weight or volume of future rotating machinery designs.

5.7.1.3
In power control and conditioning applications power semiconductor devices are

used as on-off switching devices.
Thus they are rated by their on-state cur-
rent carrying capabilities and their off-state voltage blocking capabilities.

The
product
of
the
device
on-state
current
capability
and
the
off-state
voltage blocking capability is referred to as the device switching volt-amp

(VA) capability and is an overall measure of the device usefulness as a power
switch.
Devices are also classified by the speed in which they can switch
from the off-to the on-state, and vice-versa.
5-226
In power conditioning applica-
tions for traction motor drives the switching speed requirements are seldom
above
1-5 kHz.
Since all of the devices we
shall review are capable of
operation at these speeds and below, the choice among the various devices is
solely one of switching volt-ampere capability versus device/system cost.
We can classify power semiconductor switching devices into two broad categories:
continuous
drive
devices
and
latching
devices.
Continuous
drive
devices require a continuous control signal, either a gate terminal voltage or

a gate terminal current, to maintain forward or on-state conduction.
devices that require continuous control are:
Power
the power bipolar junction tran-
sistor (BJT), the power Darlington BJT, the power MOS (metal-oxide semiconductor), field effect transistor or MOS-FET, and the insulated gate transistor or
IGT*.
states.
or
Latching
power
devices
These devices include:
thyristor ,
the
need
only
a gating pulse
signal
to switch
the semiconductor controlled rectifier (SCR)
gate-turn-off
thyristor
(GTO) and
the MOS
controlled
thyristor (MCT).
All the devices mentioned above, both continual control
normally off devices.
and latching,
are
That is, they remain in the voltage blocking or off-
state until a suitable gate signal is applied.

switching devices that are normally-on devices,
There are power semi-conductor

such as
the power
junction
field effect transistor (JFET) or static induction transistor and the field
controlled thyristor (FCT).
But these devices require more complicated gating
circuitry and in general are not utilized in motor drive applications.

*The IGT has several commercial name variations, such as:
COMFET, GEMFET and
bipolar-mode MOSFET.
Device Descriptions
The physical cross-section, the device thermal voltage-current characteristic
and the device circuit symbol for the power switching devices considered here
are
given
in
Figure
5.7-1
[PSl].
The
devices are as follows:
5-227
principles
of operation
for these
Bipolar Junction Transistor (BJT)
Injected majority carriers

device)
in
the
central
(holes in a NPN device and electrons
base
region,
to
due
current, control the energy barrier between

of
flow
of
base
terminal
the emitter and base
regions
The emitter-base barrier is lower in proportion to the
device.
the
the
in a PNP
amount of base terminal current allowing base region minority carriers to

flow over the emitter-base barrier, traverse the base region and be swept
into the collector-base barrier region.
the emitter to the collector, constitutes emitter-collector
carriers from
current.
This flow of base region minority
When a sufficient amount of base current is present the flow of
emitter-collector current saturates at a value determined by the external

circuit and the device is said to be
will
"on."
Removal
of the base
current
raise the emitter-base barrier to a point that the flow of emitter-
collector
device
current
reverts
(base
to
its
region
blocking
minority
state
carrier
wherein
flow)
the
ceases
and
"blocked" voltage
the
is
dropped across the collector-base barrier regions.
Darlington
A Darlington device is a name (after the inventor S. Darlington) given to

the cascade connection of two BJT's shown in figure 5.7-1 (b).
Note that
the emitter current of the input device is the base drive current of the
output device.
Thus the base current amplification factor of the combined
devices is the product of the base current

two individual
devices.
amplification factors of
the
The Darlington connection enables higher levels
of device output current for a given level of base drive but at a slight
sacrifice
in
output device
device
cannot
speed
be
(since base
effectively
region
removed
majority carriers
during
the
in
the
"switching-off"
operation.
MOSFET
Power MOSFET devices
are unipolar devices in that there is only majority
carrier current flow from the source terminal to the drain terminal.
sufficient
level
of
gate-to-source
voltage
5-228
will
"invert"
(i.e.,
change
BASE
EMITTER
BASE
N.
Collector
ic
wa
/RD
I RS,,
PBA
~~
NORIFT LAYER
Bse
JleEmitter
N.- SUBSTRATE
RA
(Circuit Symbol)
-VIE
COL LECTOR
Power Bipolar Transistor

(a)
Collector
(Circuit Symbol)
Emitter
Power Darlington
Cascade Connection of Two BJT's
(b)
Gate
14 SUTRt
DRAINV
Suc
Power Mosfet
(c)
(Circuit Symbol)
Figure 5.7-1.
Power Semiconductor Devices,
characteristics, and Circuit Symbols
5-22 9
GATE
Collector
EMITTER
FmirTER
P-BASE
P-BASS
Gate
aN.
N.AS
EPmRitter
N.DjeiPT LAYER
J2
(Circuit Symbol)
U,
COLLECTOR
Power MOS-IGT
(d)
Anode
GATE
CATMODE
GATE
ony
P.(GTO N
P.
PBASEr
Gate
BASE'i
Cathode
N-AEV
J2
(Circuit Symbol)
P - ANODEREGION
M===='MI,
ANODE
SCR and GTO

(e)
A//)
Unit Cell
2
No accepted
developed as
3JI
of yet
VF6
$8.4011
1PIIT
2 Ica I.P.4W
eia X
0
4 fuck"
V88ARW
1111
MCT
Figure 5.7-1.
Power Semiconductor Devices,
characteristics, and Circuit Symbols (Continued)
5-230
from p-type to n-type or vice-versa) a "channel"

metal-oxide.
This channel
region
under
the
gate
region then completes a current flow path be-
tween the source and the drain terminals.
Note that the current path is
lateral across the surface channel and then vertical to the drain on the
device bottom surface.
channel
Source drain current will flow up to the point of
"pinch-off" due to insufficient inversion channel carriers at the
drain end of the channel.
If the channel inversion is strong enough, the
level of source-drain current will
be determined by the external circuit
and the device is said to be "on."
Removal of the gate-source inversion
voltage
depletes the conduction channel of mobile carriers and turns the
device "off."
The device voltage
is then dropped or blocked
across the
reversed biased p-n junction marked Jl in figure 5.7-1(c).
Insulated Gate Transistor (IGT)
An insulated gate transistor is
a unique combination of a vertical power
MOSFET device and a bipolar
junction.
pn
The
device,
shown
in
figure
5.7-1(d) is fabricated almost exactly the same as the power MOSFET structure of figure 5.7-1(c),
an
IGT
the
collected
carrier
by
an
save for collector/drain substrate material.
flow
(injected from the source/emitter
opposite
type
layer
of
semiconductor
In
terminal) is
material.
This
collection, which requires carrier-to-carrier recombination, is slower to

"turn-off" than pure majority carrier flow (as in a pure power MOSFET),
but it takes place at lower forward voltage drop (due to injected carrier
conductivity modulation).
handle higher
MOSFET.
Thus for the same forward voltage, an IGT can
through or "on" currents than can a similarly sized power
In many respects an IGT can be considered
combining the best
as
a MOS gated BJT;
features of both the power MOSFET and the power BJT:
the voltage gate control of the MOSFET and the low on-resistance of the
BJT.
Silicon Controlled Rectifier (SCR) and Gate-Turn-Off Thyristor (Glo)
The cross sectional view of a gete-turn-off thyristor varies only slightly

from that of a standard SCR.
Both devices are four-layer devices that can
be thought of as two three-layer BJT's regeneratively connected such that
5-231
each device's output "feeds"
the other's
input.
See figure 5.7-1(e).
In
both devices a sufficiently large gate current will trigger the lower npn
BJT into forward conduction just long enough for it to trigger the upper
pnp BJT into forward conduction.
the
lower
npn
BJT
base,
Since the upper pnp BJT collector drives
condition of
regenerative
self drive
can be
reached in which anode to cathode current will be self sustaining and the
original gate drive can be removed.
to be "latched on."
interruption
of
When this occurs the devices are said
This regenerative "on" state can be broken by simple
the anode-cathode
allow the BJT barriers to
current, by
some external means,
recover to their blocking state.
that
In the
GTO
structure the gate contact region is sufficiently large in comparison with

the cathode current emitting region such that simple gate current reversal
(or
the
removal of the
lower npn BJT base
region majority carriers)
enough to break the regenerative on-state and shut the device

most GTO structures
"off."
is
In
the reverse gate current pulse that shuts the device
off must have a magnitude of between 1/5 to
1/3 of the magnitude of the
anode-cathode through current.

This may seem like a high value for a
"control" signal but on a power basis, since the gate-cathode voltage
level
is
low during
low.
GTO turn-off circuitry consumes far less
turn-off
(approximately 10-20 volts),
it is indeed
energy than forced commu-
tation circuitry for a similarly rated standard SCR.
MOS Controlled Thyristor (MCT)
The MOS controlled thyristor is a new device

in commercial production.
bines
the
latching
It is
capability
[PS 2, PS 3] that is not yet
almost an ideal power
of
the
device.
It com-
SCR with the control ease of the
power MOSFET or IGT.
Since it is a four-layer device, it can be triggered
into
"on" or
regenerative
gate current.
latched state by means
of standard forward
The unique aspect of the MCT, however,
is
its
ability to
"turn-off" by means of a surface channel MOS shorting device.
An inver-
sion channel, due to an applied turn-off MOS gate-cathode voltage, can be

formed between
the
device cathode,
region 1 in Figure
collector of the anode side pnp BJT, region 4 and 5.

channel
tive
shunts
action
of
5.7-1(f)
and the
Current through this
around the cathode side npn BJT and weakens the regenerathe
two
BJT
structures.
5-232
If
enough
current
is
shunted
through the turn-off
channel,
totally
Recent experimental data
this
interrupted.
effect can be used to
2000 A/cm
the
cathode-anode
through
can be
[PS 4] has indicated that
interrupt forward current
with gate-cathode
current
densities
turn-off voltages of 15V.
of
over
These values are
expected to increase in future devices.
Comparison of Forward or "On" Characteristics
major
contributor
to
the
heat
generated
in
switching device is due to the on-state forward drop.
power
semiconductor
Thus a fundamental
comparison between switching devices can be made by examining the forward

characteristics of the different devices.
of
600
volt
blocking
devices
is
shown
A theoretical comparison
in
figure
5.7-2.
The
[PS1]
level
of
on-state current density for a given level of forward drop clearly favors
the
MCT latching device
for forward voltages
of 1.0
volt or more.
GTO
forward current densities would be even higher than those of the MCT,
both cases for equal values for forward drop.
in
Since the price of a mature
technology device depends primarily on the chip area it always enjoys

cost
advantage
on
an
equal
current
capability
comparison
to continuous
control devices.
Comparisons
of
Motorola existing,
mately equal ratings
are
given
commercial devices
in
table
5.7-1
and
[PS
5]
figure
again we see the inherent advantage of latching devices.
of approxi5.7-3.
Here
Both the GTO and
the SCR, eventually, can support higher levels of current at given levels
of
forward drop.
This in terms of choosing
frequency switching applications

price/performance advantage.
(i5kHz),
a switching device
latching
devices
have
for
a
low
clear
And, among the latching devices, the GTO, at
present, has the advantage due to its gate control ability.
But the MCT
has the potential to be the clear winner in the future, again, due to its
voltage/gate control ability.
Projections and Device Trends
recent GE projection
for
power
MOSFET's,
[PS
IGT's,
6]
of device
and
MCT's
5-233
is
switching volt-amp capabilities

given
in
figure
5.7-4.
This
TABLE 5.7-1
VOLTAGE, CURRENT, AND POWER CAPABILITY

OF HIGH VOLTAGE SWITCHES
GTO
MGTO1400
Device
GEMFET
MGP20NSO
Clarttflgton
MJ10041*
MJ10051*
TO-220AB
Package
Case 221A-02
Case 353-01
Case 346-01
Die Size
2102
2 x2642
4 x2642
1.4
1.4
(Mils)
SCR
2N6045
TO-220AB
TO-220AB
Case 221A-02
126 x182
Case 221A-02
1502
3.5 To 7
11.4
_______
I Density
(A/mm-2 )
________
@JC(CAN)
0.5
0.25
1.25
1.5
OCHS (OCN)
<0.1
<0.1
200
125
250
50 TO 100
160
50
25
so
30
95
18
1400
37.5
900
75
900
20
500
800
4S
140
280
56
30
125
150
150
150
125
ISurge (A)
loeaig(A)
'Continuous (A)
Voltage (V)
DC Watts @
so *C
Tj max
16
IMJ10041 includes 125 xc150 and 70 x 150 d"98e. M.J10051 includes 2502 and two 70 xc 150 diodes.
MJCR6 DARUNOTONO
2N6
10
0 %
k-16
MJ10051 DARUNGTON
c
mmGPov5 DAGT
0.5 V/I.S0
- 2
/i.T
VOLAG
MGOLTS)
PwGE00MFsET60H
Figure
5.7-2.FForwardCVoltageiDrophVersusrCurren
Density For Various Power Semi Conductors

5-234
No C.CT
~~~60
tGY
AlLNG
TWRAM&STOA
30V
FE
600v FE
10
zA
10
10
15
FOR*AR
2.5
DROP
Comparisen of high gla turn-off device forward drop. The IGT and MCT are calculated
based on the same Ideatical depla and Histime arodles.
Figure 5.7-3.
Forward Conduction Characteristics For Various

5-235
106
POWER MOS-CONTROLLED
TH-YRISTOR
10
-*
POWER MOS-IGT
Z0 1
0
~POWER MIOSFET
10
'1980
1984
1988
1992
The increase of the power handling

capability of power MOS devices with
the
and
technology
in
progress
introduction of new device types
Figure 5.7-4.
Power Capability vs. Time For Various Power Semiconductors
5-236
figure clearly shows the advantage of IGT's over power MOSFET's and MCT 's
over IGT's.
And that these advantages
are
expected to
continue
in
the
future.
We conclude that latching power semiconductor devices have a clear price/

performance
advantage
over
their
continual
that, among the latching devices, the MOS
control
counterparts.
controlled
thyristor
And
has
the
greatest potential.
5.7.1.4
Magnetic Materials
A permanent magnet is used to create a steady magnetic field in some region of

space.
It produces the
same
magnet requires no external

The
permanent
magnet
electromagnet.
is
effect
as
an electromagnet
the
permanent
source of power after its initial magnetization.
said
to
have
higher
coercive
force
than
the
Remanance and coercive force are the two properties which are
used to measure the quality of any magnet.

B and H
but
respectively.
measured in oersteds.
B is
More often they are referred to as
typically measured in gauss
and H
is typically
The overall energy of a permanent magnet material
is
measured as the product of B and H in millions or Megagauss oersteds (MGOe).

The field of the permanent magnet may be used to exert a force on a current
carrying conductor, as
in a motor, or to induce an electromotive force (EMF)
in a moving conductor, as in a generator, or to exert a force on a magnetized

or magnetizable body.
Magnetic materials as applied to motors and generators can be divided into two
elassifications:
permanent.
An
those
magnets which are electromagnets
electromagnet,
in most
cases,
must
and those which are
have
the
capability
of
reversing the polarity of its field at high frequencies, whereas the permanent
magnet
never
changes
the
electromagnet
requires
that
special
characteristics
magnetization,
polarity
are
the
its
field.
magnet have special
typical
low coercive force
of
in
soft
The
in
characteristics.
magnets;
and low core loss.
switching
they
have
an
These
high
The low coercive force
enables the magnetic field to be realigned with very little energy loss.
The
two principal material requirements are a high working flux density and a low
energy loss when the magnetic flux is changed.
5-237
Silicon steel is the material
used most often for electromagnets.

the steel
In order to enhance these characteristics
is often made in very thin sheets and laminated.
core loss.
Core
loss
is
the loss
encountered
in
This reduces the
changing
the
field;
this
means a rearrangement of molecules, which causes eddy currents to flow, which

in turn
losses
opposes
the desired
flow of
current
and
subtracts
from
Core
occur in average silicon steel at about 2.5 watts per pound of steel.
Research is
continuing in an effort
to
reduce core
losses;
newly developed
types -of silicon steel have reduced core loss by 20 percent.

in
it.
core loss allows the steel to be used at a higher
level
Each improvement
of
magnetic
flux
density thereby allowing a reduction in the amount of steel used and reducing the size and
weight of electrical machinery (see Ffgure 5.7-5).
Silicon steel has a crystaline molecular structure.

more prone to core loss
research
amorphous
in
the
disadvantage to
can
steel must
state by
reduce
only
so called
losses
steel
and
is
The expense comes
be
degrees per second.

can be made
of
the amorphous
than its competitor.

molten
than an amorphous material.
manufacture
metals
This type of structure is
cooled
extremely
This
fact has promoted
"glass" electromagnet cores.
The
thus
One
increase
efficiency.
that it is more expensive to produce

in the manufacturing process
rapidly on the order
the
of millions of
As a result, to achieve this rate of cooling the material
1 t 2 mils thick.
laminating many
layers.
This, of course, is made into a usable
Another
disadvantage
is
that
the
"glass"
metal tends to have a lower maximum induction level capability.
The first permanent magnets,

magnets or lodestones.
used nearly 600 years
used;
ferrosic oxide
The first artificial permanent magnets were made from
special forms of iron. and steel.

steel was
ago, were
For many years, until 1910, hardened carbon
now carbon was
quenched from 800C in the hardening process
which developed a surface skin of glass-hard material
which was magnetically
superior to the rest of the body.
This discovery led to

laminations to
the use
of quenched
improve properties
layers
of
carbon
of the permanent magnet.
steel
laid
in
With homogeneous
mediums such as carbon steel there is no such effect so most permanent magnets
today are made in solid form.
5-238
S3SS01 31dOO%
AG3
-IN3UflQ
0 0I0
>
4M
4D
4Z2
L
g,
*U
c.a
(5
z
0
00
04444444444444
M
44
CIRO
44
Trn
hr
I-5-239
fLmntinMgei
C
4
Fiur5.7-5
aeil
Figure
5.7-6
shows
magnet materials.
for purpose of
several
popular
compounds
which
are
used
for permanent
Chromium-cobalt-iron permanent magnets have been developed
reducing manufacturing cost.
This compound is ductile enough
to be cold formed at room temperature, whereas
the more brittle
and ferrite must be cast and ground into final shape.
than Alnico
In addition the FeCrCo
and Alnico achieve about a 5MGOe energy level but the FeCrCo has
much
less
cobalt, the most expensive element of the compound.

Although cobalt is considered rather expensive and a rare earth metal,
used
widely
in
permanent magnets
today.
Compounds
utilizing
it is
samarium
and
cobalt have been developed over the last 15 years which have some of the best
magnetic properties.
Typical BH energy products are in the range of 16 to 30
MGOe depending on the particular alloy.
At the higher maximum energy products
there are often trade-offs; for example, the typical cost of a samarium cobalt
magnet is $50-100 per pound.
By substituting copper for some of the cobalt in
SmCo5, high coercivities can be obtained after suitable heat treatment and can
be
manufactured
by
casting.
magnetization
level,
but
by
magnetization
levels
can
be
coercivity.
The
cooper,
adding
however,
small
improved
at
lowers
amounts
the
of
expense
the
saturation
iron,
saturation
of
sacrificing
With the addition of zirconium in small amounts, some of the best
materials have been made within the basic samarium cobalt family of compounds.
Early
in
the
1980's,
research began
improved overall energy products.
on
compounds
without
Recently, compounds using neodynium, boron,
and iron (NdFeB) have been developed and are available

The
neodynium is
in limited commercial
still considered a rare earth metal; however
it exists in far greater quantities than rare earth cobalt.

NdFeB
compounds
can
and with
In the past development of stronger magnets
relied on the addition of cobalt.
applications.
cobalt
Consequently, the
be manufactured at less total cost per pound.
Various
versions of this compound have produced net energy products as high as 50 MGOe
(see
future
figure
5.7-7).
Use
of
the
permanent magnet motors by
new compound promises to reduce weight of

20 to 30 percent;
a similar
reduction
is
expected in size (approximately 20 percent).
One major disadvantage of neodynium-iron-born permanent magnets

have a very low curie temperature
is
that they
by comparison to samarium cobalt magnets.
The curie temperature is the temperature at which the thermal activity in the
5-240
Gu/p) Ijf1Gou1 As~iaNa
0 z 'Z
5-4
15000
10000
NEODYMIUJM - BORON - IRON

B
(GAUSS)
5000
SAMARIUM
COBALT
REC 20
SAMARIUM
COBALT
RC3
FERRITE
0-
10000
5000
Figure 5.7-7.
Demagnetization Chart of Magnetic Materials

5-242
(OERSTED)
material exceeds the magnetic field.

or random movement of atoms
this
The result is that the thermal activity
creates new magnetic fields.
The net result of
being a total cancellation of a dominant magnetic field.
reaches its Curie temperature, permanent damage will
occur.
magnets have a curie temperature between 1250 to 150*C.
Once a magnet
NdFeB permanent
Magnetic energy drops
off severely at relatively low temperatures approaching the curie temperature.
Permanent
magnets,
combined
with
higher
power
semiconductors
microprocessors, are revolutionizing electric drive systems.

magnet
(brushless
electrically
materials
DC
excited
such as
motor)
is
machines.
rapidly
evolving
Permanent
magnet
tomorrow. Magnetic materials will continue to
use
of
applications
these
The AC permanent
will
motors
replace
using
most
magnetic
samarium cobalt and neodymium-iron-boron are proving to be
state-of-the-art drive actuation, and propulsion
and generator
and
and
high
for future
energy
as
for
today
and
play an important role in motor
electric
compounds
technologies
propulsion
frictionless
systems.
Further
bearings,
motor
laminations, etc.. .will become more and more popular.
5.7.1.5
Controls
Control in the context of an electric drive can be subdivided into two major
power-level defined categories:
control as related to the transfer of infor-
mation and logic level control signals
(i.e.,
low power control),
and control
as related to the transfer and conversion of traction power (i.e., high power
control).
Unit
We associate the first control category with the Electronic Control
or ECU and we associate the
tioning Units or PCU's.
second control category with Power Condi-
The signal and power level interconnections of-ECU's
and PCU's for three types of configuration drives are shown in figures 5.7-8,
5.7-9, and 5.7-10.
Note that in the DC field control blocks we have included
the
description
parenthetical
actuality
process.
low power
Each
functional
components that are

performance,
improve
with
(1-3%
in
of
the
control
a continual
reliability,
time.
(PCU)
The
to
indicate
machine
unit
state
that
power)
package,
field
transfer
control
-
is
in
conversion
ECU
and
PCU
of evolution.
The
size,
contains
weight,
and cost of both the ECU and the PCU continue to

primary
impetus
for
this
improvement
integration of electronic functions in silicon integrated circuits.
5-243
is
the
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Figure
5.7-9.
Block Diagram For DC Homopolar System
5-245
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>>
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iga
o
5-246=
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rcinMtrSse
Electronic Control Unit (ECU)
Electronic control units are by design small computer systems.
Serial or
parallel input/output (I/O) lines connect the ECU with the vehicle driver
and the major drive train components.
status
inputs
from
the drive
Command inputs from the driver and
train
components
dictate
various
"sorted
program" responses that are then transferred over the I/O lines, back
the
drive
train
components.
components enable the ECU

original
commands
economy, etc.
to
Real
time
feedback
both monitor
to maintain
form
of
the
signals
operation
optimal
and
control,
to
from
the
alter
its
maximum
fuel
The ECU also coordinates system protection functions such
as component shutdown due to excessive temperature.
In first generation electric drive systems, such as the GDLS EVTB wheeled
vehicle,
the
ECU
memory, signal
(LSI)
consisted
conditioning,
of
ten
printed
and discrete
circuit
logic
containing
large-scale
integration
chips and medium scale integration (MSI) chips and a first genera-
tion 8-bit microprocessor, the Motorola 6800.

EVTB
boards
ECU would
consist of a single board containing several very large
scale integration
control
on-chip
(VLSI) chips
and
a third
single-chip microcomputer such as
offshoot,
A second generation of the
the 68200.
A dedicated
generation
16-bit
dedicated
the Intel 8096 or the Motorola
control
single-chip
microcomputer
has
I/O processing, A/D and D/A, interrupt line control, event-time
counters, memory, and both volatile (RAM) and stored program (ROM).
auxiliary
functions
would
have
to
be
provided
by
additional
purpose chips if general purpose microprocessors, such as
These
special
the 8086
and
capability we
in-
6800 were used.
To indicate the
trends
in microprocessor/microcomputer
clude figures 5.7-11 and 5.7-12,

shows the number of metal-oxide
taken from reference [cl].

semiconductor
Figure 5.7-11
(MOS) transistor
that have
been uti lized to form a single VLSI chip as a function of the year of the
chip's entry
into
the
commercial
microcomputers mentioned above,

complicated
general
and
thus
their
marketplace.
the
8096
complexity
The
control
single
chip
and the 8200, are slightly more

is
slightly
greater
than
their
purpose microprocessor parents, the 8086 and 68000, respectively.
5-247
10M
0
e
w
76
74
7n
70
78
861
88
84
82
go
YEAR
NIumber of Transistors Per Chip Versus Time
Figure 5.7-11.
10
10
a.
10-
70
Figure 5.7-12.
72
74
76
78
80
YEAR
82
84
86
88
90
Cost of Computing Power Versus Time
5-248
Integration in silicon not only rewards

chip,
but
also
in money
saved per
shows a steady year by year decline

digital
the user in computing power per
unit
of computation.
Figure
in the cost per bit of
5.7-12
chip based
information with no apparent leveling off in the rate of decline
over a 16-year period.

(chip density)
With greater
forecast for
and
greater
levels
of
integration
the future, we expect the "economy of scale"
trend to continue into at least the mid 90's.
At
this
time,
fundamental
limits in silicon MOS transistor operation will be reached and new device
structures will be required to continue the trend in ever increasing chip
densities.
Based on past performance and innovations it would be foolish
to assume that such new structures will not be developed.
Power Conditioning Unit (PCU)
The PCU function, as depicted in figure
5.7-13,
can be broken down into
three
signal
level
interconnected
control
sub-functions:
communication
level to
function,
a
level
transfer
(i.e.,
(i.e.,
low power)
signal
voltage
traction power voltage level) power device drive function and a
power device traction power level switching function.
The first function can be thought of as a low-level ECU function.

signals
from
are received from the main ECU and status
the power
switch
computations are made

ductor driver
network,
the
traction
and firing signals
networks.
ECU.
such as
These
advances
"smart"
motor
are sent to
Local feedback signals
drive signals or indicate abnormal response.

be taken,
signals
are
Command
received
and gear box,

the power
local
semicon-
may modify the switching
Local corrective action can
PCU shut-down, or warnings can be relayed to the main

functions
can and will
in VLSI circuitry as the main ECU.
take
advantage
of
the
same
The local ECU will become a
dedicated microcomputer.
The voltage level shifting and power device drive functional box shown in
figure 5.7-13 has in the past been constructed with discrete semiconductor
devices.
required
silicon
In the GDLS EVTB PCU just the power device gate driver
an
entire
integration
printed
will
circuit
enable
board.
a massive
space claim for this functional block.

5-249
But,
just
as
in
reduction in parts
the
alone
ECU,
count and
0r
00
ZE
0 0
->
00
z
a
C0
t <
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0.
C
0
wU
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0
oa
0z
Cr
0/0
a.
>
~0 l0 Cc
00
0
t
0
0
0
00
I-
0cr
52 0
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mT
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IO
01O
IL
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0~
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IF
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tz
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00
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LAJ LLC:w
Figure
5.714.
High VLtaeItgaeLici
5-5
HI)Ci
iga
Many manufacturers have developed high-voltage power
integrated
(HVIC's)
level
that
can
-microcomputers
devices.
Figure
been
driven
directly
by
logic
signals
from
and which will drive directly the gates of power switching

5.7-14 is
General Electric
have
be
circuits
[c2].
a block diagram of one such
All of the functions
integrated
into
single
IC developed by
enclosed in the dashed box
silicon chip.
This particular
chip
will work up to DC bus voltage levels, Vdc in figure 5.7-14, of 500 volts.
The chip is shown driving insulated gate transistors
(IGT's) but the chip
output could easily be reworked to drive other power
devices.
For very
high power devices the power IGT devices shown in the figure could, as an
intermediate
measure, be
reconnected
to drive individual gate leads in a
Darlington type arrangement.
Use
of HVIC's
justify more
circuit
will clearly:
interface
reliability,
reduce
circuit
and
lower
interface circuit size, economically
diagnostic
the
functions,
increase
total cost of the
interface
interface circuit
function.
The
last
contains
block
the
switching
de-
fundamental
in
the
power
breakdown
components
vices
and
arrangements
of
of
of
the
the
PCU
PCU:
energy
storage
power
switching
function
the
is
figure 5.7-13
power
semiconductor
elements.
devices
There
in
are
AC/DC
two
power
conversion circuit.
These
two
arrangements depend on the type of
"smoothing" energy storage element that is used on the DC side of the
power switching devices.
input
If an inductance is placed in series with the DC
(output) line of the
power device network the
termed and a "current source" converter.
power
converter
is
This is because the DC network,
as seen from the AC side of the converter, appears as a slowly varying DC

current source, due to the current smoothing effect of the inductor.
capacitance
is placed in shunt with the
converter the power network
is
this
again
case
converter
the
DC
appears
network,
as
slowly
DC
input
(output) line
termed a "voltage source"

as
viewed
varying
voltage smoothing effect of the capacitor.
5-252
DC
from
voltage
the
If a
of
the
converter.
In
AC
source,
side
of
the
due
to
the
source converter
Typical DC linked 3 phase AC current source and voltage

are
networks
converter
source
That
unit.
ccmmutated"
"line
an AC
5.7-15(a) is
figure
current
The
5.7-15.
figure
in
shown
the
is
in
current
reversal and the needed reverse bias voltage for the thyristor devices are
both
in
converter
is
current
AC
the
provided by
to
forced
zero
is
5.7-15(b)
figure
"forced
in each
commutated"
power
the
of
The
source.
or
load
network
That
is
devices
by
unit.
transistor
The transistors
control, not by the AC network.
transistor base current
source
voltage
in the voltage source converter in figure 5.7-15(b) can only block voltage
due to the reactive current return anti-parallel diodes
in one direction
in
leg
each
of
converter.
the
Thus
from
flow
can only
power
the
DC
network to the AC network in this unit and the
device is more correctly
referred to as a voltage source inverter or VSI.
The SCR's in the current
5.7-15(a) can block voltages of both polarity
converter of figure
source
and thus power can flow in both directions

from
to
AC
(rectification)
DC
in
this
(inversion) or
from DC to AC
unit.
The
"power
name
generic
converter" is best suited for their device.
and voltage
Both current source

continual
(see
improvement
section
5.7.1.3
domestic and foreign

level
greatest
of
source
in commercial
of the
converters will benefit from the
power
semiconductor
characteristics
report) that is being demonstrated by both
(primarily German and Japanese) manufacturers.
improvement will
come in voltage
source units.
The
This
will be due to both improvements in gate control/commutate devices such as

the bipolar junction transistor (BJT), the insulated gate transistor (IGT)
and the MOS controlled thyristor (MCT), and improvements in energy storage
capacitors.
Current source converters can and will be improved by reduc-
tion in the size

when
the AC
mutate
the
switching
of needed
side of the
switching
losses
converter has
devices,
in the
commutation circuits, needed
auxiliary force
and
in
insufficient energy
reductions
switching devices
the size of the required smoothing inductor.

in the inductor
the
line com-
size
of
the
It will be hard to improve

The only major
will be in the cooling of the unit.
5-253
in
to
improvement
Current
Smoothing
Inductor
3 PHASE
AC
Oc
(a) Current Source Converter
3 MHAN
0C
OUT
(b) Voltage Source Converter
Figure 5.7-15.
Current Source and Voltage Source Converters
5-254
Conclusion
We estimate that future ECU's will be single board assemblies
that will
make extensive use of VLSI devices and single chip control microcomputer.
The reduction in volume and cost will be extensive enough to allow identical backup (redundant) ECU's to be place side by side with primary units.
Future PCU's will also benefit from integrated circuit electronics.

will
contain mini or local
ECU's, high voltage integrated circuit
power devices and advanced power semiconductor switching devices.
They
(HVIC)
Current
source PCU's could be as small as 1/2 to 1/3 of the volume of their present day counterparts and voltage source PCU's could be
their present
size.
Net
cooling
requirements
will
as
small as
also be
1/4
reduced
in
future PCU's, but not to the extent that the total volume can be reduced,
since
the
primary
source
of
heat
generation
will
remain
the
loss
mechanisms in the switching devices.
5.7.1.6
Commutation
In DC machines commutation
is the name
current in a rotating armature coil.
given to
the
commutation
armature
consists
terminals
of
carbon
sliding
over
reversal
of
the
If the machine is a 2N pole machine this
reversal occurs N times in each coil per armature

of
forced
brushes
rotating
in
revolution.
series
copper
connected to the rotative armature windings.
with
commutator
The mechanics
the
bars
stationary
that
are
These brushes are placed in the
magnetic neutral plane of the pole fielding windings where the induced voltage
in the associated-armature winding is a minimum.
Though simple to describe, commutation is

being the induced voltages
armature winding
due to the self
themselves.
completely reversed
a non-trival
When the
= Ls
di
dt
Ls
The
reason
and materials inductances of the
current
in a
particular
winding
is
the voltage Vs that is induced in the winding due to its
own self inductance L s is given approximately by:
Vs
function.
2 Io,
Tc
5-255
where
Io
is the steady-state current in the coil, Tc is the commutation time
(directly
proportional
to
the
commutator
bar
circumferential
inversely proportional to the commutator bar surface speed),
lengthy
and the factor of
2 is due to the fact that the coil current is reversed from + Io to vice-versa.
If
other
nearby coils
are undergoing commutation
time there will be other additive voltage contributions

induced in the coil of interest.
and
10 or
at this same
to the total voltage
If left uncompensated, these coil voltage
terms will in general not match the resistive voltage drop in the circuit due
to
coil
and
brush
conduction
losses.
trailing end of the commutator bar,
Thus
there
at
will
brush
departure
develop excessive
from
the
sparking,
which will in time lead to commutator - brush destruction.
All
modern
day
DC
machines
compensate
for
the
armature
coil
self/mutual
induced voltage by means of dedicated interpole windings that produce back emf
within the coils to cancel (on the average) the coil flux generated voltages.
These interpole windings
are in series with the main armature current and thus
are self adjusting to the level of machine drive.
Also,
the interpoles upon
which the interpole windings are wound have sufficient air gaps that they are
assured of not saturating.
Model interpole compensated DC machines are not speed limited by commutation.

DC machine speed is primarily limited by the
contains the power windings.
maximum
machine
rotational
Centrifugal
speed.
Future
fact that the rotation element
force on these windings limits the

improvements
in
the
mechanical
construction of the rotors of DC machines may push machine speeds to the point
of commutation limitations, but more effort, industry wide, is being put into
electronically
commutated
machines,
improving DC machine structures.
i.e.,
AC
machinery,
than
there
The DC machine is far from dead, but
is
in
it is
not a subject of intense research, particularly when compared to the level of

work being expended in the development of high speed AC machinery.
5.7.1.7
Mechanical Structures
Mechanical
Structures
encompass non-electrical
components
such
as
the
case,
end bells, shaft, bearings and seals required in motor and generator designs.
5-256
The
investigation
of
technologies
associated
with
mechanical
structures
indicated meaningful impact on rotating electric machinery only for
the area
of bearings.
Bearing
systems
machinery
are
design
important
because
to
lightweight
bearing
design
can
high
performance
limit
the
rotating
life,
operating
temperature, and operating rotational speed depending on the specific design.

Generally
as
insulation
systems
improve
to
allow
greater
operating
temperatures, bearing systems must also operate at these elevated temperatures

otherwise
design
they will limit the design operational range.
improvements
machinery
operate
weight
at
these
allow
and
greater
volume,
increased
rotational
bearing
speeds
speed,
systems
under
Also, as electrical
resulting
must
be
if
the
load
in
available
weight
reduced
that
and
can
volume
reductions are to be realized.
Currently the growth of bearing technology is
slow.
However
improvements
in
materials, material processes, and lubrication have been accomplished and are
continuing.
Advanced
bearings
rotating machinery, operating

the
capability
of
current
developments
a temperatures
bearing
systems,
that
hold
promise
and/or rotational
include
for
future
speeds beyond
nonmetallic,
composite
ceramic, and magnetic bearings.
In conclusion bearing system requirements are design specific and some future
applications
will
require
improved
bearing
designs
to
realize
the
full
potential of future electric technology improvements.
5.7.1.8
Cooling Techniques
Improved/advanced cooling techniques have potential for reducing the size and
weight of individual electric machines, of the transmission cooling system and
ultimately of the transmission system.
Cooling systems
are
designed to meet
varying goals and requirements and a number of trades must be considered for
optimizing cooling systems.
Improved cooling techniques applied to individual
electric drive components can reduce the size and weight of these components,
however, generally this will produce a greater cooling load
system.
on
the
cooling
The cooling system may be improved by using advanced heat exchanger
5-257
design.
and
Also
weight
standpoint
the cooling system can be optimized for best installed volume
or
minimum
power
demand.
Also
of minimizing installed volume,
it
is
advantageous,
from
the
to integrate the transmission and
engine cooling systems into one main power pack cooling system.
In
the
interest
of
evaluating
emerging
alternative cooling methods to augment,

in
modern
electrical
equipment.
already been used to achieve
technologies,
intensify,
These
have
identified
and enhance heat transfer
alternative
cooling of
we
electrical
cooling
methods
components
with
have
varying
success and include nucleate boiling, immersion cooling, heat pipes, and other
augmentation techniques.
successfully
to
significant
lining.
the
prospect
If any of these alternative methods can be
generated
for
electric
further
drive
cooling
concepts,
system
there
applied
may
component/design
be
stream-
What these alternative methods are and how they influence the cooling
system design of an electric drive system is the subject of this section.
The
reference
material
that was
used
discussion are given at the end of

Science
and
Technology
Index
in
the
section
and
the
preparation
5.7.
In
Engineering
of
the
addition,
Index
were
following
the
Applied
searched
for
articles from 1983 through 1986 to ensure the currentness of the effort.
Nucleate Boiling
Nucleate boiling generally refers
to a heat transfer
process that occurs
along surfaces submerged in a fluid and is characterized by the formation

of vapor bubbles.
substantial
porting a
heat
electronics
surface
take
The formation of vapor bubbles usually indicates a very

flux.
Reportedly,
cooling
rate on
cooling, several
advantage
of
nucleate
common
boiling
this
the
heat
flux
order
of
fluorocarbon
to
achieve
100
is
capable
2
W/CM .
fluids
sup-
In modern
may be
temperature
of
used
control.
to
In
particular, nucleate boiling provides the system designer with a potential

means to cool those electrical components that may be difficult to supply
with conventional oil or forced-air cooling.
This is
because cooling can be
using the
designed into
an electrical component by
fluorocarbon fluid as a self-contained, nucleate
5-258
boiling
heat
sink.
With proper design, recondensation of the fluorocarbon fluid can be
achieved by
thermal recycle through surface radiation
and/or conduction.
With this design, it is important to maintain the heat-sink surface in the

nucleate boiling range and to
to
thermally
self-contained
further
unstable
and
no
or
avoid greater temperatures that would lead
less
moving
effective
parts
operation.
feature,
Because
nucleate
study as an alternative cooling technique
of
boiling
its
merits
for an electric
drive
system.
Immersion Cooling
Immersion cooling employs a liquid refrigerant to remove large amounts of

generated heat and accomplishes this without the use of moving components
that conventional cooling systems require.
Similar to nucleate boiling in
operation, immersion cooling relies on the evaporation of a refrigerant to

maintain
through
system
a
temperature
condensing
control.
operation
where
The
it
vaporized
gives
up
refrigerant
its
latent
passes
heat
of
vaporization and runs back to a reservoir as a liquid under gravity.
Such a system has been developed and in use since the early 1970's
application
equipment,
cooling
in
intercity
and general
offers
passenger
industrial
several
equipment,
equipment.
advantages
when
In
many
immersed in one tank and when the thermal
wayside
substation
particular,
electrical
load is
immersion
elements
cyclic.
for
are
For example,
these different elements may not necessarily carry their respective peak
currents and hence heat load at the same time.
such a collection of elements will be
tive peak heat loads.
The peak
heat load for
less than the sum of the respec-
In immersion cooling, it is possible to cool this
collection of elements by having them share a common cooling surface.

size of this cooling surface will be
rather
than
the
sum
of
the
based
individual
on
peak
the
resulting
loads.
peak
Unlike
The
load
immersion
cooling, conventional cooling systems base their external cooling surface

on individual peak loads.
Hence, larger
likely with conventional systems
cooling surface
sizes are more
than with immersion cooling
equivalent heat
removal.
of an immersion
cooling system form a
systems for
Moreover, the fluorocarbon liquid and reservoir
5-259
kind
of
thermal
flywheel
with
thermal inertia.
The thermal time constant for an immersion system can be
on the order of 15 to 30 minutes compared to about 1 minute for the conventional
air-cooling system.
By using
the
fluorocarbon,
the
immersion
system can be sized in terms of the average cyclic heat load, compared to
the air-cooling system, which must be sized in terms of 1 minute average
loads.
For transportation
volume
savings
because
application, this
the
cooling system
results in large weight and

is
no
longer
based
on
peak
starting or operating loads.
Like the nucleate boiling system, the
self-contained and no moving parts
feature of immersion cooling merits further study as an alternative means

for cooling electric drive components.
Heat Pipes
The heat pipe is a relatively recent development (1964) in

devices.
It
is
self-contained
transporting heat at a
high
heat
rate with
pump
no
that
has
external
heat transport
the capability of
pumping
power.
The
basic phenomena of evaporation, condensation, and surface tension pumping

in
capillary
wick
permit
the
heat
pipe
to
continuously without the help of external work.
silver, or aluminum,
heat away
the heat pipe
from a surface by
components
and
principle
radiation,
of
operation
is
latent
heat
Because it has a fraction
of the weight and several hundred times the heat

copper,
transfer
transfer
capability of
ideally suited to conduct
convection,
or
conduction.
of a conventional heat pipe
The
are
shown in figure 5.7-16.
Use
of the heat pipe in an electronic component cooling application most
often dictates
range
employing
fluid.
216*F
the heat
These
which
water,
fluids
are
pipe
will
ammonia,
operate
in
the
Freon-21,
or
methanol
have normal boiling points
suited
to
cool electronic
moderate
as
that range
components
temperature
the working
from
-10
operating in
to
the
160-930 F surface temperature range.
With regard to electric
drives, heat pipes have found application in the
cooling
modules,
of
electronic
semiconductor
5-260
devices,
and
induction
Liquida~o
CnanrWick
Evapr~oator
Section
_Adiabatic______Condenser
Section
Section
Figure 5.7-16.
The Heat Pipe
5-261
motors.
The performance data obtained lead to projections that heat pipes
may handle heat dissipation rates 2.5 times higher than conventional water
cooling
air
and result
cooled
in 25
machines.
conventional
water/oil
An
percent savings of weight, as compared with

additional
cooling
is
advantage
the
of
elimination
heat
of
pipes
over
sealing problems
especially in the rotor and the transport of dissipated heat to locations

where the heat can be removed easily and with low-cost measures.
Heat pipes posses

ciples
of
fluid
heat transfer
mechanics.
limitations which are governed by prin-
The
relative
magnitudes
of
each
of
these
limitations will
depend on heat pipe
characteristics.
However, when the heat pipe is properly designed, it can
geometry, working
be used to advantage.
The demonstrated
relatively
silent
low
cost,
suggest the heat pipe may
be
and
wick
advantages of design simplicity,
operation,
an
fluid,
and
innovative
long
lifetime
cooling
reliability
solution
in
future
electric drive technology.
Advances in Heat Exchanger Technology
Heat
exchangers
are
fundamental
cooling components of the electric

heat transfer
part
of
the
conventional
drive system.
They were
approach to
used as the
surface to provide cooling for the concepts in this study.
Because of their widespread acceptance, it is likely they will continue to

be
used
in
future
electric
drive
programs.
In
recognition
of
this,
advances in heat exchanger technology were identified for potential use in

future electric drive systems.
of
an
extended
range
of
These advances were seen to take the forms
operating. conditions,
variety
of
additional
materials including plastic, and significant improvements in manufacturing

technology.
Shell and tube heat exchanger technology has advanced considerably in the
past decade.
point
The technology of integral finned tubing has improved to the
that exchangers
are available in fin
densities up
to 40 fins/inch
with fin heights from 0.03 to 0.06 inches, and tube outside diameters from
0.375 to
1 inch.
Improved fin density associated with smaller tube dia-
meters improves heat transfer surface area by
5-262
several times over
conven-
tional
tubes.
Wolverine
Division
of
UOP
has
recently
developed
the
Turbo-Chil finned tube which is an integral low finned tubing with internal enhancement.
nent
The Turbo-Chil enhanced tubing is reported to be promi-
in the refrigeration
industry in applications with
vaporization outside the tubes

Such
an exchanger
boiling or
could
be
and single phase
used
immersion cooling.
to
In
addition,
fluid inside the tubes.
advantage
in
support
of
nucleate
Reportedly, other high performance tubings
are GEWAT by Wieland-Werke AG of West

Corporation of Japan,
condensation or
Germany, Thermoexcel E by Hitachi
and High Flux Tubing by Union Carbide Corporation.
Mitsubishi
Electric
Corporation
of
Japan
has
unique plate fin exchanger made from hygroscopic paper.
developed
Used in ventila-
tion air duty, the paper serves as a primary surface in combination with
triangular
fins
made
of
special kraft
papers.
Although
limited
to
maximum operating temperature of 122*F, the attractiveness of paper, as a

weight
reducing
measure,
should
be
explored
for
limited application
in
future electric drive systems.
Plate
fin
recent
exchanger
years.
technology
Advances
has
experienced
in manufacturing
performance compact geometries.

or offset strip fins.
also
technology
dramatic growth in
have
produced
high
These geometries involve multilouver fins
Granges Metalverken Company of Sweden has developed
a highly compact multilouver copper fin with a fin density of about 50.5
fins/inch and corresponding heat transfer area density of 1341 ft. 2 /ft. 3 .
AiResearch
has
developed
an
aluminum
offset
strip
fin
that has
fin
density of about 36.85 fins/inch and corresponding heat transfer surface

area density of 1722 ft. 2 /ft.
In
addition
to
design
developed materials
tions.
and
and manufacturing
technology
are also being emphasized
advancements,
in heat
newly
transfer applica-
All plastic exchangers are available that promise weight reduction
improved
corrosion
resistance.
In
particular,
Phillips
Petroleum
Company has developed a new material, Ryton PPS, which is being considered
for
plate
inert
heat
exchangers
properties.
development
because
Ceramic
in heat exchanger
is
of
its
another
high
strength
material
that
application.
5-263
Foam ceramic
and
has
relatively
seen
rapid
structure, with
its intrinsic small passages, provides a high surface area to volume ratio
turbined recuperator.
that has been used to advantage as an advanced gas

A ceramic counterflow recuperator for
Stirling
and gas turbine engines is
under development by the Coors Porcelain Company.
Further Aucmentation Techniques
Any
technique
that
increases
the
heat
transfer
coefficient,
h,
or
increases the heat transfer area, s, or increases both simultaneously may

be considered an augmentation technique in a cooling system is to increase
flow
or
accomplish
both
of
beneficial
effects
the
heat
system
hardware
lower
these
are
the
simultaneously.
achievable
sizing
temperature
permissible
may be
with
reduced
It
is
thought
augmentation,
and
the
difference
then
overall
if
that
or
these
the
cooling
system
thermal
effectiveness may be improved.
Basically, augmentation techniques are classified as active, passive, and

compound.
Active
passive techniques
refers
to
those
techniques
do not
and compound encompasses techniques
that
require
power while
from both
passive and active categories.
Passive Techniques
Following
is
brief
description
of
some
of
the
augmentation techniques encountered in the literature:
Treated Surfaces
Rough Surfaces
Extended Surfaces
Displaced Enhancement Devices
Swirl Flow Devices
Surface Tension Devices
Additives for Liquids
Additives for Gases
5-264
more
common passive
The literature reports

nique
for
that a treated
augmentation
of
surface can be an effective
boiling heat
transfer
tech-
to fluorocarbons.
One
example given is the brazed coating marketed commercially as High Flux.

The purposeful dendriting or crazing of a surface has also been used with
success.
It
is
believed
chip
that
or
substrates
carrying
transistor
surfaces may be modified as a striated surface to enhance heat transfer.
Surface
roughness
transfer
in
the
has
long
been
considered
forced-convection
a means
mode.
However,
of
augmenting
this
heat
technique
is
usually associated with increased pumping cost that represents a trade-off.
Vortex generators,
such as
static mixing devices, have long been knownto
promote mixing and improved heat transfer rate.

device improved
In one study, use of this
the heat transfer coefficient by as much as 100 percent.
The benefit of improved heat transfer coefficient must be
weighed
against
the increased pumping cost resulting from the increased turbulence.
As a surface tension device, wicking has been used whenever

unreliable
tion.
supply
Wicking
thermal control
of
there is
liquid to a heated surface in a critical
(which
includes
heat
pipes)
have
been
in a number of electronic applications.
an
applica-
considered
for
As they need an
intimate contact with the surface to be cooled, wicking is sometimes used

in conjunction with enhanced surfaces.
Working Fluids
The working fluid for a heat transfer system is normally specified by the
process or chosen on the basis of its desirable properties.
of
liquid
working
additives
additive
fluid
have
while
is
still
to
preserve
improving
been investigated
and
the
the
some
substantial improvements in heat transfer.
desirable
heat
have
properties
transfer.
been
The purpose
found
of
great
to
the
many
produce
In saturated nucleate boiling,
liquid additives were determined to raise the heat transfer coefficient by

20 to 40 percent.
Liquid additives
remain a viable technology for inves-
tigation of nucleate boiling and/or

future cooling system designs.
5-265
immersion cooling
are
considered
in
Active Techniques
Following
is
brief
description
of
some
of
the
more
common
active
augmentation techniques encountered in the literature:
Mechanical Aids
Surface Vibration
Fluid Vibration
Electrostatic or Magnetic Fields
Injection and Suction
Mechanical aids for the transfer involve stirring the fluid by mechanical
means
or by rotating the surface across which the
The literature
transfer
shows mixed results for these techniques.
must occur.
In one experi-
ment, surface scraping was seen to be an effective approach for increasing

the forced convection heat
necessary hardware
is
transfer.
usually
not
However, it was concluded that the
compatible
with
most
available
heat
exchangers.
Surface vibration and fluid vibration have also been used to increase the
heat
transfer
coefficient
in the
cooling
of
electronic
equipment.
In
comparing these techniques, it was found that fluid vibration was the more
practical augmentation technique due to the mass of most heat exchangers.
The vibrations used typically range from about iHz
to ultrasound.
Some
workers hive questioned the efficiency of this approach when system reliability is also taken into account.
the
literature
Again, mixed results are reported in
for each type of vibration.
that vibration is
not effective
In general, it can be said
as an augmentation technique
to warrant
the rather cumbersome equipment normally associated with its use.
Electrostatic fields
ments
as
technique
(AC or DC) have

to improve heat
been tested
transfer.
in small scale experiTo be
successful,
this
technique must be used with a dielectric fluid and directed in a manner to

cause greater bulk mixing of the fluid in the vicinity of the heat transfer surface.
to produce
In one experiment, a voltage in the 10kv range was observed

an improvement in heat transfer rate on the order of 100 per-
5-266
cent.
Such conditions may often be encountered and taken advantage of in
a power transformer.
Electrostatic fields may offer potential for augmen-
tation in cooling of electronic
equipment
if it can be tolerated and is
practical without energy consumption penalty.
Injection involves the forced supply of gas into a flowing liquid through
a
porous
heat
transfer
surface.
It
is
believed
that
the
resultant
bubbling produces a beneficial effect on the heat transfer rate similar to

nucleate boiling.
Suction relates to vapor generation and removal through
a porous heated surface as might be experienced in nucleate boiling.

experimentation has shown it was possible
Some
to increase the heat transfer
coefficient by as much as 150 percent under certain conditions.
To summarize, the equipment usually associated with active augmentation is

relatively expensive and complex to operate.
that its use may act to reduce
the overall
A further consideration is
reliability of the equipment
being cooled.
5.7.2
Future System Improvements
Predictions of future electric drive

the component technology
future
system improvements were made
trends of the previous
section,
based on
the current
and near term electric drive systems from phase II of the electric drive study
contract,
those
and
that
past
electric
are projected
to
machinery
have
experience.
the most
Critical
technologies,
impact on future electric drive
systems, are also identified.
The best electric drive concepts determined in phase II of the electric drive
study were
analyzed to determine
subsystems
that make
generally
potential
subsystems
for
technologies
improvements.
the weight and volume
up the total system.

with
producing
associated
large
weight
significant
with
these
Conversely, subsystems
contribution
This analysis
and volume
system
subsystems
is useful
contributions
improvement
indicate
of
in that
have
if
major
the
high
component
future
that contribute minimally to the total
system generally will not generate significant system improvements.
5-267
The weight and
volume
contribution
of
six
major
subsystems/subdivisions
to
total installed transmission weight and volume are presented in figures 5.7-17
and
5.7-18
for
the
best
electric
transmission
concepts
from
the
phase
effort and for two hydrokinetic transmissions (DDA X300 and DDA ATT1064).
six
subsystems/subdivisions
electronics,
gears,
weights
volumes
and
transmission
subsystems.
only
Power
considered
include
generator,
and
cooling,
presented
and
do
not
in
to weight and power
motors,
miscellaneous.
figures
include
traction
5.7-17
final
and
drives,
The
5.7-18
engine,
II
The
power
installed
are
and
for
engine
to volume ratio values are given
in
figures 5.1-17 and 5.7-18 for the transmission presented.
The weight information of figure 5.7-17 shows for the 19.5 ton DC system
ACEC)
that
the
traction motor
installed weight and is
along
account
for
the dominant contributor.
65 percent
of
(by
the system
Regarding AC transmission
systems for both 19.5 and 40.0 ton vehicle applications, the traction motors,
power electronics, gears, and cooling have significant impact on system weight.
Concerning the volume information of figure 5.7-18 the DC motors again have a
major impact on
the total
installed system volume for the 19.5
application with conventional DC drive.
ton vehicle
Although the gears and cooling system
also contribute significantly to total volume.
For 19.5 and 40.0 ton vehicles
with AC electric transmissions the power electronics, cooling, and gears have
the most dominant
5.7.2.1
contribution to system volume.
Critical Technologies
Two critical technology areas were identified from the technology trends and
the
weight
These
and
volume
analysis
critical technologies
of the best electric transmission concepts.
are power
semiconductors
and
materials.
The permanent magnet technology growth will
the weight
and volume
of traction motors and the
permanent magnetic
significantly impact
projected
improvements
in
power semiconductors will reduce the volume of power electronics dramatically.
third
machinery
critical
technology
applications.
is
Future
current
collection
improvements
in
density are projected to result in significant
5-268
brushes
brush
speed
for
and
homopolar
in current
reduction of homopolar drive
CL
Wr-UJ
ILiiL
-J-JLU:
z
zLU
>
CL
w
= z
j 0Z=)
Q0 CL
) CI
e.C
<>
0
b9C
E-
U=
aCJ
CV
c~o
t
CC)
0L >Q OC
E--q
EjcD
~D
:o;
o
goor
0o
0-
O 04~ LO
c'JC'
S81-IHn
for Bes
Figre .717.WeghtCoparso
Elcti
5-269)
Trnmiso
Cocpt
LL
a.w
-0
.>0Qa:
-.
L(0
CL
IL
*3c'
E-j
IJ
Z'
0 .CC)CL
0--2
>0 >
()'1(
< 0~
c'cJ
LtU
U)
U'
c'J\
1LO
0 > C) CI
eLj
Vlue omprionFo
Figre5.-18
F-
Bet
letri
5-270
Tanmisio
Cncpt
weight which has been a major disadvantage of this system.

are attractive
for heavy combat vehicles
due
to
their
Homopolar drives
relative
simplicity.
One aspect of this simplicity is that no power electrics are required in the
main
power
circuit
resulting
in
significant
reduction
of
the
rating
and
physical properties of the electronics.
Although
not
techniques
considered
critical
optimization
and
of
technology
integrated
area,
cooling
improved
systems
cooling
offers
meaningful improvements in electric machinery size and weight and
some
in cooling
system physical characteristics.
It is also worth noting that improvements in DC motor design could payoff

significant
for
improvement
development activities
DC
drive
in technologies
systems.
However,
no
in
significant
that would produce these improvements
were identified by this study.
5.7.2.2
Electric Machinery Projections
This
section
used
in electric
power
addresses
growth projections. for the
transmissions
conditioner units.
including
major electric
alternators,
The growth projections
machinery
traction motors,
and
are developed based on the
following sources:
Past electric machinery data
Near
term
electric
machinery
data
from
the
electric
drive
study
(considered as in production by 1990)

o
Technology trends from the parametric study
Trends
of
power/weight
and
power/volume
motors,and power conditioner units

and
5.7-21.
The
trends
for
alternators,
are presented in figures
are generally based on past
AC
5.7-19,
traction
5.7-20,
and present production
designs from 1975 to 1987 and on production design projection out to 1995.
The alternator
trends of
of over 15 percent
improvements
in
figure 5.7-19 show improvement in weight and volume
from 1990
permanent
to 1995 production.
magnet
materials
5-271
and
This
growth
cooling
is
based
techniques.
on
The
LO
a)
a)
C) cmI
00<
oL
CLU
00
a.
rr~
cc
0
0
a: M
CDC
CL
0
CD
C')
C\1
qM) - IH!9]MU9MOd
Figure 5.7-19.
Alternator Trends
5-27 2
projection from 1990 to 1995 assumes that maximum rated speed remains at 18000
rpm.
If
max
speed
can be
increased
through
improved
design
then
greater
improvements than shown is possible.
AC
permanent magnet
traction
motor
trends
are given
in
figure
5.7-20
and
indicate improvements of approximately 20 percent for both weight and volume

from 1990 to 1995 production.
The improvement is due to the use of permanent
magnet materials with greater energy product, improved electromagnetic design,

and advanced cooling.
The trends
of figure
5.7-20
are predicated on
motor
designs with a rated power speed range near 4 to 1 and short time duty rating
of 3 times continuous.
Trends for power conditioner units are presented in figure 5.7-21 and indicate
over 20 percent improvement
in weight and volume
from
1990
to
1995.
This
improvement is based primarily on power semiconductor growth and is somewhat

conservative based on the potential growth of controls
5.7.1.5.
The power
indicated
in section
conditioner trends are based on units with rating of 200
to 400 kilowatts and short duty ratings of three times the continuous rating.
The
power
link.
conditioner
The
units
1990 power
incorporate a rectifier and inverter with a DC
conditioner unit
(PCU) is based on transistor
or GTO
technology and the 1995 PCU is based on MOS controlled thyristor technology.
5.7.2.3
Future Electric Transmission Improvements
Projections
of
characteristics
electric
future
electric
were developed
machinery projections
transmission systems from phase

production by
1990.
The
transmission
from the
of
concepts
the previous
II are
electric
best
installed
of phase
section.
considered as
machinery
weight
and
II
volume
and
the
The best electric
fully developed and in
improvements
from the previous
section were applied to the 1990 production system to produce systems that are
considered probable
for
1995 production.
Table
5.7-2 presents the resulting
power to weight values for the 1990 and 1995 production versions of the best
electric transmissions
for
19.5 and 40.0 ton vehicles.
the power to volume values in a similar manner.
Table 5.7-3 presents
The improvement of
the 1995
systems
relative to the 1990 systems is also tabulated in these tables.
Garrett
AC permanent
magnet drive
shows
5-273
the greatest
improvement
with
The
15
C)
0
C)-
9VflOU>
CO
LO
a)
\L
0)
4
< z
<
-~-00
c>- U
0
DO
CD
Ci)
00
C0
'zLujC
LI
0-
L
a
L
a
Uj0
00
qI/MM
Figure 5.7-20.
6r
l HOI9MUM~d
AC Traction Motor Trends

5-274
6~C
CD'
00
C0
00
C)
co
LU
0<
oX
00
0LUj
LL LUj
~LU
FH
cI
I
qM-
Figure 5.7-21.
0D
7-
Iq
lI
(0
C)J
IHOENVU9/HMOd
Power Conditioning Unit Trends
5-27 5
CD
percent or more in both vehicle weight categories.

system
for the
The ACEC conventional DC
19.5 ton vehicle application indicates
with 6 percent.
the least
Comparable weight and volume characteristics
improvement
for the DDA X
300 and ATT1064 hydrokinetic transmissions are also included in the tables for
comparison.
Transmission
5.7-2 and 5.7-3
weight
incorporate
and
volume characteristics
given in tables
the transmission cooling but do not include
the
final drives.
Table 5.7-2.
Future Electric Transmission Power/Weight Improvement
1990 Production
1995 Production
Power/Weight1
Power/Weight I
Improvement
(HP/LB)
(HP/LB)
(Percent)
ACEC DC Trans.
0.17
0.18
Garrett AC PM Trans.
0.20
0.23
15
Unique AC PM Trans
0.24
0.26
Vehicle Weight/
Transmission Description
19.5 Ton Vehicle
(Dual Path)
DDA X 300 Trans.
0.15
40.0 Ton Vehicle

0.26
0.30
15
Unique AC PM Trans.
0.32
0.35
(Dual Path)
DDA ATT1064 Trans
0.23
Note 1 Power at sprocket/installed weight
5-276
Table 5.7-3.
Future Electric Transmission Power/Volume Improvement
1990 Production
1995 Production
Power/Volume1
Power/Volume1
Improvement
(HP/LB)
(HP/LB)
(Percent)
ACEC DC Trans.
33
35
30
35
16
Unique AC PM Trans
30
34
13
Vehicle Weight/
Transmission Description
19.5 Ton Vehicle
(Dual Path)
16
DDA X 300 Trans.
40.0 Ton Vehicle

44
51
16
Unique AC PM Trans.
39
44
13
(Dual Path)
35
DDA ATT1064 Trans
Note 1 Power at sprocket/installed volume
The
last discussion in this
transmission
system
for
presented
update
DC
collection
to
systems
section addresses
40.0
homopolar
that will
ton
combat
drives
due
the design
vehicle.
to
of a DC homopolar
This
discussion
recent advances
allow significant increases
is
in current
in current
density
and surface speed and potentially produce significant system weight and volume
reduction.
5-277
5.7.2.3.1
We
DC Homopolar Drum Machine, Design and Performance
assume the balanced drum structure shown in figure 5.7-22.
as specified values, the air gap power Po,

brush linear velocity Vb.
radius Ro
The air gap
the drum speed voltage V s , and the
field flux density at the drum
outer
is chosen to be Bo , and we require that this density be maintained
at the end faces of the drum.

sleeve of radial
The drum outer surface is enclosed by a copper
thickness DRsi.
is induced in and flows through

reaction
We are given,
an
outer
sleeve
of
The armature current at current density Jc

this
radial
sleeve conductor.
thicknessARSO
To prevent
conducts
the
armature
armature
current, anti-parallel to the drum current, to the armature current terminals

located at the machine center.
Over this
The active
axial length of the drum is
2La.
length the field flux is in space guadrature with the inner sleeve
circumferential movement and the inner sleeve axial current flow.
At the two
end regions of the drum, brush structures of axial length Lb collect the inner
sleeve current and transfer it to the outer
sleeve conductor.
These brushes
cover a fraction Fb of the available brush area (2 ? RoLb) and have a brush
current density of Jb.
The entire
of
the
drum is embedded in the field iron outer shell.
shell is Rshell
Bshell.
The
field
and the allowed
coils,
assumed
field flux
square,
have
density
a
side
The outer radius

is
specified
length
of
Lc,
as
a
packaging factor of Fc and a current density within the field copper of Jc.
The
total
field
flux
0f
for
one
field coil can be evaluated at the outer
radius of the drum as
0f = 27 -Ro La Bo
(HI)
This flux passes a given point on the outer surface of the drum at a rate of
Vb/(2
Ro) times a second.
Thus the total drum induced speed voltage is given
by
Vs = 2 x
Vb
x 27
Ro La Bo
(H2)
2 7 R.
5-278
ARMATURE CURRENT
_________________TERMINALS
La
ELD
COIL
L
FIELD
COIL
C
A_
__a-r
ARb
r Y
is-
R
_i
ARgap
Figure 5.7-22.
Diagram of lomopolar Machines
5-279
R shell
So the required drum axial length per field coil is given by
La=
Vs
2
(H3)
VbBo
Since we require the field flux to flow through equal cross-sectional areas of
drum iron, not including the shaft, we must have
2 "rRo La =
Rsi) 2 - R
[ (Ro -
Shaft
The difference Ro - Rsi can be expressed as
I (4)
a function of the needed sleeve
cross sectional area As (needed to carry armature current Io = Jc As
and the drum radius Ro since
[ Ro 2
As =
(Ro - Rsi) 2
we have
(Ro
Rsi) 2 = Ro 2
As/e
(H5)
If we substitute this into (H4) we obtain an equation for the drum radius
Ro 2 = 2 La Ro - (As/t + R 2 shaft) = 0
Which can be solved for Ro as
Ro = La +
4]L2
+ As/ff
+ R 2 shaft,
Where the sleeve area As is given by
As - Io = Po
Jc
JcVs
and La is given by (H3).
5-280
(H6)
Po/Vs)
Now from (H5)
4Ro2
ZaRsi = Ro -
As/
"
(H7)
and from a similar development for the outer sleeve
ARso =
N/Rgap + As/ 1
- Rgap,
(H8)
where Rgap = Ro + & Rgap and A Rgap is the air gap radial thickness.
From the gap power equation
Po = Vs Io
= Vs 2?r Ro Lb Fb Jb
we have
Lb =
10
(H9)
2lTRo Fb Lb
If the brush material
has
radial
length
of & Rb
and
bulk
resistivity
of Ob the brush resistance Rb, per side, is given by
Rb=
Pb
LARb
2i-rRo Fb Lb
If each brush has a contact drop of Vct, the equivalent contact resistance Rct
at rated current Io is then given by
Rct = Vct
10
The total resistance of the sleeves Rs, for copper resistivity
Rs =
4Pc (la + Lb)

As
5-281
c is given by
The total armature resistance Rarm is then given by
Rarm = Rs + 2 (Rb + Rct)
(HI0)
If we assume that the total field mmf is dropped across the air-copper gaps we
have for the total field flux gap, Lf
Lf =
Rsi +
Rso + 27rRgap
(H1)
where we have assumed that the drum end air gap is the same length as the drum
radial air gap.
The field flux path reluctance is then given approximately by
Rf=
Lf
io
(H12)
2 TRoLa
where A4o is the magnetic permeability of free space.
And the required field
coil ampere turns is
If Nf = Bq 21Ro La
(H13)
Rf
For an assumed square field coil structure of side length Lc we have
Lc
=
If
(H14)
the mean length of a field coil turn is given by 2/(Rgap +,ARso
the total field coil resistance Rc is
Rc =
fc 2 '
(Rqap +ARso + Lc/2)
(H15)
Fc Lc
and the field coil 1 2 R loss is given by
field
12 R = (If Nf) 2 Rc
(H16)
5-282
Lc/2)
The outer radius of the field coil Recoil is
Rcoil = Rgap +4Rso + Lc
(H17)
and the outer radius of the total machine, Rshell is
Rshell =
_L_
+ R 2 coil
(HI8)
Bs
The total machine length Lm is
Lm = 2 (2 La + Lc _ARso)
(H19)
and the total machine volume Vol is approximately
Vol =
R 2 shell Lm
If we assume
this
entire
(H20)
volume
is
filled with
iron
we
will
then
have
conservative estimate of the machine mass.
The only remaining loss mechanism needed to calculate the machine efficiency,
is
the brush friction loss.
If
the coefficient
of sliding friction of
the
brush material is-b and the mean brush pressure is Pb we have for each brush
friction loss
Mb x pb x 27r
Ro Fb Lb x vb
(H21)
A computer program has been written to evaluate the above design performance
equations.
Several output plots
through 5.7-26.
In these figures
from the program are given in figure 5.7-23

example results
for component
weights
and
system efficiency are given
for DC homopolar machine designed for the 40-ton
vehicle
study
voltage.
considered
in this
as
function
of
specified
motor
speed
The traction motors air gap (output) power rating is assumed to be
400 hp and the air gap (input) power rating of the generator is assumed to be
900 hp.
Values
of the different constants
through (H21) are given in table 5.7-4.

-
needed to
evaluate equation (Hl)
The bus conductors for the generator
two motor systems of figures 5.7-23 through 4.7-26 are assumed to be 4 meter
5-283
000
OOOTx) iq0TOM
(sPunod
--- -
..
. .. -
--
- - -
-.
---
- 7.
--
-4..
10O.O/IO:tJu~f)
---
---
-- --- --
1-
- --- -
--
- - -- -
-- - 7 -- - --
- -
-- - -
04 X
'7--
------
----
rNil
--------
--
- -
--
--
--
--
->
>q~.-0
Oi
(a
--------------
>~U
-0
>
--- - -
---
--
- -
--
- - ---- - - -
- - --
0----
----
14)
I1
-W
0)
--
---
---
---
----
--
-:
--
--
A-------
-7x
-WA
--
Ln
(sPuflod OOOTx)
Figure 5.7-23.
uwiMm8sAS
5-2 84
(spumod 0o1x) 4bTM 20ONi/0OelOU09

o
In
......-.7
----------
..--------
--.....
---------------
-----
94j'
0)0
020
101
-- - --
w~A: "1
7.................
4j
........
41
w-O.
-~4
-----
.....
IF-4
-P-4
------
------
5~
.. J
Q) 0w
024)
-4-
4.1
00
>
a0
x
S-----.......
lo ----------Fiue5724Hmplr3ytmCarceitc
41
285
......
4bTM 2o4OW/.Io4ea9u89
(spurnod OOOTx)
:T
- T- -- - - - -- - 7 - -- - -- -- ------ -- --
-- -
-:-
- -
- ---
-: .
--
--
:4
---
--
--
---
----
--
--
-: -
--
-7
--
-- --
--
----
---
---
..
: ...
-----
-:--
--
----
-W
-J
- --
--
- -
--
-~~
---
- 0--
--
- -
--
--
--
--
'
--
> >
I
I0
ci
0~0
-o
-- - ---w- - -
- - - - --
... - ..
------- -
OGw
3:
--
---
- --
- .....
....
....
..... ...
...
...
.
: ---
(SI~
Fiur
qfT14MI.A
5.725
--
- -- -
----
*IIX
HmprSseChacristc
5-286
M84SAS
()ADu~OF;;IJ
f4 aoqowI/ao,4ieSU9
4qf).
000-Ex)
(spunod
S00
M,
-~
i ----N
......
-N
-,..
.. ......
:'
--
. ......... ---------
.
........
....
......
.
......
.......
'~.
.........
.
i, 4G
4J
41 -
..
"'.
.
-N
4P3
-..
-.
..
..............
.....
.:
343
"
. ........
........
......--..-
..
......-.
...........
V.4 .
>
1
. ..
..
..
..
...
.-
..
..
.-
...
..
. . ..
...
..
. .-
..
...
..
..-
.. .. .
(Sun-Od 00011)
Figure 5.7-26.
"I
VJbT91
- - --
-- -- ---
094sAS
5-287
04
..
M:
0 .
043
lengths of copper conductor.
The cross-sectional area of the busses are fixed
at values such that the bux 12 R loss will be 8 hp at rated

(or 1 percent of the rated output for both motors).
armature
current
The system efficiency is
calculated on the assumption of full motor output at all values of specified

motor speed voltage.
The
values
for
maximum
brush
velocity
in
meters
per
the
examples
through
5.7-26
are
100
and
current
density of
107
amperes per square meter
work
in the SDI
program.
200
and
the
figures
value
are both taken
of
5.7-23
brush
from recent
In fact, a current WPAFB effort is to demonstrate
steady-state brush current densities of 2 X

200 meters per second sliding velocity.
thru 5.7-26
second
of
107 amperes
per
The results shown
square meter
in figures
at
5.7-23
indicate the clear advantage of higher sliding velocities and the
rather severe weight penalty which must be paid for traction motor design with
a 10
to
1 constant power output speed range.
speed reducing gear boxes need only a
Motor design which drive two
4-0, to 1 constant power speed range and
are much lighter.
5-288
TABLE 5.7-4
CONSTANTS USED IN THE DC HOMOPOLAR MACHINE
DESIGN AND ANALYSIS
Shaft radius
Rshaft
0.0381 m
Brush radial thickness
aRb
0.01 m
Air gap thickness
ARgap
0.0025 m
Air gap field flux density
Bo
1.3 T
Shell field flux density
Bshell
1.5T
Brush coefficient of sliding friction
Wb
0.2
Brush pressure
pb
104 N/M 2
Brush contact drop
Vct
0.1 V
Copper maximum current density
Jc
107 A/M 2
Brush maximum current density
Jb
107 A/M 2
Average machine density
/ m
7800 kg/m 3
Copper resistivity
fc
1.7 x 10-8
mrnl
Brush resistivity
Pb
3.4 x 10- 8
mXL
Brush coverage fraction
Fb
0.5
Field coil fill fraction
Fc
0.6
5-289
REFERENCES/BIBLIOGRAHY FOR SECTION 5.7
PS 1
B.J.
Baliga and D. Y. Cyeu,
Power
Device
Transistors:
Design,
and
Applications, IEEE Press, New York, 1984, pp. 1-18.
PS 2
(MCT's),
Thyristors
Controlled
"MOS
Temple,
VoAoK.
IEEE
"
International Electron Devices Meeting Proceedings, 1984, pp. 282-285.
PS 3
M.
Stoisiek
and
MOS-Controlled
H.
Strach,
Emitter
GTO
"MOS
Shorts,
"IEEE
Turn Off
International
Thyristor
with
Electron Devices
Meeting Proceedings, 1985, pp. 158-161.
PS 4
"MOS-Controlled Thyristors - A New
and W. Tantraporn,
VoAoK. Temple
on Electron Devices,
Class of Power Devices, "IEEE Transactions
Vol.
ED-33, No. 10, October 1986, pp. 1609-1618.
PS 5
G.
"A Unique
Templeton,
Applications
The
Alternative
High
Conversion
"Power
GTO,
to
Peak
and
Power
Switching
Intelligent
Motion,
Vol. 11, No. 8, August 1985, pp. 18-25.
PS 6
B. J. Baliga,
"IEEE
"Revolutionary Innovations
International
in Power Discrete Devices,
Electron Devices Meeting Proceedings,
1986,
pp.
102-105.
CONTROLS
C 1
"Microprocessor
et.at.,
Myers,
J.
Glenford
"Proceedings of the IEEE," Volume 74, No. 12,
Trends,
Technology
December 1986, pp.
1605-1622.
C 2
Eric
J.
Wilder,
John
P. Walden,
and Michael
S.
Adler,
"A
Highly
Integrated 500V/25A Smart Half-Bridge, "International Electron Device

Meeting Proceedings," 1984.
5-290
COOLING TECHNIQUES
CT 1
The
Cooling
of
Electric
Machines
and
Cables,
DeKening,
T.
First
Edition, Zuid-Nederlandsche Drukkerij N.Y., 1955.
CT 2
Handbook
of
Heat
W.
Transfer,
M.
Rohsenou
and
J.
P.
Hartnett,
Editors, First Edition, McGraw-Hill.Book Company, 1973.
CT 3
Progress
in Heat
and Mass
Transfer.
Heat
Transfer
Review,
E.R.G.
Eckert and T. F. Irvine, First Edition, Pergamon Press, 1977.
CT 4
International Heat Transfer
Conference Proceedings,
Toronto,
Canada,
1978.
CT 5
Heat Exchangers Fundamentals and Design,S. Kakac, A. E. Bergles,
and
F. Mayinger, First Edition, McGraw-Hill Book Company 1981.
CT 6
Thermal Analysis
and Control
of Electronic
Equipment, A.
D.
Kraus,
and A. Bar-Cohen, First Edition, McGraw-Hill Book Company, 1983.
CT 7
Polyphase Motors - A Direct Approach to Their Design, E. Levi, First

Edition, John Wiley & Sons, Inc.,
5-291
1984.
APPENDIX A
19.5 and 40.0 Ton Vehicle Specifications
19.5 Ton Vehicle Specifications

1.
2.
General Vehicle Specifications:

Frontal Area
5.3 sq m (57 ft 2 )
Gross Vehicle Weight
17.6 ton (19.5 ton)
Vehicle Top Speed (Governed)
73 Km/hr (45 mph)
Track Length (forward to aft

roadwheel centerline)
3810 mm (150.0 in)
Distance between track

(longitudinal centerline)
2350 mm (92.52 in)
Track Width
445 mm (17.52 in)
Propulsion System Specifications:

a.
Transmission: (Electric Drive System)

The drive system shall provide automatic speed ratio
engine overspeed.
control and inhibitors to prevent
Maximum output torque required shall be sufficient to generate a tractive
effort of 208,000 Newtons, Reverse - 208,000 Newtons. There shall be tactile feedback to the
driver when the transmission is in forward or reverse operational mode.
The power train shall
provide for safe, predictable performance for extended periods at speeds below 5 Km/hr.
b.
Steer System:
A regenerative speed control system is required.
shall be equal to maximum steer torque.

revolutions/min.
Differential torque betweeen sides
Pivot steer capability on hard surface shall be 7
The steering controls shall remain operative in the event of engine failure or
vehicle towing. The steer system shall be capable of accepting full engine power.
c.
Cooling Capability:
Capableof continuous tractive effort operation of at least 121,500 N.
A-1
d.
Braking:
The vehicle shall be capable of a deceleration rate from maximum speed on level hard
surface road at least 7 m/sec 2 (peak and 5 m/sec 2 (avg.). The vehicle shall be capable of an
included hold with engine off on at least a 60% slope. The vehicle shall be capable of at least 25
stops from 60 Km/hr @ 5 m/sec 2 @ 3 minute intervals.
The braking functions shall be
accomplished by two separate mechanisms to allow redundance for emergency purposes.

3.
Electric/Hydraulic Power Capability:

Continuous operation of all vehicle electrical and hydrualic systems shall be at leat 7
Kw, to include silent watch - the silent watch is non-mobile, with noise, light, and smoke
discipline.
The above power requirement covers turret hydraulic, radio, and other electrical
needs, compartment ventilation and NBC countermeasure equipment.
Electrical and hydraulic
power sources must be capable of operating independently or in parallel in a stable self

regulating manner. Average auxiliary power usage is 2.5 Kw.
f.
Speed on Grade:
The propulsion system shall be capable of sustaining forward vehicles speeds on hard
surface roads and grades as defined in figure A-1.

g.
Acceleration:
The vehicle shall be capable of acceleration on dry level surface from idle, from
application of the throttle, in the forward direction from zero to 32.2 Km/hr (20 mph) in seven
seconds; and in reverse direction from zero to 16 Km/hr (10 mph), in five seconds.
Assume no
"throttle" linkage delay.

h
Engine: See figure A-2.
i.
Shock:
The electric drive system must be able to withstand a 15 g shock and in any direction.
A-2
19.5-Ton Vehicle Performance Requirement
....
...
-<~T
207
.....
'Za:
.z7
---
7--
4F.
A-A
~CUMMINS ENGINE COMPANY, IINC,
- I
SClumbua,
Indiana 47201
BASICT-93ENGINE ?MODEL:
CURVE
NUMBER: RC-3914-A
VTA-903-T
ENGINE FAMILY:
CPL CODE:
DATE:
0383
4/12/79
AUTOMOTIVE PERFORMANCE CUVE
BY:
M.L.S.
DISPLACEMENT:
903 in ( 14.8 litre
ASPIRATION: TUR8OCHARGED & AFTERCOOLED
PATIr:,*.
I (kW) 6 RPM
STROKE:4.75 in1 121 mm) NO. OF CYLINDERS: 8
me)
in I 140
BORE: 5.5
EMISSION CONTROL: AFC
FUEL SYSTEM:
1200..
.. _t
.t
.;._
110
I,1(373) 0 2600
PT
Mazimum PIil Load Govetfrd Sod - 2600 RP.%

M 'mumam No Lo a d Go v e r vnd Speed a 2960 RpM
-'
_ __
1100tak
'm
-___onapow r aat 2960
Sa
RESTRICTED TO MILITARY
TACTICAL VEHICLES ONLY 7-,
RPM
C-T-
.1000
90"
-.
, .
--
SI
,00
400
----
" r-.
-.
'70
:Kf
~1
.400
"
.450
-tW
j
;:
---
200
100.
100
c-
--
.____
1t - 1-77
1400
1600
2200
1800 .
2000
ENGINE SPEED - RPMN
A-
I
2400
--
2600
CusiN, wown above Pepresent ealine paflorwnancg csOahtfitlas at SAE stand gd J81b loendifiolql of O0 ft. ti5BmI lsititud. t
1q
H.CC
'
(726mm Hqh dv
.O erm.tsaqD F '2g | ear Intsee
iertwoa,.
1
nd O.
0-'3
$q
3N CA
I w,ale veor prntxure mtn No. 2 "sselfuwa.
rANDARDS DP'T.
CERTIFIED WITHIN 5%
Figure A-2.
VTA-903T Engine Performance
A-4
CHIEF ENGINCFn
1'/
731
21~
a i
S~0
L....~'
MG REr''
95TnBsln
A-
rwn
40 Ton Vehicle Specification

1.
2.
General Vehicle Specifications:

Frontal Area
6.34 sq m (68.25 ft 2 )
Gross Vehicle Weight
36.3 ton (40 ton)
Vehicle Top Speed (Governed)
73 Km/hr (45 mph)
Track Length (forward to aft

roadwheel centerline)
4650 mm (183.07 in)
Distance between track

(longitudinal centerline)
2790 mm (109.84 in)
Track Width
580 mm (22.83 in)
Propulsion System Specifications:

a.
Transmission: (Electric Drive System)

The drive system shall provide automatic speed ratio control and inhibitors to prevent
engine overspeed.
Maximum output torque required shall be sufficient to generate a tractive
effort of 427,000 Newtons, Reverse - 427,000 Newtons.
There shall be tactile feedback to the
driver when the transmission is in forward or reverse operational mode.
The power train shall
provide for safe, predictable performance for extended periods at speeds below 5 Km/hr.
b.
Steer System:
A regenerative speed control system is required.
shall be equal to maximum steer torque.

revolutions/min.
Differential torque betweeen sides
Pivot steer capability on hard surface shall be 7
The steering controls shall remain operative in the event of engine failure or
vehicle towing. The steer system shall be capable of accepting full engine power.
c.
Cooling Capability:
Capableof continuous tractive effort operation of at least 250,000 N.
A-6
d.
Braking:
The vehicle shall be capable of a deceleration rate from maximum speed on level hard
surface road at least 7 m/sec 2 (peak and 5 m/sec 2 (avg).
The vehicle shall be capable of an
included hold with engine off on at least a 60% slope. The vehicle shall be capable of at least
25 stops from 60 Km/hr @ 5 m/sec 2 @ 3 minute intervals.
The braking functions shall be
accomplished by two separate mechanisms to allow redundance for emergency purposes.

e.
Electric/Hydraulic Power Capability:

Continuous operation of all vehicle and electrical and hydraulic systems shall be at
least 7 Kw, to include silent watch - the silent watch is non-mobile, with noise, light, and smoke
discipline.
The above power requirement covers turret hydraulic, radio and other electrical
needs, compartment ventilation and NBC countermeasure equipment.
Electrical and hydraulic
power sources must be capable of operating independently or in parallel of a stable self

regulating manner. Average auxiliary power usage is 3.5 Kw.
f.
Speed on Grade:
The propulsion on system shall be capable of sustaining forward vehicle speeds on hard
surfce roads and grades as defined in figure A-3.

g.
Acceleration:
The vehicle shall be capable of acceleration on dry level surface from idle, from
application of the throttle, in the forward direction from zero to 32.2 Km/hr (20 mph) in seven
seconds; and in reverse direction from zero to 16 Km/hr (10 mph), in five seconds.
Assume no
"throttle" linkage delay.

h.
Engine: See figures A-4 and A-5.
i. Shock:
The electric drive system must be able to withstand a 15 g shock load in any direction.
A-7
40-Ton Vehicle Performance Reqi ement

Constant 730 Sprocket Horsepower
so
.--;
3T----.-
7=-.
302
~:zS1E
05
MPH
FigreA-I..Trctve
ffrtVerusVeicl
A-8
See
AD 1000
PROJECTIONI
ASSUMPTIONS:
.FAN mp
1201 GROSS HP
8Uj
700
60
GROSS=
420
6000
420
120a
2400
2000
ENGINE SPEED (W.1)
1600
Figure A-5. AD1000 Engine Performance

A-9
2800
320a
14
*L
LL !.J5
A-10
APPENDIX B
ELECTRIC DRIVE CONCEPT CHARACTERISTICS AND DRAWINGS
W0
co
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DISTRIBUSION LIST
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13

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1103

ELECTRIC DRIVE STUDY

Warren, Michigan 48090

U.S. ARMY TANK-AUTOMOTIVE COMMAND

This report is not to be construed as an official Department of the Army

Mention of any trade names or manufacturers in this report shall not be

Destroy this report when it is no longer needed.

Do not return it to the

REPORT DOCUMENTATION PAGE

lb. RESTRICTIVE MARKINGS

2a. SECURITY CLASSIFICATION AUTHORITY

4. PERFORMING ORGANIZATION REPORT NUMBER(S)

. MONITORING ORGANIZATION REPORT NUMBER(S)

Sb. OFFICE SYMBOL

78. NAME OF MONITORING ORGANIZATION

7. ADDRESS (City, State and ZIP Code)

P.O. Box 527

Sb. OFFICE SYMBOL 9. PROCUREMENT INSTRUMENT IDENTIFICATION NUMBER

U.S. Army Tank Automotive

Sc. ADDRESS (City, State and ZIP Code)

10. SOURCE OF FUNDING NUMBERS

11.TITLE (Include SecWty Claaiflcatlon)

Electric Drive Study Final Report

Gordon M. Harper, Patrick J. McCleer, Walter L. Pickwick

13b. TIME COVERED

14. DATE OF REPORT (Year, Month, Day)

15. PAGE COUNT

16. SUPPLEMENTARY NOTATION

Electric Drive Study

20. DISTRIBUTIONAVAILABILTY OF ABSTRACT

r' SAME AS RPT.

21. ABSTRACT SECURITY CLASSIFICATION

22a. NAME OF RESPONSIBILE INDIVIDUAL

22b. TELEPHONE NUMBER

22c. OFFICE SYMBOL

dIcude Area Codew

ALL OTHER EDITIONS ARE OBSOLETE.

SECURITY CLASSIFICATION OF THIS PAGE

CONCEPT SCREENING/METHODOLOGY AND

Screening Methodology and Scoring Rationale'

DESCRIPTION OF BEST THREE CONCEPTS

ACEC Concept 19.5 Ton

COMPARISON OF BEST ELECTRIC TRANSMISSION

TABLE OF CONTENTS (Cont'd)

Physical Characteristics (Weight & Volume)

ALTERNATE TECHNOLOGY/GROWTH POTENTIAL

Other Engine Candidates

PARAMETRIC STUDY OF ELECTRIC DRIVE

19.5 TON AND 40.0 TON VEHICLE SPECIFICATION

ELECTRIC DRIVE CONCEPT CHARACTERISTICS

Configuration III Schematic

Family Tree of Large Electrical Machines

Unique Mobility Machine

Various DC Drive Systems

Various AC Drive Systems

Chopper/Inverter Type PCU

Converter/Inverter Type PCU

Electronic Control Concept for

Micro Computer Control System

Electric Transmission Oil Cooling

Utility Function for Sprocket Power 19.5 Ton Vehicle

Utility Function for Sprocket Power 40 Ton Vehicle

Utility Function for Regenerative

Utility Function for Skid-Out