i

CONS1011-2 NASA TM- 73757

(NASA-TN-73757) BASELINE TESTS OF WTHE C H N78-17942 WATEEIAN DAF ELECTRIC PASSENCER VEHICLE (NASA) 113 p HC A06MF A01 CSCL 13F

Unclas G385 05395

BASELINE TESTS OF THE C H WATERMAN DAF ELECTRIC PASSENGER VEHICLE

Noel B Sargent Edward A Maslowski Richard F Soltis and Richard M Schuh National Aeronautics and Space Administration

- Lewis Research Center Cleveland Ohi 44135 - -

October 1977

REPRODUCED BY

NATIONAL TECHNICALINFORMATION SERVICE

OF COMMERCE USDEPARIMENT VA22161SPRINGFIELD

Prepared for

DEPARTMENT OF ENERGY Division of Transportation Energy Conservation Under Interagency Agreement EC-77-A-31-1011

NOTICE-

This report was prepared to document work sponsored by

the United States Government Neither the United States

nor its agent the United States Energy Research and

Development Administration nor any Federal employees

nor any of their contractors subcontractors or their

employees makes any warranty express or implied or

assumes any legal liability or responsibility for the

accuracy completeness or usefulness of any informashy

tion apparatus product or process disclosed or

represents that its use would not infringe privately

owned rights

I Report No 2 Government Accesion No 3 Recipients Catalog No

NASA TM-73757 1 4 Title and Subtitle 5 Report Date

BASELINE TESTS OF THE C H WATERMAN DAF October 1977 6 Performing Organization CodeELECTRIC PASSENGER VEHICLE

7 Author(s) 8 Performing Organization Report No Noel B Sargent Edward A Maslowski Richard F Soltis E-9388 and Richard M Schuh 10 Work Unit No

9 Performing Organization Name and Address

National Aeronautics and Space Administration11 Contract or Grant No

Lewis Research CenterCleveland Ohio 44135 13 Type of Report and Period Covered

12 Sponsoring Agency Name and Address Department of Energy - -

Division of Transportation Energy Conservation 14

Technical Memorandum

Sponsoring Agency e-Report No

Washington DC 20545 CONS1011-2 1 Supplementary Notes

Prepared under Interagency Agreement EC-77-A-31-1011

16 Abstract

The C H Waterman DAF sedan an electric vehicle manufactured by C H Waterman Industries Athol Massachusetts was tested at the Dynamic Science Test Track in Phoenix Arizona as part of an Energy Research and Development Administration (ERDA) project to characterize the state-of-the-art of electric vehicles The Waterman vehicle performance test results are presented in this report The Waterman is a-converted fourshypassenger DAF 46 sedan It is powered by sixteen 6-volt trachon batteries through a three-step contactor controller actuated by a foot throttle to change the voltage applied to the 67-kW (9-hp) motor The braking system is a conventional hydraulic braking ststem

17 Key Words (Suggested by Author(s))

Electric vehicle 18 Distribution Statement

Unclassified - unlimited

Car

Test and evaluation Battery

STAR Category 85

ERDA Category UC-96

19 Security Ciassif (ofthisreport)

Unclassified

20 Security Classif (of this page)

Unclassified

21 No of Pager

116

22 Price

A06

For sale by the National Technical Information Service Springfield Virginia 22161

The Electric and Hybrid Vehicle Program

was conducted under the guidance of the

then Energy Research and Development

Administration (ERDA) now part of the

Department of Energy

CONTENTS

Page

SUMMARY 1

INTRODUCTION 2

OBJECTIVES 3

TEST VEHICLE DESCRIPTION 3

INSTRUMENTATION 4

TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7

TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12

COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17

VEHICLE RELIABILITY 18

DRIVER REACTION AND VEHICLE SERVICEABILITY 18

REFERENCE 19

APPENDIXES

A - VEHICLE SUMMARY DATA SHEET 43

B - DATA ACQUISITION 48

C - DESCRIPTION OF VEHICLE TEST TRACK 52

D - VEHICLE PREPARATION AND TEST PROCEDURE 54

E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65

iii

BASELINE TESTS OF THE C H WATERMAN DAF

ELECTRIC PASSENGER VEHICLE

Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh

Lewis Research Center

SUMMARY

The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report

The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided

All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows

Test speed or Type of test driving cycle

Range Road power kW

Road energy Energy consumption

mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile

40 kmh (25 mph) 95 59 30 027 012 098 044

50 kmh (31 mph) 93 58 40 29 13 78 35

Schedule B 67 42

The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent

Measurements were made to assess the performance of thevehicle components The performance was as follows

Charger efficiency over a complete 80 to 93charge cycle percent

Battery efficiency with 20 percent 3 overcharge percent

Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80

INTRODUCTION

The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities

The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government

The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project

US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader

2

DRIGINAIJ PAGE IS () POOR QUALY

Parameter Symbol SI units US customary units

Unit Abbrevia- Unit Abbreviashytion tion

2Acceleration a meter per second squared s mile per hour per second mphs2 2 2

Area --- square meter m square foot square inch ft n

Energy --- megajoule NJ kilowatt hour kWh

Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---

Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph

3 ft3in Volume --- cubic meter m cubic inch cubic foot

OBJECTIVES

The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency

TEST VEHICLE DESCRIPTION

The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The

3

120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -

INSTRU4ENTATION

The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B

A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system

The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading

Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were

4

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

III film

if

MINNII

1IfIf

fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III

H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I

it Ii If I V 11OTH It I I fit Ill if IIII HN

I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill

fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili

I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I

I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

NOTICE-

This report was prepared to document work sponsored by

the United States Government Neither the United States

nor its agent the United States Energy Research and

Development Administration nor any Federal employees

nor any of their contractors subcontractors or their

employees makes any warranty express or implied or

assumes any legal liability or responsibility for the

accuracy completeness or usefulness of any informashy

tion apparatus product or process disclosed or

represents that its use would not infringe privately

owned rights

I Report No 2 Government Accesion No 3 Recipients Catalog No

NASA TM-73757 1 4 Title and Subtitle 5 Report Date

BASELINE TESTS OF THE C H WATERMAN DAF October 1977 6 Performing Organization CodeELECTRIC PASSENGER VEHICLE

7 Author(s) 8 Performing Organization Report No Noel B Sargent Edward A Maslowski Richard F Soltis E-9388 and Richard M Schuh 10 Work Unit No

9 Performing Organization Name and Address

National Aeronautics and Space Administration11 Contract or Grant No

Lewis Research CenterCleveland Ohio 44135 13 Type of Report and Period Covered

12 Sponsoring Agency Name and Address Department of Energy - -

Division of Transportation Energy Conservation 14

Technical Memorandum

Sponsoring Agency e-Report No

Washington DC 20545 CONS1011-2 1 Supplementary Notes

Prepared under Interagency Agreement EC-77-A-31-1011

16 Abstract

The C H Waterman DAF sedan an electric vehicle manufactured by C H Waterman Industries Athol Massachusetts was tested at the Dynamic Science Test Track in Phoenix Arizona as part of an Energy Research and Development Administration (ERDA) project to characterize the state-of-the-art of electric vehicles The Waterman vehicle performance test results are presented in this report The Waterman is a-converted fourshypassenger DAF 46 sedan It is powered by sixteen 6-volt trachon batteries through a three-step contactor controller actuated by a foot throttle to change the voltage applied to the 67-kW (9-hp) motor The braking system is a conventional hydraulic braking ststem

17 Key Words (Suggested by Author(s))

Electric vehicle 18 Distribution Statement

Unclassified - unlimited

Car

Test and evaluation Battery

STAR Category 85

ERDA Category UC-96

19 Security Ciassif (ofthisreport)

Unclassified

20 Security Classif (of this page)

Unclassified

21 No of Pager

116

22 Price

A06

For sale by the National Technical Information Service Springfield Virginia 22161

The Electric and Hybrid Vehicle Program

was conducted under the guidance of the

then Energy Research and Development

Administration (ERDA) now part of the

Department of Energy

CONTENTS

Page

SUMMARY 1

INTRODUCTION 2

OBJECTIVES 3

TEST VEHICLE DESCRIPTION 3

INSTRUMENTATION 4

TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7

TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12

COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17

VEHICLE RELIABILITY 18

DRIVER REACTION AND VEHICLE SERVICEABILITY 18

REFERENCE 19

APPENDIXES

A - VEHICLE SUMMARY DATA SHEET 43

B - DATA ACQUISITION 48

C - DESCRIPTION OF VEHICLE TEST TRACK 52

D - VEHICLE PREPARATION AND TEST PROCEDURE 54

E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65

iii

BASELINE TESTS OF THE C H WATERMAN DAF

ELECTRIC PASSENGER VEHICLE

Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh

Lewis Research Center

SUMMARY

The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report

The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided

All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows

Test speed or Type of test driving cycle

Range Road power kW

Road energy Energy consumption

mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile

40 kmh (25 mph) 95 59 30 027 012 098 044

50 kmh (31 mph) 93 58 40 29 13 78 35

Schedule B 67 42

The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent

Measurements were made to assess the performance of thevehicle components The performance was as follows

Charger efficiency over a complete 80 to 93charge cycle percent

Battery efficiency with 20 percent 3 overcharge percent

Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80

INTRODUCTION

The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities

The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government

The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project

US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader

2

DRIGINAIJ PAGE IS () POOR QUALY

Parameter Symbol SI units US customary units

Unit Abbrevia- Unit Abbreviashytion tion

2Acceleration a meter per second squared s mile per hour per second mphs2 2 2

Area --- square meter m square foot square inch ft n

Energy --- megajoule NJ kilowatt hour kWh

Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---

Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph

3 ft3in Volume --- cubic meter m cubic inch cubic foot

OBJECTIVES

The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency

TEST VEHICLE DESCRIPTION

The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The

3

120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -

INSTRU4ENTATION

The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B

A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system

The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading

Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were

4

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

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I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

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I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

I Report No 2 Government Accesion No 3 Recipients Catalog No

NASA TM-73757 1 4 Title and Subtitle 5 Report Date

BASELINE TESTS OF THE C H WATERMAN DAF October 1977 6 Performing Organization CodeELECTRIC PASSENGER VEHICLE

7 Author(s) 8 Performing Organization Report No Noel B Sargent Edward A Maslowski Richard F Soltis E-9388 and Richard M Schuh 10 Work Unit No

9 Performing Organization Name and Address

National Aeronautics and Space Administration11 Contract or Grant No

Lewis Research CenterCleveland Ohio 44135 13 Type of Report and Period Covered

12 Sponsoring Agency Name and Address Department of Energy - -

Division of Transportation Energy Conservation 14

Technical Memorandum

Sponsoring Agency e-Report No

Washington DC 20545 CONS1011-2 1 Supplementary Notes

Prepared under Interagency Agreement EC-77-A-31-1011

16 Abstract

The C H Waterman DAF sedan an electric vehicle manufactured by C H Waterman Industries Athol Massachusetts was tested at the Dynamic Science Test Track in Phoenix Arizona as part of an Energy Research and Development Administration (ERDA) project to characterize the state-of-the-art of electric vehicles The Waterman vehicle performance test results are presented in this report The Waterman is a-converted fourshypassenger DAF 46 sedan It is powered by sixteen 6-volt trachon batteries through a three-step contactor controller actuated by a foot throttle to change the voltage applied to the 67-kW (9-hp) motor The braking system is a conventional hydraulic braking ststem

17 Key Words (Suggested by Author(s))

Electric vehicle 18 Distribution Statement

Unclassified - unlimited

Car

Test and evaluation Battery

STAR Category 85

ERDA Category UC-96

19 Security Ciassif (ofthisreport)

Unclassified

20 Security Classif (of this page)

Unclassified

21 No of Pager

116

22 Price

A06

For sale by the National Technical Information Service Springfield Virginia 22161

The Electric and Hybrid Vehicle Program

was conducted under the guidance of the

then Energy Research and Development

Administration (ERDA) now part of the

Department of Energy

CONTENTS

Page

SUMMARY 1

INTRODUCTION 2

OBJECTIVES 3

TEST VEHICLE DESCRIPTION 3

INSTRUMENTATION 4

TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7

TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12

COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17

VEHICLE RELIABILITY 18

DRIVER REACTION AND VEHICLE SERVICEABILITY 18

REFERENCE 19

APPENDIXES

A - VEHICLE SUMMARY DATA SHEET 43

B - DATA ACQUISITION 48

C - DESCRIPTION OF VEHICLE TEST TRACK 52

D - VEHICLE PREPARATION AND TEST PROCEDURE 54

E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65

iii

BASELINE TESTS OF THE C H WATERMAN DAF

ELECTRIC PASSENGER VEHICLE

Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh

Lewis Research Center

SUMMARY

The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report

The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided

All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows

Test speed or Type of test driving cycle

Range Road power kW

Road energy Energy consumption

mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile

40 kmh (25 mph) 95 59 30 027 012 098 044

50 kmh (31 mph) 93 58 40 29 13 78 35

Schedule B 67 42

The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent

Measurements were made to assess the performance of thevehicle components The performance was as follows

Charger efficiency over a complete 80 to 93charge cycle percent

Battery efficiency with 20 percent 3 overcharge percent

Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80

INTRODUCTION

The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities

The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government

The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project

US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader

2

DRIGINAIJ PAGE IS () POOR QUALY

Parameter Symbol SI units US customary units

Unit Abbrevia- Unit Abbreviashytion tion

2Acceleration a meter per second squared s mile per hour per second mphs2 2 2

Area --- square meter m square foot square inch ft n

Energy --- megajoule NJ kilowatt hour kWh

Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---

Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph

3 ft3in Volume --- cubic meter m cubic inch cubic foot

OBJECTIVES

The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency

TEST VEHICLE DESCRIPTION

The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The

3

120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -

INSTRU4ENTATION

The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B

A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system

The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading

Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were

4

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

III film

if

MINNII

1IfIf

fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III

H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I

it Ii If I V 11OTH It I I fit Ill if IIII HN

I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill

fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili

I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I

I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

The Electric and Hybrid Vehicle Program

was conducted under the guidance of the

then Energy Research and Development

Administration (ERDA) now part of the

Department of Energy

CONTENTS

Page

SUMMARY 1

INTRODUCTION 2

OBJECTIVES 3

TEST VEHICLE DESCRIPTION 3

INSTRUMENTATION 4

TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7

TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12

COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17

VEHICLE RELIABILITY 18

DRIVER REACTION AND VEHICLE SERVICEABILITY 18

REFERENCE 19

APPENDIXES

A - VEHICLE SUMMARY DATA SHEET 43

B - DATA ACQUISITION 48

C - DESCRIPTION OF VEHICLE TEST TRACK 52

D - VEHICLE PREPARATION AND TEST PROCEDURE 54

E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65

iii

BASELINE TESTS OF THE C H WATERMAN DAF

ELECTRIC PASSENGER VEHICLE

Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh

Lewis Research Center

SUMMARY

The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report

The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided

All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows

Test speed or Type of test driving cycle

Range Road power kW

Road energy Energy consumption

mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile

40 kmh (25 mph) 95 59 30 027 012 098 044

50 kmh (31 mph) 93 58 40 29 13 78 35

Schedule B 67 42

The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent

Measurements were made to assess the performance of thevehicle components The performance was as follows

Charger efficiency over a complete 80 to 93charge cycle percent

Battery efficiency with 20 percent 3 overcharge percent

Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80

INTRODUCTION

The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities

The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government

The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project

US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader

2

DRIGINAIJ PAGE IS () POOR QUALY

Parameter Symbol SI units US customary units

Unit Abbrevia- Unit Abbreviashytion tion

2Acceleration a meter per second squared s mile per hour per second mphs2 2 2

Area --- square meter m square foot square inch ft n

Energy --- megajoule NJ kilowatt hour kWh

Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---

Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph

3 ft3in Volume --- cubic meter m cubic inch cubic foot

OBJECTIVES

The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency

TEST VEHICLE DESCRIPTION

The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The

3

120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -

INSTRU4ENTATION

The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B

A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system

The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading

Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were

4

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

III film

if

MINNII

1IfIf

fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III

H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I

it Ii If I V 11OTH It I I fit Ill if IIII HN

I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill

fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili

I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I

I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

CONTENTS

Page

SUMMARY 1

INTRODUCTION 2

OBJECTIVES 3

TEST VEHICLE DESCRIPTION 3

INSTRUMENTATION 4

TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7

TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12

COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17

VEHICLE RELIABILITY 18

DRIVER REACTION AND VEHICLE SERVICEABILITY 18

REFERENCE 19

APPENDIXES

A - VEHICLE SUMMARY DATA SHEET 43

B - DATA ACQUISITION 48

C - DESCRIPTION OF VEHICLE TEST TRACK 52

D - VEHICLE PREPARATION AND TEST PROCEDURE 54

E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65

iii

BASELINE TESTS OF THE C H WATERMAN DAF

ELECTRIC PASSENGER VEHICLE

Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh

Lewis Research Center

SUMMARY

The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report

The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided

All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows

Test speed or Type of test driving cycle

Range Road power kW

Road energy Energy consumption

mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile

40 kmh (25 mph) 95 59 30 027 012 098 044

50 kmh (31 mph) 93 58 40 29 13 78 35

Schedule B 67 42

The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent

Measurements were made to assess the performance of thevehicle components The performance was as follows

Charger efficiency over a complete 80 to 93charge cycle percent

Battery efficiency with 20 percent 3 overcharge percent

Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80

INTRODUCTION

The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities

The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government

The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project

US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader

2

DRIGINAIJ PAGE IS () POOR QUALY

Parameter Symbol SI units US customary units

Unit Abbrevia- Unit Abbreviashytion tion

2Acceleration a meter per second squared s mile per hour per second mphs2 2 2

Area --- square meter m square foot square inch ft n

Energy --- megajoule NJ kilowatt hour kWh

Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---

Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph

3 ft3in Volume --- cubic meter m cubic inch cubic foot

OBJECTIVES

The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency

TEST VEHICLE DESCRIPTION

The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The

3

120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -

INSTRU4ENTATION

The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B

A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system

The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading

Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were

4

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

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I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

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I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

BASELINE TESTS OF THE C H WATERMAN DAF

ELECTRIC PASSENGER VEHICLE

Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh

Lewis Research Center

SUMMARY

The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report

The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided

All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows

Test speed or Type of test driving cycle

Range Road power kW

Road energy Energy consumption

mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile

40 kmh (25 mph) 95 59 30 027 012 098 044

50 kmh (31 mph) 93 58 40 29 13 78 35

Schedule B 67 42

The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent

Measurements were made to assess the performance of thevehicle components The performance was as follows

Charger efficiency over a complete 80 to 93charge cycle percent

Battery efficiency with 20 percent 3 overcharge percent

Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80

INTRODUCTION

The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities

The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government

The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project

US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader

2

DRIGINAIJ PAGE IS () POOR QUALY

Parameter Symbol SI units US customary units

Unit Abbrevia- Unit Abbreviashytion tion

2Acceleration a meter per second squared s mile per hour per second mphs2 2 2

Area --- square meter m square foot square inch ft n

Energy --- megajoule NJ kilowatt hour kWh

Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---

Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph

3 ft3in Volume --- cubic meter m cubic inch cubic foot

OBJECTIVES

The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency

TEST VEHICLE DESCRIPTION

The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The

3

120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -

INSTRU4ENTATION

The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B

A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system

The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading

Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were

4

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

III film

if

MINNII

1IfIf

fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III

H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I

it Ii If I V 11OTH It I I fit Ill if IIII HN

I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill

fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili

I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I

I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

Charger efficiency over a complete 80 to 93charge cycle percent

Battery efficiency with 20 percent 3 overcharge percent

Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80

INTRODUCTION

The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities

The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government

The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project

US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader

2

DRIGINAIJ PAGE IS () POOR QUALY

Parameter Symbol SI units US customary units

Unit Abbrevia- Unit Abbreviashytion tion

2Acceleration a meter per second squared s mile per hour per second mphs2 2 2

Area --- square meter m square foot square inch ft n

Energy --- megajoule NJ kilowatt hour kWh

Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---

Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph

3 ft3in Volume --- cubic meter m cubic inch cubic foot

OBJECTIVES

The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency

TEST VEHICLE DESCRIPTION

The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The

3

120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -

INSTRU4ENTATION

The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B

A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system

The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading

Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were

4

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

III film

if

MINNII

1IfIf

fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III

H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I

it Ii If I V 11OTH It I I fit Ill if IIII HN

I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill

fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili

I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I

I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

DRIGINAIJ PAGE IS () POOR QUALY

Parameter Symbol SI units US customary units

Unit Abbrevia- Unit Abbreviashytion tion

2Acceleration a meter per second squared s mile per hour per second mphs2 2 2

Area --- square meter m square foot square inch ft n

Energy --- megajoule NJ kilowatt hour kWh

Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---

Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph

3 ft3in Volume --- cubic meter m cubic inch cubic foot

OBJECTIVES

The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency

TEST VEHICLE DESCRIPTION

The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The

3

120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -

INSTRU4ENTATION

The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B

A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system

The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading

Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were

4

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

III film

if

MINNII

1IfIf

fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III

H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I

it Ii If I V 11OTH It I I fit Ill if IIII HN

I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill

fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili

I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I

I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -

INSTRU4ENTATION

The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B

A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system

The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading

Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were

4

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

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if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests

Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B

All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts

The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter

TEST PROCEDURES

The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)

Range Tests at Constant Speed

The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the

5

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

III film

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I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

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REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

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I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF

Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds

Range Tests under Driving schedules

Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration

Acceleration and Coast-Down Tests

The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed

Braking Tests

Braking tests on the vehicle were conducted

(1) To determine the minimum stopping distance in astraight-line emergency stop

(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement

(3) To determine the brake recovery after being driven

6

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

III film

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MINNII

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fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III

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I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11

111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil

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I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes

(4) To determine the parking brake effectiveness on anincline

Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E

Tractive Force Tests

The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged

Charger Efficiency Tests

Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent

In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale

7

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If

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I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57

The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report

TEST RESULTS

Range

The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption

During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour

The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests

Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean

Maximum Acceleration

The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation

Vn -V n 1 an= t - 1

8

and the average speed of the vehicle V from the equation

V +Vn n-i

2Maximum acceleration as a function of speed is shown infigure 7 and table III

Gradeability

The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations

-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units

or

G = 100 tan (sin 00455 a ) for V in mph

in US customary units

where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV

Gradeability Limit

Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations

Gradeability limit in percent = 100 tan sin-198

in SI units

or

Gradeability limit in percent = 100 tan (sin-1 )

in US customary units

where

P tractive force N (lbf)

9

W gross vehicle weight kg (ibm)

The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge

(1) Fully charged 2400 newtons (540 lbf)

(21 40 Percent dtscharged 2200 newtons (495 ibf)

(3) 80 Percent discharged 2160 newtons (485 lbf)

At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were

(1) Fully charged 182 percent

(2) 40 Percent discharged 166 percent

(3) 80 Percent discharged 163 percent

Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8

Road Energy Consumption

Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor

Road energy consumption En was calculated from the

following equations

E =278x0-4W tn

-l nMJkm n-i

n

or -5 V nshy

E=9O7xlO5 W tnshy tnl kWhmile

10

where

w vehicle mass kg (ibm)

V vehicle speed kmh (mph)

t time s

The results of the road energy calculations are shown infigure 9 and table V

Road Power Requirements

The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused

V2V25_ P = 386xlG W n-l n kW n tn tnl

or2 2v _ vn-i n h

Pn 608xlO-5W n - tnI hpn -

The results of road power calculations are shown in fig

10 and table VI

Indicated Energy Consumption

The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger

The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests

11

Braking Capability

Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle

Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)

Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)

Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop

Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude

COMPONENT PERFORMANCE AND EFFICIENCY

Battery Charger

The C H Waterman battery charger consists of a

12

transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap

The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies

The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged

Batteries

Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX

Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the

13

battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery

Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)

Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E

The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test

The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications

Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was

14

either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power

Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test

Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are

IV M

and

B (1 -Dc)

where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle

Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle

15

speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured

Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time

General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable

The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test

Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777

The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time

Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent

16

Controller

The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed

Motor

The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm

Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown

17

Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent

Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected

VEHICLE RELIABILITY

No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests

DRIVER REACTION AND VEHICLE SERVICEABILITY

The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control

18

The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two

REFERENCE

1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976

19

MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a

(a) SI units

Test date Test condition (onstant speed kmnh or driving

schedule)

Wind velocity

kmwh

Tehenshyature

oC

Range In

Cycle life

numer of cycles

Current out of

batteries h

Current into

batteries Ah

Eergy into

charger MT

Indicated energy

consuiption Mjm

Ianrks

12577

12677

12777

2377

2977 31277

31377

31877

40

40

50

50

50 B

B

B

97 48shy 80

48

--shy

113 0 - 80

161

32 - 97

14

12

12

-shy

14 17

21

14

957

936

927

917

936 364

684

647

-

-

-

-shy102

201

184 1

146

142

133

-

127 67

122

-shy

202

192

160

-

141 115

128

150

95

90

76

-

69 58

62

75

100

96

83

-shy

74 -shy

89

114

No data taken (controlshy

ler checkout)

Dlvng errors

Wind gusts

Integrator mialfunction

(b) US astaazy units

Test date Test ccnditon (constant speeduph or driving

schedule)

Wind velocity

nph

Tenpershyature o c

lnge miles

Cycle life

nmber of cycles

Current out of

batteries Ah

Current into

batteries Ah

Energy into

charger kWh

Indicated energy

ocnsunptaon flvinle

Renarks

12577

12677

12777

2377

31277

31377

31877

25

25

31

31

3

B

B

B

6

3 - 5 3

--shy

7

0 - 5

10

2 - 6

58

53

54

-

58

63

70

57

595

582

576

570

52

226

425

402

-shy

-shy

-

-

102

201

184

146

142

133

-shy

127

67

122

-

202

192

160

-shy

141

115

128

150

27

25

21

-

19

16

17

21

045

43

37

-shy

33

-

40

51

No data taken (cotrolshy

ler checkout)

Drxving erors

Wind gusts

Integrator malfunction

0

-

alfoblems encountered during 50-kVf

(1) On 2177 parking brake was

(31-mnh) range tests

found to be partially on and test was aborted

(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction

UIG AL PAGR I]ORPool QUALUXI

TABLE II - ACCELERATION TIMES FOR WATERMAN DAF

Time Amount of discharge percent

0 40 80

Vehicle speed

kmh mph kmh mph kmh mph

1 55 34 43 27 88 552 122 76 117 73 134 83

3 161 100 156 97 158 98 4 185 115 177 110 175 109

5 203 126 193 120 190 118

6 214 133 206 128 203 126

7 228 142 217 135 214 133

8 240 149 228 142 222 138

9 249 155 240 149 232 144

10 259 161 246 153 241 150

12 278 173 264 164 257 160

14 294 183 282 175 274 170

16 320 199 301 187 290 18118 351 218 328 204 314 195

20 386 240 360 224 344 214

22 418 260 391 243 375 233

24 442 275 415 258 397 247

26 463 288 434 270 417 259

28 479 298 451 280 431 268

30 491 305 463 288 447 278

32 505 314 473 294 459 285

34 513 319 483 300 467 290

36 522 323 489 304 475 295

38 528 328 496 308 481 299

40 534 332 502 312 489 304 42 541 336 505 314 494 307

44 545 339 510 317 499 310

46 550 342 513 319 504 313

48 553 344 516 321 507 315

50 558 347 529 323 512 318 52 562 349 523 325 513 319

54 566 352 526 327 518 322

21

TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP

Vehicle speed Amount of discharge percent

kmh- mph 0 40 80

Vehicle acceleration

ms2 mphs Ms2 mphs ms2 mphs

20 12 13 28 15 34 17 39

40 25 17 37 21 49 23 53

60 37 21 47 26 58 27 61

80 50 25 56 27 60 27 61

100 62 29 65 23 52 22 49

120 75 23 51 17 38 15 34

140 87 14 31 13 28 10 23

160 99 9 21 9 20 7 15

180 112 7 15 6 14 5 11

200 124 5 11 4 10 4 8

220 137 4 10 4 8 3 7

240 149 4 8 3 8 2 6

260 161 3 7 7 2 5

280 174 6 6 2 6

300 187 7 6 3 6

320 199 7 7 4 8

340 211 7 4 9 10

360 224 4 10 5 11 10

380 236 5 12 5 11 9

400 249 5 12 5 11 8

420 261 5 12 4 10 3 7

440 274 4 10 3 8 2 5

460 286 4 8 3 6 2 4

480 298 3 6 2 5 1 3

500 310 2 5 2 4 1 3

520 323 2 4 1 3 ---

540 336 i 3 1 2

560 348 1 2 --- ---

22

ORIGINAiL PAGE IS OF pOOR QUALIThl

TABLE IV - GRDEABILITY OF WATERMAN DAF

Vehicle speed Aount of discharge percent

kmh mph 0 40 80

Grade vehicle can climb percent

0 0 0 0 0

20 12 L29 159 181

40 25 174 229 251

60 37 230 276 289

80 50 265 286 289

100 62 310 247 231

120 75 239 178 157

140 87 143 131 105

160 99 96 94 71

180 112 68 62 49

200 124 52 45 38

220 137 44 40 31

240 149 37 35 27

260 162 32 30 25

280 174 28 28 25

300 186 30 28 28

320 199 31 33 37

340 211 34 41 44

360 224 45 49 45

380 236 53 52 41

400 249 56 49 36

420 261 55 44 32

440 274 44 36 25

460 286 36 29 20

480 298 29 25 15

500 311 24 19 12

520 323 19 14

540 336 13 9 ---shy

560 348 10

23

TABLE V - ROAD ENERGY CONSDNPTION OF

WATERMAN DAF

Vehicle speed Road energy consumed

kmh mph MJkm kWhmile

560 348 028 013 540 336 28 13

520 323 29 13

500 311 28 12

400 298 28 12

460 286 29 13

440 273 29 13

420 261 30 13

400 249 30 14

380 236 29 13360 224 29 13

340 211 32 14

320 199 32 14

300 186 31 14

280 174 29 13

260 161 27 12240 149 27 12

220 137 26 12

200 124 25 11

180 112 24 11

160 100 23 10

140 87 21 09

120 75 19 09

100 62 19 09

24 ORIGINAL PAGE W OF POOR QUALf

TABLE VI - ROAD POWER REQUIREMENTS

OF WATERMAN DAF

Vehicle speed Road power required

kmh mph kW hp

560 348 44 58

540 336 42 57 52-0 323 41 55

500 311 39 52

480 298 37 48 460 286 37 49

440 273 35 47

420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41

360 223 29 39

340 211 30 40

320 199 29 38

300 186 25 34

280 174 22 30

260 161 20 27

240 149 18 24

220 137 16 22

200 124 14 18

180 112 12 16

169 99 10 13

140 87 8 11

120 75 6 9

100 52 5 7

80 50 7 9

60 37 7 940 25 5 7

20 12 2 3

TABLE VII - INDICATED ENERGY CONSUMPTION

OF WATERMAN DAF

Vehicle speed or Indicated energy

driving schedule consumption

kmh mph MJkm kWhmile

40 25 100 045

96 43

50 31 83 37

74 33

Schedule B 089 040

114 51

25

TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF

Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent

PinkW P out kW

in kW

Pout kW

830 am 229 187 810 236 207 - 877

945 182 155 847 193 179 930

1000 299 203 815 255 233 914

1115 221 180 814 236 210 890

1230 pm 202 169 836 220 196 891

130 175 146 834 189 172 910

245 165 138 836 180 161 894

400 139 120 863 157 142 904

530 139 119 856 159 142 922

700 136 119 875 155 142 916

830 135 122 903 156 143 916

TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF

Length m (in) 026 (10375)

Width m (in) 018 (7188)

Height m (in) 028 (11219)

Weight kg (lbm)

Dry 214 (472)

Wet 295 (651)

Electrolyte liters (qt) 62 (66)

Number of life cycles (laboratory) 400 - 450

Fully charged specific gravity 1280

Number of plates per cell 19

TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP

40-kmh test (12577) 50-kmh test (12777)

First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range

Average motor current IM A 131 131 149 148

Average battery current yB A 131 131 149 148

Average motor voltage VM V 172 224 271 323

Average battery voltage VB V 446 394 455 427

Average motor power PM kW 54 46 66 61

Average battery power PB kW 54 46 66 61

Duty cycle De percent 42 64 61 78

Total energy removed from 110 115

battery kWh

27 ORlIGINAL PAGE 1B O POOR QUALITY1

TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF

Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge

kmh mph percent

10 26 16 152 466 71 0

20 39 24 374 425 159 0

50 55 34 200 451 90 0

10 26 15 152 451 69 40

20 35 22 376 415 156 40

50 51 32 207 444 92 40

10 24 15 139 433 60 80

20 34 21 330 391 129 80

50 51 32 189 421 80 80

28

Test date

12577

12677 12777

2277

2977

31377

31877

Vehicle speed or driving schedule

kmh mph

40 25

40 25 50 31

50 31

50 31

Schedule B

Schedule B

C1

TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP

Cell capacity Battery Electrolyte specific Ah overcharge gravity

percentIn Out Before After

test test

202 146 38 1290 1117

192 142 35 1290 1117 160 133 20 1294 1127

146 121 21 1291 1148

141 127 11 1295 1148

--- 122 -- 1296 11451291 1145

150 ---

Battery temperatureoc

Before test

A t fter est

14

12

12

10

14

199

24

24

16

30

27

- 33

- 32

25

- 22

- 32

-23 33

Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd

Figure Z - Conlacfls and chargar in Waterman OAF

ORZIGAL PAGE ]B

30 OF PooP QUAL-y

-Nshy

erature nonilor

Charge Ch t

VDC-AC invertet

im

Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr

Battleries Coniactors

IT I T emperaampure

yenrearbatteries I I

I I

I I

IIIT I Tachometer

T _

II i~TmperatreT attre T 12I

ICharerI I volargeIT (p T

IIORIGINALPAGE IM M IS

- +-L-shy - + Charge rrent and IFk[s

L - - -I

- 4 - _- L- f 6

+ __

Figure 4 - Vehicle instrumentation for Waterman DAF

O)JUGIN AL PAGE IS

if P R QUALITY

31

TIME s

TEST PARAMETER SAE SCHEDULES

MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j

Figure5 - SAE Jfl1a driving cycle schedules

05RI ODSICNRRSC

- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF

52o 15 I _________________________

58

40

m( m30 -=So -(

I21-

TIME SECONDS

Figure 6 - Vehicle acceleration

32

DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311

C H WHTERMRN

0

02

015

0 0

0

10

0

20 30 40 50 SO 70 82

20 30 42M4PH

VEHICLE SPEED

Figure 9- Road energy as afunction of speed

90 120

SZI

26 I20

VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF

DATE RECRDED LIFNIJRY 31 77

20

16 12

12

q

0

9

ii- MDO

3 10 2m 30 qO amp0 MPH

VEHICLE SPEED

Figure 10 - Road power as afunction of speed

bitz

34

i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF

HAB I B

06 jq 8 B 0

-0B

02

a Ifo 22 30 lB so 50 70 Do go loo

20 KK11

MPHVEHICLE SPEED

Figure 11 - Energy consumption as afunction of speed

COMPONENT PERFERMRNCE C H NRTERMRN DRF

I IT i I I I I I I

S70shy

S60

pound0 X)flEifOD P I(HY51VX)hY(

U-) MflHOD 2i IRTTKETCR

z E30 -Li

Ij

Wi 20shy

0 lB 22 3 H 6 OUTPUT CURRENT FIMPS

Figure 12 - Charger efficiency as a function of current

35

30shy

20---------------------5 w

10-

5-

LaS

C-

~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE

-5- CUTOFF 160 VPC BEYOND128 AMPERES

2

1 I I10 20 50 100 200 500

DISCHARGE CURRENT A

Figure 13 - Battery discharge characteristics for Waterman DAF

50

20-

I

cr 55shy

0

2

1 I I01 02 05 1 2

SPECIFIC ENERGY Mikg

Figure 14 - Battery energypower reshylationship for Waterman DAF

36

gt90-

OF Io I I ------ I 0 20 40 60 80 100 12)

CAPACITY REMOVED Ah (a)Battery capacity check

gt 100- - 350 -CURRENT

S90- 250~

VOLTAGE

80 6150o 1 2 3 456

TIME mm

0) 3OD-Ampere battery terminal test

Figure 15 - Battery tests for Waterman DAF

200- 60- 9shy

8 - CURRENT150 - 50 --0 VOLTAGE

100 - 40]- 7 shy8K--

POWER

50 - 0- 6-L 5I I I ~20 gt 20 shy

((a)First 25 percent of range

~200 ~60 - 9

150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE

POWER50- 30 6 shy0O- 20- 5shy

1L - 41 ]10 30 40It I50 I60

SPEED kmlh

20 25 30 35SPEED mph

0))Last ipercent ofrange

Figure 16 - Constant-speed battery performance forWaterman DAR

ORIGINAL PAGE IS 37 OF POOR QUALITJ

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I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin

ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I

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I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I

if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil

I Figure 17 - Battery performance during third

test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on

March 13 1977 -Waterman DAV Cl

- 6060 - D - - 0 - 50

VLTAGE -30-4

-IT

Io I 1 -1

(a)Charge time as function of voltage and curshyrent

25(7

15

1I0-shy

5 -

I I I I-

0 4 8 12 16CHARGE TIME h

(O)Charge time as function of power

Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)

ORIGINAL PAGE IS OF POOR QUALITh

39

-2D

4200shy38OO

POWR - 15

3400

400-

50-CURRENT 200--

Edt

9 22M0 E-EC EFFCINC

- 10 85 100

3OOUshy

-90

70

1800 - - 5 - 5D

oo1 -3U 1000

0

DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS

I I I I I I I 10 30 30 40 50 60 70

TORQUE Ibf-ft

Figure 2D - Cold performance characteristics of Waterman DAF

I -J 80

- 10

40

COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF

30

- 30

2 2I

Io 10

12 11

2B-

TIe zoIE 5~elt

FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0

0 In2004a sa s aI 0 30 4 H E

TIF SEC nIF SEC

Fiur 21 - oo nuIsafncino I iersh a ylets

COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT

X=VOLTRE

DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I

L I

3w 39 12 BRTTERY

ZzB DIECHARSE I m

U 3

V n gt i

BID 33 12 BRTTERY

Z m W a DISCHRRSE

L9W E mJ Ir Z

5 U- B

naagt) oZ IRT

ILHIM - e is RR E 333 30 12

F LTTERY

I I Et

0-gtm a- a

ERRDERB[LI TYi PERCENT

Figure22 - Battery output as a function of gradeabllty

2Z2

42

APPENDIX A

VEHICLE SUMMARY DATA SHEET

10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts

20 Vehicle DAF 46 conversion

30 Price and availability $6500 production on request

40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)

43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places

45 Payload kg (ibm) 140 (310)

5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)

54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)

m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))

6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail

2 brake 2 front parking

43

62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side

65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line

68 Amperemeter yes with red-line

69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other

70 Batteries7 1 Propulsion batteries

711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc

712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)

width 0178 (7) length 0260 (1025)

717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available

72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG

722 Number of cells 6

44

723 Operating voltage V 12

724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)

726 Weight kg(lbm) 204 (45)

80 Controller 81 Type and manufacturer contactor C H Waterman Industries

82 Voltage rating V not available

83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)

length 0229 (9)

85 Weight kg (ibm) 9 (20) est

90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical

Div Eltra Corp

92 Insulation class H

93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating

96 Size m(in) diam 0190 (75) length 0356 (14)

97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)

100 Battery charger 101 Type and manufacturer full-wave center-tapped

C H Waterman Industries

102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20

105 Recharge time h 10

45

106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)

107 Weight kg (lbm) 227 (50)

108 Automatic turnoff feature yes timer

110 Body

111 Manufacturer and type DAF 46 sedan

112 Materials steel113 Number of doors and type 2

114 Number of windows and type 6 glass

115 Number of seats and type 2 bucket (front) 1 bench (rear)

116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)

12 0 Chassis 121 Frame

12 11 Type and manufacturer welded construction DAF

1212 Materials steel

1213 Modifications battery-retaining members added122 Springs and shocks

1221 Type and manufacturer rear leaf front coil

1222 Modifications none12 3 Axles

12 31 Manufacturer DAP 1232 Front independent

123 3 Rear De Dion

124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF

46

1242 Gear ratios infinitely variable from 36 to 1422

1243 Driveline ratio 36 in overdrive 125 Steering

1251 Type and manufacturer rack and pinion

1252 Turning ratio

12 53 Turning diameter m (ft) 101 (33)

126 Brakes

1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels

1264 Regenerative no 12 7 Tires

12 7 1 Manufacturer and type Michelin radial

1272 Size 135SR14ZX 1273 Pressure kPa (psi)

Front 193 (28)

Rear 193 (28)

1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)

Without drumWith drum

1276 Wheel track m (in) Front

Rear

130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)

644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)

kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)

47

APPENDIX B

DATA ACQUISITION

Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)

The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described

Signal Conditioning Equipment

The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels

Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM

The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel

The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in

48

each multiplex

The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM

Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module

System Accuracy

Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage

Tape Recorders

The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively

49

TABLE B-I - CONSTANT-BANDWIDTH CHANNELS

IN EACH REMOTE SIGNAL-CONDITIONING

MODULE FOR WATERMAN DAF

IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel

IA 16 +2

2A 24

3A 32

4A 40

5A 48

6A 56

7A 64

8A 72

9A 80

11B 96 +4

13B 112

15B 128

17B 144

19B 160

TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY

Transducer Parameter Accuracypercent

DC voltage Tolerance plusmn04

Calibration resistors Tolerance plusmni

Amplifier Nonlinearity plusmn5

Voltage-controlled oscillator Nonlinearity plusmn25

Recorder Speed inaccuracy plusmn01

Data demodulator Nonlinearity plusmni

50 ORIGINAL PAGE ISOF POOR QUALITY

Antenna Antenna recorder

S Remo e Transm itter Receiver

Ssignal Demodulators conditioning module

Generatinginstrument

Figure B-i - Data acquisition system schematic

Channelnumber Voltage control oscillators

To telemetric 14 Fully isolated - transmitter

2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz

5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz

12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote

=F- calibration 4 2 8Vbattery pa ckI s ig n al

Figure B-2 - Remote signal conditioning module diagram

51

APPENDIX C

DESCRIPTION OF VEHICLE TEST TRACK

The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis

The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71

Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests

52

DISTANCE km (if) (9000) (8000) (7000)

30 25 Zo

__ OUTHERN STRAIGHT 15 (CO

(1000) (2(60(00)04)0

( I0 ( 0)(00)(00

(a)Track diarem 1shy

0Z11

-12 (b)Grade

12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT

30 25 E

- 8 [

I

o 0 I

15

10

-4 II

J

52-1 0[

0 1000 200 3000 4000 DISTANCE m

0 2000 4000 6000 8000 10000 DISTANCE It

(c)Elevation

Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona

ORIGINAL PAGq J oF Poou QUALITyj

53

APPENDIX D

VEHICLE PREPARATION AND TEST PROCEDURE

Vehicle Preparation

When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight

The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate

The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area

Test Procedure

Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2

54

The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)

Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude

(1) Average specific gravity of the battery

(2) Tire pressures

(3) Fifth-wheel tire pressure

(4) Test weight of the vehicle

(5) Weather information

(6) Battery temperatures

(7) Time the test was started

(8) Time the test was stopped

(9) Ampere-hours out of the battery

(10) Fifth-wheel distance count

(11) odometer readings before and after the tests

The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge

To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test

55

checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge

After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test

Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty

Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed

Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver

56

matches needles to accurately drive the required schedule

One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)

1Vehicle2 Date received

3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations

Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures

Figure D-1 - Vehicle preparation check sheet

ORIGINAL PAGE IS OF POOR QUALITY

57