Fwd: How the MPV drivetrain works.

[hob@garden.net (Phillip Cottrell)]

GARY-

I HOPE THIS IS WHAT YOU WERE LOOKING FOR!!!  I ALSO HAVE A COUPLE OF 
RESPONSES TO FEEDBACK-- LET ME KNOW IF YOU WANT THOSE TOO!!

JANEL


Subject:     How the MPV drivetrain works.
Sent:        3/9/97 3:06 AM
Received:    3/9/97 2:58 PM
From:        Gary Gore, ggore@sparky.transdata.ca
Reply-To:    Mailinglist 'MP', MP@nostromo.gate.net
To:          Mailinglist 'MP', MP@nostromo.gate.net

Well here goes again.

I have refined my explination of how the MPV's where converted from Diesel
to Fusion Electric power drivetrains.  Now this design is to be the least
intrusive to the orginal equipment installed in the vehicles from the
factory.  So about 80-90% of the orginal drivetrain equipment can be used
and kept in place. 

Ok here goes, feed back is welcome and encouraged.

1. Fusion power source (whatever one you want to use, pack or plant).  It
provides electric power (AC or DC I haven't figured it out yet), replaces
Diesel engine.

2. Now this power source puts anywhere from 20,000 Kw to 150,000 Kw.  Now 
I
haven't found any device yet that will convert this amount of energy to
usable levels.  But useable levels will have to be 1000 volts for electric
drive, 210 & 120 volts for some eletrical equipment.  28, 24, 12 and 6
volts for other devices.

3. Now replace the mechanical gas peddle linkage, with an electric
rheostat, with the same back pressure as the mechanical one.  This device
will provide the variable voltage to apply to the constant speed DC
electric motor.  The easiest way to vaire the speed of the contant speed 
DC
motor is apply more or less voltage to the armature.  Now this is where it
might get weird for people.  As you are pushing the "gas" peddle to the
floor, it is not speeding up the motor, but slowing it down.

4. Diesel engine replaced with 250 HP contant speed DC electric motor. 
This now provides the power to the drive shaft into the hydraulic
transmission.  Now this motor whould be limited to around 3000 rpm (which
was the orginal design spec of the diesel engine.)  This will ensure that
the rest of the stock drive train won't be put under undo stress and
strain.  It should idel at 0 rpm.  Now there are now 3 manual positions on
the gear shift (P) Park, (D) Drive and (R) Reverse.  When moved from Park
(0 RPM) to Drive (Start 3000 RPM, high speed, high torque, high HP)

5. Replace the mechanical semi-automatic transmission, with an automatic
hydraulic transmission.  From my calculations this device will be 1 1/2
foot in diameter by 2 1/2 feet long.  What this will do is reduce the
constant speed from the drive shaft (at any gear in first, second, third,
fourth and fifth), to levels that are usable by the transfer case. 
Example.  DC motor is running at 3000 rpm going into trans., but coming 
out
at say 10 rpm with the proper torque, to the transfer case.  As it moves 
up
in speed the trans. shifts it up to say 40 rpm etc.  But now as it gets up
in gears the  transmission is recieving less drive shaft RPM so it has to
increase the RPM out of the transmission by shifting into higher RPM to 
the
transfer case.  Reason.  The vehicle is at speed, so less HP and torque is
required to drive the vehicle forward.

Orginal equipment from here back.

6. Now the transmisson goes to the transfer case.

7. Transfer case goes to the differential gear boxes, front and back.

8. Differential gear boxes go to the planetary gears in the wheel hubs.

Well I hope that this generates some thinking on peoples parts as to how
the vehicles powertrain might work.  Some may have other ideas, and I 
would
like to here them.  So please give your ideas and feedback.

-----------
Gary..
ggore@mail.transdata.ca
http://www.transdata.ca/~ggore/morrow.htm

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