FORD EXHIBIT 1031
`
`Page 1 of 23
`
`

`

`
`
`
`
`Imprint
`
`Published by:
`© Robert Bosch GmbH, 1996
`Postfach 30 02 20
`
`D-70442 Stuttgart
`Automotive Equipment Business Sector,
`Department for Technical Information
`(KHNDT).
`Management: DipI.-Ing.(FH) Ulrich Adler.
`
`Editor in chief:
`
`DipI.-lng.(FH) Horst Bauer.
`
`Editors:
`
`lng.(grad.) Arne Cypra,
`DipI.-Ing. (FH) Anton Beer,
`Dipl.—lng. Hans Bauer.
`
`Production management:
`Joachim Kaiser.
`
`Layout:
`Dipl.—Ing.(FH) Ulrich Adler,
`Joachim Kaiser.
`
`Translation:
`Editor in chief:
`
`Peter Girling
`Translated by:
`Ingenieurbflro fur Technische und
`Wissenschaftliche Ubersetzungen
`Dr. W.-D. Haehl GmbH, Stuttgart
`Member of the ALPNET Services Group
`William D. Lyon
`
`Technical graphics:
`Bauer & Partner GmbH, Stuttgart.
`Design, front cover, front matter:
`Zweckwerbung, Kirchheim u.T., Germany
`Technische Publikation, Waiblingen
`
`Distribution, 4th Edition:
`SAE Society of Automotive Engineers
`400 Commonwealth Drive
`
`Warrendale, PA 15096-0001 USA.
`ISBN 1-56091—918-3
`
`Printed in Germany.
`Page 2 of 23
`lmprimé en Allemagne.
`
`4th Edition, October 1996.
`
`Editorial closing: 31.08.1996
`
`Reproduction, duplication and translation
`of
`this publication,
`including excerpts
`therefrom,
`is only to ensue with our
`previous written consent and with parti-
`culars of source.
`Illustrations, descrip-
`tions, schematic diagrams and other data
`serve only for explanatory purposes and
`for presentation of the text. They cannot
`be used as the basis for design, installa—
`tion, and scope of delivery. We undertake
`no liability for conformity of the contents
`with national or local regulations.
`We reserve the right to make changes.
`The brand names given in the contents
`serve only as examples and do not repre-
`sent the classification or preference for a
`particular manufacturer. Trade marks are
`not identified as such.
`
`The following companies kindly placed
`picture matter, diagrams and other infor—
`mative material at our disposal:
`'
`
`Audi AG, Ingolstadt;
`Bayerische Motoren Werke AG, Munich;
`Behr GmbH & Co, Stuttgart;
`Brose Fahrzeugteile GmbH & Co. KG,
`Coburg;
`Continental AG, Hannover;
`Eberspacher KG, EBIingen;
`Filten/verk Mann und Hummel,
`Ludwigsburg;
`Ford-Werke AG, Cologne;
`Aktiengesellschaft Kiihnle, Kopp und
`Kausch, Frankental;
`Mannesmann Kienzle GmbH,
`Villingen-Schwenningen;
`Mercedes-Benz AG, Stuttgart;
`Pierburg GmbH, Neuss;
`RWE Energie AG, Essen;
`Volkswagen AG, Wolfsburg;
`Zahnradfabrik Friedrichshafen AG,
`Friedrichshafen.
`
`Source of information for motor~vehicle
`specifications: Automobil Revue Katalog
`1995.
`
`FORD EXHIBIT 1031
`
`

`

` 4
`
`Contents
`
`. g
`;
`i
`3
`;
`
`
`
`
`
`Contents
`
`Physics, basics
`Quantities and units
`Conversion tables
`Vibration and oscillation
`Mechanics
`Strength of materials
`Acoustics
`Heat
`Electrical engineering
`Electronics
`Sensoren
`.
`Actuators
`Electric machines
`Technical optics
`Mathematics, methods
`Mathematics
`Quality
`Engineering statistics,
`measuring techniques
`Reliability
`Data processing in motor vehicles
`Control engineering
`Materials
`ts
`l
`Ch
`.
`l
`emlca e emen
`Terminology and parameters
`Material groups.
`Material properties
`Lubricants
`
`Fuels
`Chemicals
`Corrosion and corrosion protection
`Heat treatment
`Hardness
`Maschine elements
`Tolerances
`Sliding and rolling bearings
`S rin calculations
`
`Greer:and tooth systemsg
`Belt drives
`Threaded fasteners
`
`Joining and bonding techniques
`Welding
`Soldering
`Adhesives
`Riveting
`Page 3 of 23
`Pressurized clinching
`Punch riveting
`
`.
`Sheet-metal processmg
`
`10
`17
`39
`44
`52
`60
`66
`70
`182
`122
`1
`30
`5
`
`142
`150
`
`156
`164
`166
`170
`
`174
`178
`180
`184
`224
`
`232
`244
`250
`260
`266
`
`271
`274
`282
`
`288
`298
`302
`
`31 1
`313
`314
`315
`316
`317
`
`318
`
`326
`327
`330
`342
`
`346
`
`3551
`354
`356
`
`Motor-vehicle dynamics
`Road-going vehicle requirements
`Fuel requirements
`Dynamics of linear motion
`Dynamics of lateral motion
`Evaluating operating behavior
`(as per ISO)
`Special operating dynamics
`for commercial vehicles
`Agricultural-tractor requirements
`Environmental stresses
`Internal-combustion (lC) engines
`Operating concepts and classification 358
`Thermodynamic cycles
`359
`Reciprocating-piston engines
`with internal combustion
`361
`The spark—ignition (Otto) engine
`364
`The diesel engine
`368
`Hybrid processes
`373
`Gas exchange
`374
`Supercharging/turbocharging
`378
`Power transfer
`382
`Cooling
`398
`Lubrication
`393
`.
`Empirical values
`and data for calculations
`Reciprocating-piston engine with
`external combustion (Stirling engine)
`The Wankel rotary engine
`Gas turbines
`
`400
`412
`414
`41 6
`
`Engine cooling
`Air and water cooling
`Charge-air cooling/intercooling
`Oil cooling
`Intake air, exhaust systems
`Air filters
`Turbochargers and superchargers
`Exhaust systems
`.
`
`F"9;?e mSa'nagement for spark-
`9'“ '°“ (
`)eng'“es
`.
`Control parameters and operation
`
`418
`420
`421
`
`422
`424
`430
`
`434
`
`436
`
`Ignition
`Basics
`Components
`Ignition coils
`439
`440
`Spark plugs
`FORD EXHIBIT 1031
`Ignition systems
`'
`Conventional coil ignition (Cl)
`445
`Transistorized ignition (Tl)
`448
`Capacitor-discharge ignition (CDl) 450
`
`

`

`
`
`Contents 5
`
` _um.,WWW“W-W.
`
`Fuel supply
`Electric fuel pumps
`
`Fuel management
`
`‘
`
`456
`
`458
`
`, 459
`Carburetors
`Single—point fuel-injection systems (TBl)462
`Mono-Jetronic
`462
`
`Multipoint fuel-injection systems
`K—Jetronic
`KE-Jetronic
`L-Jetronic
`LH-Jetronic
`
`464
`464
`466
`468
`471
`
`Other engine-control functions
`473
`Idle-speed control
`474
`Electronic throttle control (ETC)
`474
`Electronic boost-pressure control
`476
`Variable-geometry intake manifold
`Evaporative-emissions control system 477
`Exhaust—gas recirculation (EGR)
`477
`
`Integrated engine-management
`system, Motronic
`Detection and processing of
`measured variables
`
`Motronic system
`System configuration
`Racing applications
`
`Engine test technology
`
`Exhaust emissions from spark-
`ignition (SI) engines
`Combustion products
`Emissions control
`
`Lambda closed-loop control
`Testing exhaust and evaporative
`emissions
`
`Test cycles and emission limits
`Exhaust-gas analyzers
`
`479
`
`480
`483
`483
`
`484
`
`486
`487
`
`490
`
`494
`
`496
`500
`
`Internal-combustion (IC) engines for
`alternative fuels »
`
`LPG systems
`Alcohol operation
`Hydrogen operation
`
`501
`504
`505
`
`Engine management (diesel engines)
`Fuel metering
`506
`Fuel-injection pumps, in-line
`508
`Fuel—injection pumps, control sleeve 514
`Fuel-injection pumps, distributor type 515
`Page 4 of 23
`Fuel-injection pumps,
`distributor-type, solenoid-controlled 518
`Time-controlled single-pump systems 519
`Common-rail system
`521
`
`Exhaust emissions (diesel engines)
`Emissions control
`> 530
`Emissions testing
`531
`Test cycles and exhaust-emission
`533
`limits in Europe
`Exhaust-emissions testing equipment 536
`
`Auxiliary starting devices (diesel engines)
`Sheathed-element glow plugs
`538
`Glow control unit
`539
`
`Starting systems
`Starters
`Starter protection devices
`
`Alternative drive systems
`_ Electric drives
`Hybrid drives
`Drivetrain
`Basics
`Clutches and Couplings
`Transmissions and gearboxes
`Final-drive units
`Differentials
`All-wheel drive (AWD)
`Traction control (ASR)
`
`Chassis systems
`Suspension
`Suspension linkage
`Wheels
`Tires
`Steering
`
`541
`544
`
`545
`551
`
`554
`556
`559
`569
`571
`573
`574
`
`580
`588
`592
`596
`606
`
`612
`616
`
`Braking systems
`Definitions, principles
`Legal regulations
`Design and components of a
`braking system
`Braking-system design
`Braking-force apportioning
`Braking systems for passenger cars
`and light utility vehicles
`Control devices
`Wheel brakes
`Braking—force distribution
`Antilock braking systems (ABS)
`for passenger cars
`Braking systems
`for commercial vehicles
`640
`System and configuration
`640
`FORD EXHIBIT 1031
`Braking-force metering
`641
`644
`Wheel brakes
`Parking-brake systems
`648
`Retarder braking systems
`648
`
`620
`621
`622
`
`624
`624
`625
`626
`
`627
`
`

`

`
`
`Contents
`6
`JW
`
`Antilock braking systems (ABS)
`for commercial vehicles
`Electronically controlled
`braking system (ELB)
`Brake test stands
`
`Vehicle Dynamics Control (VDC)
`Task
`Vehicle handling
`Control system
`System realization
`Road-vehicle systematics
`Overview
`Classification
`
`Vehicle bodies, passenger car
`Main dimensions
`Body structure
`Body materials
`Body surface,
`body finishing components
`Safety
`Calculations
`
`659
`
`663
`666
`
`668
`669
`670
`676
`
`678
`679
`
`680
`684
`685
`
`686
`688
`692
`
`Vehicle bodies, commercial vehicles
`Commercial vehicles,
`delivery trucks and vans
`Medium and heavy-duty trucks
`695
`and tractor vehicles
`696
`Buses
`698
`Passive safety
`Noise reduction in commercial vehicles 699
`
`694
`
`Lighting
`700
`Legal regulations
`701
`Main headlamps
`714
`Headlamp range adjustment
`71 5
`Fog lamps
`Auxiliary driving lamps, lights and Iamps716
`Visual signalling devices
`722
`Headlamp aiming devices
`723
`Bulbs
`724
`
`Signaling devices and alarm systems
`Acoustic signaling devices
`726
`Theft-deterrent systems
`727
`
`Windshield and headlamp cleaning
`Windshield-wiper systems
`730
`Rear—window wiper systems
`731
`Page 5 of 23
`Headlamp cleaning systems
`732
`Drive motors
`732
`Washing systems
`733
`Windshield and window glass
`734
`
`Heating, ventilation,
`
`Air conditioners
`Auxiliary heater installations
`
`Communications and information
`systems
`Automotive sound systems
`Parking systems
`Trip recorders
`Navigation systems
`Mobile radio
`Board Information Terminal (BIT)
`
`Safety systems
`Seatbelt~tightener systems
`Front airbag systems
`Side airbag systems
`Rollover protection system
`
`737
`739
`
`740
`743
`746
`748
`750
`752
`
`753
`753
`756
`757
`
`Comfort and convenience systems
`758
`Power windows
`759
`Power sunroof
`Seat and steering-column adjustment 760
`Central locking system
`761
`
`Automotive hydrauIics
`Basics
`Gear pumps and motors
`Piston pumps and motors
`Valves
`Cylinders
`Tractor hydaulics
`Hydraulic accumulators,
`auxiliary drives
`Hydrostatic fan drives
`Hydrostatic drives
`Automotive pneumatics
`Door operation (buses)
`Radiator louvers
`
`762
`763
`764
`766
`769
`770
`
`773
`774
`776
`
`778
`779
`
`Electrical system and power
`supply
`‘
`780
`Symbols
`784
`Circuit diagrams
`792
`Conductor-size calculations
`Electrical power supply in the vehicle 794
`Controller Area Network (CAN)
`800
`Starter batteries
`803
`Battery chargers
`807
`Alternators
`808
`Electromagnetic compatibility (EMC) 816
`and interference suppression
`FORD EXHIBIT 1031
`Passenger car specifications
`822
`Road traffic legislation
`852
`Miscellaneous
`
`ra % Z
`
`

`

`
`
` l
`
`
`
`44 Basic equations used in mechanics
`
`Basic equations used in mechanics
`See pp. 12 — 16 for names of units
`
`
`
`Area
`Acceleration
`Centrifugal-
`acceleration
`Diameter
`Energy
`Kinetic energy
`Potential energy
`Force
`Centrifugal force
`Weight
`Acceleration of free fall
`(g = 9,81 m/sZ, see p. 11)
`Height
`Radius of gyration
`Moment of inertia
`(second moment of
`mass)
`Angular momentum
`Length
`Moment of force/Torque
`
`a
`act
`
`d
`E
`Ek
`Ep
`F
`Fe,
`G
`g
`
`h
`i
`J
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`L
`
`
`
`
`m/52
`m/32
`
`m
`J
`J
`J
`N
`N
`N
`m/s2
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`N . s - m
`
`
`
`m
`m
`kg - rn2
`
`m
`n
`P
`p
`r
`s
`T
`
`1‘
`V
`1)
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`W
`a
`5
`u
`9
`()3
`a)
`
`
`
`
`
`
`
`
`
`Angular velocity
`
`
`
`
`
`Mass (weight)
`Rotational frequency
`Power
`Linear momentum
`Radius
`Length of path
`Period, time of one
`revolution
`Time
`Volume
`Velocity
`v1 Initial velocity
`112 Final velocity
`um Work, energy
`Work, energy
`Angular acceleration
`Wrap angle
`Coefficient of friction
`Density
`Angle of rotation
`
`kg
`3—1
`W
`N - s
`m
`m
`s
`
`5
`m3
`m/s
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`J
`rad/s2 1)
`radi)
`—-
`kg/m3
`radi)
`
`Relationships between quantities, numbers
`If not othenNise specified,
`the following relationships are relationships between
`quantities, i. e. the quantities can be inserted using any units (e. g., the SI units given
`above). The unit of the quantity to be calculated is obtained from the units chosen for the
`terms of the equation.
`In some cases, additional numerical relationships are given for customary units (e. 9.,
`time in s, but speed in km/h). These relationships are identified by the word “numerical
`relationship”, and are only valid if the units given for the relationship are used.
`
`Rectilinear motion
`
`Uniform rectilinear motion
`
`Distance covered after time 1‘
`
`Velocity
`v = s/t
`
`s = vi“ - t = v1 - t + (a - t2)/2
`
`= (“2 — U12 W20)
`
`Uniform rectilinear acceleration
`
`Final velocity
`
`Mean velocity
`Um = (”1 + v2)/2
`
`U2=v1+a-t= Vv12+2a-S
`Initial velocity
`v1=v2—a-t= \/'u22— 2a-s
`
`Acceleration
`a = (v2 -— v1)/t = (113 — 11? )/(2s)
`.
`_
`_
`,
`Page 6 of 23
`Numerical relationship.
`.
`a = (112 —— v1)/(3.6 t)
`a in m/sZ, v2 and 111 in km/h, t In s
`
`'
`
`For uniformly retarded motion (1);» smaller
`than v1) (1
`is negative.
`For acceleration from rest, substitute
`FORD EXHIBIT 1031
`v1 = 0 For retardation to rest, substitute
`v2 = O.
`
`1) The unit rad (= m/m) can be replaced by the
`
`

`

`Basic equations used in mechanics 45
`
`
`
`Force
`
`F=m~a
`
`Centrifugal acceleration
`acf=rrcu2
`
`Work, energy
`
`W=F-s=m-a-s=P-t
`
`Potential energy
`
`Ep=G-h=m-g-h
`
`Moment of force/Torque
`M=F-r=P/co
`Numerical relationship:
`M = 9550 - P/n
`MinN-m,PinkW,ninmin-1
`
`Kinetic energy
`
`Ekzm'UZ/Z
`
`Moment of inertia (see p. 48)
`J=mri2
`
`Power
`
`P=W/t=F-v
`
`Work
`W=M-<p=P-t
`
`Lifting power
`
`sz-g-v
`
`Linear momentum
`
`p = m - U
`
`.
`Rotary motlon
`
`Power
`P=M~w=M~21r-n
`Numerical relationship:
`P = M - n/955O
`(see graph, p. 50)
`PinkW,MinN-m(=W-s),
`'
`‘ —1
`” 'n m'“
`
`Uniform rotary motion
`Peripheral velocity
`U = r ' a)
`-
`-
`-
`Numerical relationshi
`
`.
`.
`
`p
`’U=.7I'd'n/60
`v in m/s, d in m, n in min-1
`1’ .= 6 ' 7‘ ' d .' ””00.
`. _1
`vinkm/h,dinm,n|nmm
`Angular velocity
`w=<p/t=U/r=2n-n
`Numerical relationship:
`a) = n- n/3Q
`.
`w in 6-1, n In mm-1
`
`’
`
`Energy of rotation
`Erot = J ‘ (02/2 = J ‘ 2752 ‘ "2
`Numerical relationship:
`E = J- n2/182.4
`rot ,
`
`,
`
`Erptln](1=N-m),Jlnkg~m2,
`” 'n mm‘
`Angular momentum
`L=J-a)=J-2n:-n
`Numerical re'ationShip:
`.
`L_=J:n'-n/30=IO.1O47J-n
`L In N 'S ' m, J In kg - m2, n in min-1
`-
`Pendulum motion
`
`_
`
`.
`
`(Mathematical pendulum, i e. a point-size
`
`mass suspended from a thread of zero masS)
`Unifolrm anglularfacceleration
`Plane pendulum
`arr—gt: mazes/rem ion
`Period of oscillation (time for one com-
`'- (1)2
`1
`,
`,
`plete swing back and forth)
`Numerical relationship
`T: 2“. V1??—
`.
`1
`.
`a .= 313
`(r122 — n1)/(3Ot).
`W The above equation is only accurate for
`Final angular velocity
`small excursions a from the rest position (for
`602 = 601 + a - t
`a = 10°, the error is approximately 0.2 %).
`
`.
`
`Conical pendulum
`Initial angular velocity
`Time for one revolution:
`(1)1 = (02 — a - t
`FORD EXHIBIT 1031
`Page 7 of 23
`T: 275- V(l cos a)/g
`'f rml
`retarded rota
`Centrifugal force
`ry
`y
`For Ul’llO
`((02 is smaller than €01) a is negative.
`Fcf
`———_——-—-—————-—-———-— Fcf=m-g-tana
`Centrifugal force
`Force pulling on thread
`
`
`
`motion
`
`
`
`

`

`46 Basic equations used in mechanics
`Wfix
`
`
`
`Throwing and falling
`
`(See p- 44 for equation symbois)
`
`Body thrown vertically upward Upward velocity
`(neglecting air resistance).
`.
`.
`Height reached
`Uniform retardation.
`Retardation:
`Time of upward travel
`a = g = 9.81 m/s2
`
`At highest point
`
`v 2 v1 _ g . 1: v1 _m
`h = v -
`t—- 0.5
`- 22
`
`‘
`.
`1
`_ V _
`g
`t = ”1“ U
`= W
`8
`2
`5'
`”U2 = 0;
`kg = 1’1 ;
`t2 = fl
`28
`g
`
`.
`Body “1mm? °b'!q“e'V upward Range of throw (maxi-
`(neglecting air re3istance).
`l
`t
`_ 45,,
`Angle of throw a; ; superposition mum va ”6 a a "
`)
`of uniform rectilinear motion
`Duration 0f throw
`and free fall
`
`Height of throw
`
`2,
`s = ”1
`
`-
`sm2 0‘
`g
`S
`
`t =
`
`.
`”‘2 0982a
`h _ v1 ' 3'" a
`2g
`
`21)
`
`1
`
`=
`
`. sin a
`
`g
`
`Energyofthrow
`
`E=G-h=m~g-h
`
`Free fall
`(neglecting air resistance).
`Uniform acceleration;
`acceleration:
`a = g = 9.81 m/s2
`
`,
`Velocny 0f fall
`
`»
`
`Height of fall
`
`Timeoffall
`
`23 ‘ h
`1) = g ' t:
`_
`v2
`_ 2
`h = 3—t = — = ”—1
`2
`28
`2
`t=gfl= 2=
`gil-
`’1)
`g
`g
`
`Fall With allowance °f air
`resistance
`Non~uniform acceleration;
`initial acceleration:
`a1 = g = 9_.81 m/sZ, final
`acceleration a2 = 0
`
`The velocity of fall approaches a limiting velocity Do at which
`th
`.
`. t
`e 5‘" re3is ance
`_
`_
`FL = Q ' Cw ‘A ' 11%/2 IS as great as the weight
`G = m ' g of the failing body, thus:
`Limiting velocity
`110 = \/—_2m- g—/(Q- cw 'A_)
`(Q air density, cw coefficient of
`drag,
`
`Velocity of fall
`
`Height of fall
`
`Time offall
`
`A cross~sectiona| area of the body).
`1; = v0 - V1 — 1/x2
`The following abbreviated term is
`substituted:
`
`x = ash/v3; e = 2.718
`2
`2
`
`2 ”0
`= E In
`2g
`'Uo " U2
`
`t= 1’2 in (x+\/x2—1)
`g
`
`Example: A heavy body (mass m = 1000 kg, cross-sectional area A = 1 m2, coefficient of drag
`cw = 0.9) falls from a great height. The air density 9 = 1.293 kg/m3 and the acceleration of free fall
`g = 9.81 m/s2 are assumed to be the same over the entire range as at ground level.
`
`
`Neglecting air resistance, values at
`end of fall from indicated height would be
`
`
`
`Time of fall
`Velocity of
`
`8
`fall m/s
`
`Page 8 of 23
`
`
`
`FORD EXHIBIT 1031
`
`
`Allowing for air resistance, values at
`end of fall from indicated height are
`Time of fall
`Velocity of
`
`
`s
`
`
`
`
`
`

`

`
`
`Basic equations used in mechanics 47
`
`
`Drag coefficients cw
`
`Body shape
`
`Disc,
`plate
`
`Open dish,
`parachute
`
`Sphere
`Re < 200 000
`Re > 250 000
`
`Slender
`rotating body
`I 2 d = 6
`
`
`Body shape
` Long cylinder
`
`Re < 200 000
`Re > 450 000
`
`
`Long plate
`I : d = 30
`
`Re =1 500 000
`
`Re = 200 000
`
`
`Long airfoil
`0.2
`l : d = 18
`
` 0 1 l2d= 8 Re~106
`
`
`12d: 5
` 0.08
`l:d= 2
`
`
`
`1.0
`0.35
`
`0.78
`0.66
`
`Reynolds number
`
`Re = (11+ 110) - l/v
`
`1) Velocity of body in m/s,
`v0 Velocity of air in m/s,
`l
`Length of body in m
`(in direction of flow),
`d Thickness of body in m,
`v Kinematic viscosity in m2/s.
`
`For air with v = 14 - 10-6 m2/s (annual
`mean 200 m above sea level
`
`Re z 72, 000(1) + v0) - lwith v and 110 in m/S
`Re a 20, 000 (v + v0) - lwith v and Do in km/h
`
`The results of flow measurements on
`
`two geometrically similar bodies of dif-
`ferent sizes are comparable only if the
`Reynolds number is of equal magnitude
`in both cases (this is important in tests
`on models).
`
`Discharge of air from nozzles
`
`The curves below only give approximate
`values. In addition to pressure and nozzle
`cross section,
`the air discharge rate
`depends upon the surface and length
`of the nozzle bore, the supply line and
`the rounding of the edges of the dis—
`charge port.
`
`
`
`]
`
`m3/min
`
`‘21
`
`*3
`..
`g
`:3
`2
`
`8
`
`0
`
`
`ll l
`
`
`
`auge pressure
`4
`3
`2 b.r
`7 V
`
`I
`. All I
`
`
`4 Ill-gamu-
`IIIZQEIIIII
`
`
`
`0 2
`6
`10
`14
`18mmdia.
`
`Nozzle bore
`
`Gravitation
`
`Lever law
`
`Force of attraction between two masses:
`
`F=f(m1 -m2)/r2
`r Distance between centers of mass
`
`r1
`
`r2
`
`F1"1=F2'r2
`
`F2
`
`f Gravitation constant
`Page 9 of 23
`= 6.67 - 10-11 N - m2/kg2
`
`F1
`FORD EXHIBIT 1031
`
`
`
`

`

`130
`Electric machines
`
`
`
`
`Series-wound machine
`
`
`
`Electric machines
`
`Principal of operation
`
`Electric machines are used to convert
`electrical and mechanical energy. An
`electric motor converts electrical energy
`inro mechanical energy: a generator con-
`verts energy in the opposite direction.
`Electric machines consist of a stationary
`component (the stator) and a rotating
`component (the rotor). There are special
`designs which depart from this configura—
`tion such as linear machines which pro—
`duce linear motion. Permanent magnets
`or several coils (windings) are used to
`produce magnetic fields in the stator and
`rotor which cause torque to develop bet-
`ween these two machine components.
`Electric machines have iron stators and
`rotors in order to control
`the magnetic
`fields. Because the magnetic fluxes
`change over time, stators and rotors must
`consist of stacks of individual laminations
`which are insulated with respect to one
`another. The spatial arrangement of the
`coils and the type of current used (direct
`current,
`alternating current or
`three-
`phase current) permit a number of diffe-
`rent electric machine designs. They differ
`from one another in the way they operate,
`and therefore have different applica-
`tions.
`
`Direct—current machines
`
`The stator of a direct-current machine
`contains salient poles which are magne-
`tized by the direct-current field windings.
`In the rotor (here also called the arma-
`ture), the coils are distributed among slots
`in the laminated stack and connected to a
`commutator. Carbon brushes in the stator
`frame wipe against the commutator as it
`rotates, thereby transferring direct current
`to the armature coils. The rotation of the
`Page 10 of 23
`commutator causes a reversal
`in the
`direction of current flow in the coils. The
`different ways in which the field winding
`and armature can be connected result
`in different rotational speed vs.
`torque
`
`Shunt-wound machine
`
`
`
`Rotationalspeed
`
`
`
`Rotationalspeed
`
`
`
`Motor with permanent-magnet exitation
`
`@u
`
`Series connection
`
`(series characteristic)
`Rotational speed is highly dependent
`upon load; high starting torque; “racing”
`of the machine if the load is suddenly
`removed, therefore load must be rigidly
`FORD EXHIBIT 1031
`coupled; direction of rotation changed by
`reversing the direction of current in the
`armature or field winding; used, among
`other things, as motor vehicle drive motor
`and starter motor for internal-combustion
`
`

`

`
`
`
`
`131
`Electric machines
`
`
`Parallel (shunt) connection
`(shunt characteristic) .
`Rotational speed remains largely con-
`stant regardless of load; direction of rota-
`tion is changed by reversing the direction
`of the current in the armature or field win-
`ding; used for instance, as drive motor for
`machine tools and as direct-current gene-
`rator. A shunt characteristic can also be
`obtained by using a separate power sup-
`ply for the field winding (separate excita-
`tion) or by using permanent-magnet poles
`in the stator. Used for motors with perma—
`nent-magnet excitation in the motor-vehicle
`starter motors, windshield wiper motors
`and fractional horsepower motors for
`various drives.
`If the motor incorporates
`both series and parallel field windings
`(compound-wound motor),
`intermediate
`levels in the rotational speed vs. torque
`characteristic can be obtained; applica—
`tions: large starter motors for instance.
`All direct-current machines are easily
`capable of speed control over a wide
`range. If the machine incorporates a sta—
`tic converter which allows adjustment
`of the armature voltage, the torque and
`therefore the rotational speed are infini—
`tely variable. The rotational speed can be
`further increased by reducing the field
`current (field weakening) when the rated
`armature voltage is reached. A disadvan—
`tage of direct-current machines is carbon
`brush and commutator wear which makes
`regular maintenance necessary.
`
`Three-phase machines
`
`A three—phase winding is distributed
`among the stator slots in a three-phase
`machine. The three phases of current
`produce a magnetic field which rotates
`(rotating field). The speed no (in min—1) of
`the rotating field is calculated as follows:
`
`no=60'f/p
`
`f = frequency (in Hz), p = number of pole
`pairs.
`Three-phase machines are either syn-
`Page 11 of 23
`chronous or asynchronous, depending
`upon rotor design.
`
`Asynchronous machines
`The laminated rotor contains either a
`
`
`
`
`Three-phase asynchronous motor with
`squirrel-cage rotor
`Star-connected
`stator winding
`
`
`
`
`Delta-connected
`stator winding
`
`
`
`
`
`@%
`
`bar winding. The three-phase winding is
`connected to slip rings which are short—
`circuited either directly or via external re-
`sistances. In the case of the bar winding,
`the bars are connected to one another by
`two short-circuiting rings (squirrel—cage
`rotor). As long as the rotational speed
`of the rotor deviates from no, the rotating
`stator field induces current in the rotor
`
`thereby generating torque.
`windings,
`Deviation of the rotational speed of the
`rotor 11 from no is termed slip s:
`
`s=(no-—n)/no
`
`Continuous operation is only economi-
`cal in the vicinity of no, because losses
`increase as slip increases (nominal slip
`s 5%).
`In this range the asynchronous
`machine has a shunt characteristic. The
`
`machine operates as a motor when n < no,
`and as a generator when n > no. The di—
`rection of rotation is changed by reversing
`two of the phases.
`The asynchronous machine is the most
`frequently used electric motor in the field
`of drive engineering. With a squirrel-cage
`rotor it is easy to operate, and requires
`little maintenance.
`
`Examples of rotating field speeds
`
`
`
`
`Number of
`Frequency
`poles (2p) 50 Hz
`| 150 Hz
`I 200 Hz
`
`
`
`
`Rotating field speed in min-1
`FORD EXHIBIT 1031
`9000
`3000
`
`12000
`
`

`

`132
`Electric machines
`
`
`
`
`
`Sychronous machines
`In the rotor (here also called the inductor),
`the poles are magnetized by direct-current
`coils. The magnetizing current is usually
`transferred via two slip rings to the rotor.
`The inductor can be made of solid steel,
`because the magnetic flux remains con-
`stant over time.
`Constant torque is generated as long
`as the rotor rotates at a speed of no. At
`other speeds, the torque fluctuates peri-
`odically between a positive and a nega-
`tive maximum value, and excessively
`high current is produced.
`For this reason, a synchronous ma-
`chine is not self-starting. The synchro-
`nous machine also differs from the asyn-
`chronous machine in that the reactive
`power absorption and generation are
`adjustable. The synchronous machine is
`most frequently used as a generator in
`electric power plants. Synchronous mo-
`tors are used in cases where constant
`motor speed based on constant line fre-
`quency is desired, or where a reactive
`power demand exists. The motor vehicle
`three-phase alternator is a special type of
`synchronous machine.
`The rotational speed of all three-phase
`machines is determined by the stator
`frequency. Such machines can operate
`over a wide range of speeds if used in
`conjunction with static converters which
`vary the frequency.
`
`EC Motors
`The “electronicalIy-commutated direct—
`current” or “EC” motor is becoming in-
`creasingly popular. It is essentially a per-
`manently—excited synchronous machine,
`and thus dispenses with a slip ring. The
`EC motor is equipped with a rotor-position
`sensor, and is connected to the DC power
`source through its control and power
`electronics. The electronic transfer circuit
`switches the current in the stator winding
`according to rotor position —— the magnets
`which induce the excitation current are
`Page 12 of 23
`attached to the rotor— to provide the inter—
`dependence between rotational speed
`and torque which is normally associated
`with an externally-excited DC unit. The
`respective magnetic functions of
`the
`
`Star-connected three-phase synchronous
`generator
`Slip-ring rotor with field winding.
`
`2 Control and power electronics, 3 Input.
`
`EC Motor
`1 Electric machine with rotor-position sensor,
`
`they would be in a classical direct-current
`machine.
`
`The EC motor’s potential applications
`are a result of the advantages which this
`drive principle provides: Commutator and
`carbon brushes are replaced by elec-
`tronic circuitry, dispensing with both brush
`noise and wear. EC motors are mainten-
`
`ance-free (long service life) and can be
`constructed to meet high degrees of pro-
`tection (3. below). The electronic control
`feature makes it easy for drive units with
`EC motors to incorporate auxiliary func-
`tions such as infinitely-variable speed
`adjustment, direction reversal, gradual
`starts and lock-up protection.
`The main areas of automotive applica-
`tion are for climate control and ventilation,
`pumps and servo units. In the area of pro-
`duction machinery, EC motors are chiefly
`FORD EXHIBIT 1031
`employed as precision drive units for
`feed-control in machine tools. Here the
`
`decisive advantages are freedom from
`maintenance,
`favorable dynamic pro-
`perties and consistent torque output with
`
`

`

`
`
`Electric machines
`
`133
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`Single-phase alternating-
`current machines
`
`Universal motors
`The direct-current series—wound motor
`can be operated on alternating current if a
`laminated rather than a solid iron stator is
`used. it is then called a universal motor.
`When operated on alternating current,
`a torque component at
`twice the fre-
`quency of the current is superposed on
`the constant torque component.
`
`Single-phase asynchronous motors
`with squirrel-cage rotor
`The simplest design of a single-phase
`asynchronous motor
`is a three-phase
`asynchronous machine in which alterna-
`ting current is supplied to only two stator
`phases. Although its operation remains
`largely the same,
`the power and the
`maximum torque are reduced. in addition,
`the single-phase asynchronous machine
`is not self-starting.
`Machines which are intended only for
`single-phase operation have only a single
`phase main winding in the stator, as well
`as auxiliary starting circuits. The stator
`also contains an auxiliary winding con-
`nected in parallel with the main winding
`for this purpose. The necessary phase
`shift of the auxiliary winding current can
`be achieved through increased winding
`resistance (low breakaway torque) or by
`means
`of a capacitor connected in
`series with the auxiliary winding (some-
`what greater starting torque).
`The auxiliary winding is switched off
`after the motor Starts. The direction of
`rotation of the motor is changed by rever-
`sing the two auxiliary or main winding
`connections. A motor which has a capa-
`citor in series with the auxiliary winding
`is called a capacitor motor. Capacitor
`motors with a starting and running capa-
`citor also operate continuously with capa-
`citor and auxiliary winding. Optimum ope-
`ration is achieved by correctly choosing
`Page 13 of 23
`the capacitor for a specific working point.
`An additional capacitor is often used in
`order to increase the starting torque; this
`capacitor is then disconnected after the
`motor starts.
`
`
`
`S 7: Uninterrupted duty
`
`Two-value capacitor motor
`
`
`
`Duty-type ratings for electric
`machines
`(VDE 0530)
`
`S 1: Continuous-running duty
`Operation under constant load (rated out-
`put) of sufficient duration for thermal equi-
`librium to be reached.
`
`S 2: Short-time duty
`Operation under constant load is so brief
`that thermal equilibrium is not reached.
`The rest period is so long that
`the
`machine is able to cool down to the tem-
`perature of the coolant.
`Recommended short-time duty periods:
`10, 30, 60 and 90 min.
`
`S 3 to S 5: Intermittent duty
`Continuous alternating sequence of load
`and idle periods. Thermal equilibrium is
`not reached during the load period or du-
`ring the cooling period of one duty cycle.
`S 3 intermittent duty without influence
`of starting on temperature.
`84 intermittent duty with influence of
`starting on temperature.
`85 intermittent duty with influence of
`starting and braking on temperature.
`
`
`
`
`
`
`
`S 6: Continuous operation with inter-
`
`mittent loading
`Operation with intermittent loading. Conti-
`FORD EXHIBIT 1031
`nuous alternating sequence of load peri-
`ods and no-ioad periods, otherwise as
`
`S 3.
`
`
`

`

`134W
`Electric machines
`
`
`
`S 8: Uninterrupted duty
`Operation with pole changing.
`For S 3 and S 6, the duty cycle time
`is 10 min unless otherwise agreed;
`re—
`commended values for cyclic duration
`factor: 15, 25, 40 and 60%. For S 2, S 3
`and S 6, the operating time or cycle time
`and the cyclic duration factor are to be
`specified following the rating. The duty
`cycle time is only to be specified if it is
`otherthan 10 min. Example: S 2—60 min,
`8 3—25%.
`
`Cyclic duration factor
`The cyclic duration factor is the ratio of
`the loading period including starting and
`braking to the cycle time.
`
`Winding temperature
`The mean temperature t2 of the windings
`of an electric machine can be determined
`by measuring the resistance (R2) and
`referring it to an initial temperature R1 at
`a temperature t1:
`
`Degrees of protection of
`electric machines
`
`(DIN 40 050)
`
`Examples:
`
`Degree of protection IP 00
`No protection against accidental contact,
`no protection against solid bodies, no
`protection against water.
`~
`
`Degree of protection lP 11
`Protection against large—area contact by
`the hand, protection against large solid
`bodies, protection against dripping water.
`
`Degree of protection lP 23
`Protection against contact by the fingers,
`protection against medium-size
`solid
`bodies, protection against water sprayed
`vertically and obliquely up to an angle
`of 60° to the vertical.
`
`Degree of protection IP 44
`Protection against contact by tools or the
`like, protection against small solid bodies,
`protection against splash water from all
`directions.
`
`Degree of protection IP 67
`Total protection against contact, dust-
`proof.
`Protection
`against
`entry
`of
`dangerous quantities of water when
`immersed in water under conditions of
`defined pressure and for a defined period
`of time.
`
`Explosion protection Ex
`(VDE 0170/0171 )
`Symbol d:
`flameproof enclosure;
`Symbol f:
`forced ventilation;
`Symbol e:
`increased safety;
`Symbol 3: special protection, e.g.,
`for machines operating in
`flammable liquids.
`
`Page 14 of 23
`
`FORD EXHIBIT 1031
`
`
`
`

`

`330
`
`Motor vei'Iicle dynamics
`
`Motor vehicle dynamics
`
`Dynamics of linear motion
`
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