1	25% MPG Gain with Parallel Hybrid Electric Retrofit in Shuttle Bus and Delivery Duty Cycles SAE – Fort Wayne Section March 14, 2007
2	The Challenge: Reducing Fuel Costs and Emissions with a Hybrid Electric Retrofit Retrofits existing vehicles Retains existing engine No special fuel infrastructure Overnight installation No driver training req’d. 20-30% increase mpg in many driving cycles 50% decrease brake wear Reduced emissions
3	Patented Magnetic CVT Axial field weakening extends speed range of high torque motor, solving the typical “Back EMF” problem with PM motors Automatic operation by motor controller
4	Hybrid Retrofit System Diagram
5	Hybrid Retrofit Configuration VTM motor/generator mounts in driveshaft Permanent magnet AC drive provides high torque and high efficiency regen Automatic field weakening for wide dynamic speed range Electrical energy stored in Ultra Caps
6	Prime Candidates for Savings:
7	Class 4 Chassis Selected as Initial Target Wide use in many industries Ford E/F – 450 Chevy, GMC, Dodge 4500 Many applications with intensive start / stop
8	Enabling Technologies - Modular permanent magnet traction motor Patented variable torque and speed through axial field weakening – Magnetic CVT Robust drive shaft mounted design Adaptive 96V, 800A VTM motor controller
9	Retrofit System Advantages - Stock engine and controls are retained Motor drive system operates automatically, without driver input Ultracap storage absorbs and releases energy at a fast rate Ultracap pack is light weight and compact
10	Operational Goals - During deceleration, PM generator provides braking torque and electrically conserves momentum energy During acceleration, the electric motor provides boost torque to the driveshaft, reducing engine acceleration and fuel use Fuel consumption, emissions and brake wear are reduced
11	Optimizing Drive Efficiency - VTM Motor/Generator with field weakening shift actuator High torque PM AC motor Patented field weakening shift provides optimum torque at all speeds Full decoupling of magnet rotor eliminates iron loss and eddy current torque drag during constant speed operation
12	High Torques Available with PM AC Motors
13	Rotor Decoupling Eliminates Drag During highway or constant speed operation, magnet rotor is automatically uncoupled Parasitic drag eliminated – “Do No Harm”
14	42 KW Motor - Speed, Eff. vs Torque
15	Motor/Generator in E-450 Bus
16	Avoiding “Iron Loss” Torque Drag
17	VTM Controller Automates Operation Seamless control of field weakening and decoupling, based on normal driver input
18	Optimizing Energy Storage Efficiency Hybrid cycles = 10-12 sec. Bursts of energy Battery systems have energy conversion limits and charge voltage plateaus Ultra Capacitor pack is ideally suited for high energy rates, limited storage & long cycle life VTM drive system can produce torque with Ultra Cap voltage as low as 10 V
19	Ultra Capacitor Pack Specs: Maxwell BoostCap ™ modules 16.2 V, 430 Farad/module (6) modules in series = 96 V 71.7 Farads for pack 300 A. constant current for a 16 sec. duration
20	96V, 71.7 Farad Ultra Cap Stack
21	Ultracap Energy Joules = ½ C(V Squared)
22	Best Driving Cycles for Hybrids Fuel and Emissions reductions are directly related to frequency of start/stop cycles Standardized driving cycles developed: VTM Airport Parking Shuttle Cycle VTM Urban School Bus Cycle VTM Suburban Transit Bus Cycle
23	VTM Airport Parking Shuttle Cycle
24	System Test Methodology Fuel topped off before and after each 30-60 mile test series Throttle stop used to normalize accel. rate Multiple runs for each drive cycle were conducted and compared Hybrid control was optimized for maximum fuel savings
25	VTM Urban School Bus Cycle
26	VTM City Transit Bus Cycle
27	Results and Conclusions - 472 test miles using hybrid system in airport shuttle cycle to date 30.5 % MPG Improvement vs. Std. E-450