Meet the Engineer 2015 Presentations

Meet the Engineer 2015

Presentations from 10th June 2015 Event

© Productiv Ltd 2015


Welcome & ContextRichard Bruges


The Industry Challenge

Cost and risk increases dramatically as

programmes develop


The Investment Opportunity

Prototype

Technology & Manufacturing Development

Proving Volume

High Volume

TRL4

TRL6

TRL9

Value is generated as technologies are

developed


The Market Failure

Tier 1 suppliers don’t invest in low volume

technology


The Productiv Offer

The Proving Factory Model



Technology PitchesSession 1

Nathan Bailey, Managing Director

Advanced Innovative Engineering

SPARCS & CREEV Technologies

• UK based engineering company specialising in the development of innovative rotary

engine technologies.

• Combined team experience of over 80 years in rotary engine design.

• AIE is located on the outskirts of Birmingham in the United Kingdom, an area recognised

as the heart of British Engineering and Manufacturing.

www.aieuk.com

http://www.aieuk.com/

Background

Background - Observations

Aerospace• The air-cooled-rotor (ACR) type of Wankel engine is now well established for powering military unmanned aerial

vehicles (UAVs). These engines have achieved over 2 million hours of in-service operation.

• This generally high-rpm high-load UAV application exploits all the best characteristics of the rotary. The engines

have extremely high power-to-weight ratio, low vibration, high reliability, and reasonably good specific fuel

consumption (sfc).

Automotive• One of the most promising types of future electric vehicle is the Series Hybrid which has a modest weight of

batteries on board, offering a battery-only limited range. This meets the needs of 80% of typical daily car usage

without use of any gasoline. The batteries are recharged overnight from the mains supply.

• During longer journeys, as the batteries become partially depleted, an on-board engine-generator (genset)

provides electrical power such that the vehicle has a normal range limited only by the capacity of the fuel tank.

• In this duty the engine operates at high rpm and high load; or is switched off. All parameters which affect sfc are

optimised without compromise for this single running condition.

• Hence the sfc is much lower than the average sfc of conventional mechanical drive vehicles using engines which

have to operate over the full load-speed spectrum.

• For most journeys the genset is unused. (It is a dead weight) It is important therefore that its weight is very low.

Also, because the change from “off” to high power may occur when the vehicle is moving quite slowly in almost

total silence under battery power alone, it is essential that when the engine starts it is extremely quiet and free of

vibration.

Background - Opportunity

• AIE believe the hybrid vehicle application is ideal for a single-rotor Wankel engine. Even more than in UAVs, it

fully exploits the strengths of the rotary engine and avoids the engine ever having to operate in the difficult low

load / low speed areas where rotary’s sfc is inferior to that of reciprocating engines. A high-speed rotary engine

“genset” would weigh less than 40% of a unit using a reciprocating engine, which for NVH reasons must run at

lower speed.

• To utilise a Wankel rotary engine in an automotive application, though some of the less desirable characteristics of

the engine need to be mitigated or eliminated:

• Low Engine Life

• High Oil Consumption

• High Exhaust Energy and Emissions

• Poor Thermal Stability

• AIE has developed 2 key technologies that address these characteristics without removing the engines core

advantages

• SPARCS - Pressurised Gas Rotor Cooling System

• CREEV - Exhaust Expander Unit

Technology

SPARCS

Self-Pressurising Air Rotor Cooling System

Utilises self pressuring blow by gases from

the combustion process which have escaped

into the interior of the rotor.

Gas is drawn through the rotor circulated by

an internal fan, absorbing heat before being

forced though an integrated heat exchanger

within the engine housing.

Heat exchanger then rejects heat to the main

liquid cooling system through the engine

housing.

The higher density of the pressurised gas

mixture enables higher levels of heat removal

from the engines rotor.

CREEV

Compound Rotary Engine for Electric Vehicles

• Modified Wankel geometry exhaust expander unit,

single lobed housing paired with a dual flanked rotor.

• Extends engine expansion stroke and allows

recovery of waste exhaust energy while reducing

HC, heat and noise emissions.

SPARCS

Self-Pressurising Air Rotor Cooling System

• Utilises self pressuring blow-by gases from

the combustion process which have escaped

into the interior of the rotor.

• Gas is drawn through the rotor circulated by

an internal fan, absorbing heat before being

forced though an integrated heat exchanger

within the engine housing.

• Heat exchanger then rejects heat to the main

liquid cooling system through the engine

housing.

• The higher density of the pressurised gas

mixture enables higher levels of heat removal

from the engines rotor.

Technologies - Summary

SPARCS Technologies

Background – Rotor Cooling OCR vs ACR

• The key difference in the design of rotary engines for UAV’s and all Wankel rotaries designed for automotive use, such as the NSU Ro 80 and the Mazda RX 7 / 8, relates to the method used for cooling the rotor.

• The UAV type use air (designated ACR = air cooled rotor), the latter use oil (OCR).

• The ACR system was originally conceived by NSU in the early 1960s. For many years it was considered to be only suitable for low-cost low-specific-power engines as satisfactory for some industrial applications. Many engineers working on the OCR Wankel considered the ACR type to be little more than a toy.

• Nevertheless, NSU did demonstrate a lower SFC with their 215 cc ACR engine than with any of their OCR types (resulting from lower friction and heated induction air)

• At the time, though, it was not known how to achieve a high bmep with the ACR type engine. (Indeed, it was considered that any significant increase would be impossible because of overheating of the rolling-element rotor bearing).

• In the late 1960s, the power output of a typical 300cc ACR engine as manufactured by Fichtel & Sachs was about 20 bhp. (Note that a 300cc Wankel is equivalent to a 600cc 4-stroke engine)

• During the period 1970 to 2000, this same size engine was progressively developed in the UK to give 60 bhp, with the sfc reduced by 30% relative to the F&S versions.

• The application was initially as a power unit for motorcycles and then from 1985, for UAVs.

• Specific power output and specific fuel consumption (sfc) of ACR engines are now superior to the OCR type.

Background – Rotor Cooling OCR vs ACR

• OCR type engines generally require twin axially-spring-loaded oil scraper rings to be fitted in each side of the rotor in order to prevent oil leakage into the working chambers. The springs typically have a high axial load of around 50kg. Hence there is considerable mechanical friction loss as these sealing rings orbit and rotate relative to the engine side plates.

• There is also some further energy loss due to the “cocktail shaker” effect of oil in the partially filled rotor.

• The sealing rings also require radial space between the OD of the rotor ring gear and the inside edge of the rotor side gas seals. Hence, for a given size of rotor, the PCD of the rotor gear has to be smaller; and as a result the shaft eccentricity, “e”, (= “throw” of the shaft) which, from the basic geometry, has the precise value of 1/6 the PCD of the rotor ring gear, is also limited to a smaller value.

• The swept volume (V) of the engine is directly proportional to e, via the formula:

• V = 3√3 e R B where R = rotor radius, and B = rotor axial width.

• The overall result is that the OCR type engine, for a given swept volume, is physically bigger and heavier than the ACR type.

• The important R/e value (designated “K ratio” ) of an OCR rotary engine is limited to a minimum value of about 6.7 / 7.0.

• The ACR engine, which has no oil scraper rings, can use a K ratio of 6.0 .

Background – General ACR Advantages (summary)

The ACR type has the following advantages relative to the “conventional” Wankel engine with OCR :

• Much lower friction losses :

• More compact combustion chamber (lower S/V ratio , lower heat loss):

• Increased forced air movement around TDC / faster combustion

• lower weight ( via smaller diameter rotor and main housings)

• Fewer components and hence lower cost

• Larger diameter and more rigid eccentric shaft as allowed by the larger diameter stationary gear (an important advantage for mounting a bearing-less cantilevered generator rotor)

• Lower stressed stationary gear

• Lower cranking torque when starting, particularly at low temps (ACR has all rolling element bearings)

• More precise balancing (it is difficult for the OCR to have a consistent volume of oil inside the rotor under all conditions); allowing the ACR to generally use hard mounting which can save space and weight

Historically, of course, the rotor cooling quality of the ACR was not as good as the OCR which has always been the main reason for the latter to receive so much more attention.

SPARCS – Concept

The SPARCS system introduces a new and improved approach to the cooling of an air-cooled rotor engine.

• As in all internal combustion engines there is a degree of blow-by past the combustion seals. In a piston engine it is

combustion gas that enters the crankcase before being discharged through a crankcase ventilation system. It is

desirable to keep pressure in the crankcase low since it acts on the bottom of the piston, and reduces engine BMEP.

• In the rotary engine, crankcase pressure acts on all of the internal faces of the rotor and therefore does not affect

engine BMEP. SPARCS takes advantage of this by sealing the crankcase and allowing pressure to build.

• The high pressure results in densification of the rotor air and this, in turn, improves the heat transfer properties of the

air, Cp.

• The heat transfer coefficient is increased in proportion to the density of the medium, so that if pressure is increased by

a factor of three, then Cp goes up by a factor of 3^0.8, or 2.4 .

• SPARCS uses a closed circuit rotor cooling system which includes an integrated cooling heat exchanger and an air

circulating fan.

• The air within the circuit is heated by the rotor, and then circulated through the internal heat exchanger by the

circulating fan. The rotor air is then cooled within the heat exchanger before being returned to the rotor where it is

heated again, continuing the circuit.

The application of the SPARCS is unique to the Wankel engine. In a reciprocating engine the pressurized crankcase

would impart a force on the back side of the piston and any pressure would directly subtract from the engine BMEP, with

the attendant loss in performance. In the Wankel engine this force is balanced about the center of the rotor, and does not

affect engine BMEP

SPARCS - Self-Pressurising Air Rotor Cooling System

• SPARCS system showing

coolant gas flow

SPARCS - Major Advantages

1. Lower Temperature / Longer Life• The pressurisation of the cooling gas will enable the rotor temperature to be very considerably

lowered; and then be similar to that in the OCR type rotary engine. Larger-capacity engines will now be able to use the advantageous ACR system. And turbocharged or supercharged engines will be practical for high altitude UAVs and light aircraft without rotor overheating. Reducing the temperature also increases engine bearing life and therefore the overall life of the engine.

2. Better Lubrication / Lower Oil Consumption• The metered oil will be recirculated many times inside the rotor. Lubrication of all the rotor internal

components will be excellent and oil usage low (comparable to a 4-stroke, but without any oil changes / servicing being required) The oil can eventually only escape past the side gas seals of the engine (in opposite direction to the pressurising gas) where it will migrate over the side plate surfaces to the trochoid surface and then lubricate the apex seals before being consumed in the exhaust. The supply of oil into the working chamber via the side seal and corner bolt leakage paths makes a positive contribution to the gas sealing quality and is ideal for the Wankel engine; and superior to any previous arrangement.

3. Automatic Rotor Temperature Regulation / Better Thermal Stability• There will be automatic regulation of the rotor temperature. At lower bmep, when heat rejection is

lower, the cooling fluid pressurisation is lowered and reduced cooling will then occur. (Note that high rotor flank temperatures are advantageous for SFC particularly at light load).

CREEV Technologies

Background – Challenge

• The reciprocating engine industry has been searching for 125 years for a compact and mechanically-efficient way to extend the expansion stroke of the Otto cycle to a value much higher than the compression stroke in order to recover energy that otherwise goes to waste.

• The diagram below illustrates the amount of energy that potentially can be recovered.

P-V diagram without and with additional expansion

CREEV - Concept

• The new concept for the rotary engine to recover some of this wasted expansion energy uses exactly the same principle as was used in compound steam engines.

• A separate “cylinder” is added, this item being specifically designed to handle larger volumes of gas at a lower pressure than the main cylinder.

• There are six primary requirements for this additional expansion “cylinder”:-

• it must have extremely low mechanical friction losses

• it must be compact despite having a large swept volume

• it must be capable of being mounted very close to the main cylinder

• the phasing and duration of its expansion stroke must meet certain requirements

• the clearance volume at its “TDC” (start of gas transfer) must be very small

• its drive shaft should go the same speed as the main engine (no gears are wanted)

• The device that meets all the listed requirements is the little-known 1-2 type trochoidalmachine, also from the Wankel family.

• The 1-2 designation means a one-lobed housing with a two-cornered rotor; it is also the ratio of the diameter of stationary gear to rotor gear. (The engine is known as a 2-3 type)

CREEV – Transfer between Rotors

• 294cc engine

• 800cc expander

• Expansion ratio 22.3 to 1

CREEV - Major Advantages

1. Increase in power output and in thermal efficiency

• If the expander unit had an adiabatic expansion efficiency of 100%, then the power output of the compound assembly would be increased by about 30% - - and the sfc reduced accordingly. In practice, the expander does have some mechanical friction and heat losses ; and there is some small energy loss (due to unrestricted expansion and flow pressure loss) in the gas transfer between the two chambers. Therefore, net power gain will be about 20%.

2. Reduction of Noise and heat

• The exhaust noise of a single-rotor, peripherally-ported Wankel engine at high rpm is extremely high, due to the sudden opening of the exhaust port and the abrupt release of high pressure gas. With the additional expander unit, the exhaust gasses will be expanded down to atmospheric pressure (or very near) before the port opens. Gas temperature will have been reduced from 950 C to 600 C or thereabouts.

3. Reduction of Emissions

• At low RPM and part-throttle, the basic rotary engine has higher emissions of HC than a reciprocating engine; whereas CO emissions are similar, and NOx are lower. However, when operated at high load and high rpm and with excess air, the HC emissions are not particularly high. The addition of the separate expander unit can be expected to give a further significant reduction in HC emissions. The hot exhaust gasses (around 950◦C) from the engine will transfer to the expander unit in a turbulent manner with unconsumed oxygen present. The expander chamber will then act as an exhaust reactor.

Test Data

SPARCS & CREEV – Testing

SPARCS

• 100s of hours of testing completed in AIE’s development test rigs

• Thermal stability achieved at high engine powers

• Engine rotor temperature 50% of that normally seen in a ACR engine

• 80% reduction in oil consumption

CREEV

• Initial prototype Expander Unit test completed in AIE’s test cells

• 20% increase in power

• 20% reduction in sfc

• Greatly reduced engine noise and exhaust gas temperature

Technology Readiness Level

SPARCS & CREEV – TRL Levels

TRL Achievements SPA

RC

S

CR

EEV

1

Basic Principles have been observed and reported.

Scientific research undertaken.

Scientific research is beginning to be translated into applied research and

development.

Paper studies and scientific experiments have taken place.

Performance has been predicted.

2

Speculative applications have been identified.

Exploration into key principles is ongoing.

Application specific simulations or experiments have been undertaken.

Performance predictions have been refined.

3

Analytical and experimental assessments have identified critical functionality

and/or characteristics.

Analytical and laboratory studies have physically validated predictions of separate

elements of the technology or components that are not yet integrated or

representative.

Performance investigation using analytical experimentation and/or simulations is

underway.

TRL Achievements SPA

RC

S

CR

EEV

4

The technology component and/or basic subsystem have been validated in the

laboratory or test house environment.

The basic concept has been observed in other industry sectors (e.g. Space,

Aerospace).

Requirements and interactions with relevant vehicle systems have been

determined.

5

The technology component and/or basic subsystem have been validated in

relevant environment, potentially through a mule or adapted current production

vehicle.

Basic technological components are integrated with reasonably realistic

supporting elements so that the technology can be tested with equipment that

can simulate and validate all system specifications within a laboratory, test

house or test track setting with integrated components

Design rules have been established.

Performance results demonstrate the viability of the technology and confidence

to select it for new vehicle programme consideration.

6

A model or prototype of the technology system or subsystem has been

demonstrated as part of a vehicle that can simulate and validate all system

specifications within a test house, test track or similar operational environment.

Performance results validate the technology’s viability for a specific vehicle

class.

Production

SPARCS & CREEV – Productionisation

• SPARCS

• Initial engine (225CS) now in 2nd generation of productionisation process

• Major components sand cast and engine is designed with volume manufacturing in mind

• Cost reduction exercise currently being undertaken

• CREEV

• Still in development prototype

• As outlined the expander unit is in effect a simplified version of the engine so can follow the same

manufacturing development process

• Both SPARCS and CREEV are currently working through stage 2 of the APC TDAP

programme.

• AIE are currently in discussions with several niche OEM’s to develop concept vehicles utilising

the SPARCS enabled engine with a CREEV expander unit installed.

Commercial

Commercialisation – Overview

Intellectual Property

• 3 Patents secured (SPARCS, Compact SPARCS and CREEV)

Commercial Model

• AIE are looking to produce engines in low volume for niche markets (UAV’s) but then also license

the technology for use in larger markets (Automotive).

Business Funding

• AIE is currently funded through shareholder equity investment and loans (over £2m invested to

date). Commercial engine sales have now been achieved within the UAV market and AIE’s

business model predicts break-even in 2016.

Technology / Business Risks

• Risks mitigated at all stages through parallel technology and market development activities, and

the existence of a solid core market for rotary engine power units.

Thank YouFor Listening

www.aieuk.comEmail: [email protected]

Tel: 01543 420700

http://www.aieuk.com/

mailto:[email protected]

PATENTED SPARK

IGNITION TECHNOLOGY

Overview

• About Ambixtra

• Part 1 : Emmission Legislation

• Part 2 : Engine Design Direction

• Part 3 : Current Ignition Problems

• Part 3 : Ambixtra Solution

• Part 4 : Technology Status

• Part 5 : Business Model

• Contact Details

About Ambixtra

• Technology development company

• Automotive focused

• Development center in South Africa

• Business development office in Paris

• Patented electronic & spark ignition technologies

– "Variable Spark Ignition”

– "Advanced Plasma Ignition”

• Solves ignition challenges with new gasoline engine designs

Emmission Legislation

Vehicle manufacturers (OEM’s) response ?

• New engine designs to meet targets

OEM Strategies

New Engine Designs

• Downsizing

• Boosting (High pressure)

• Leaner air/fuel ratios

• Higher EGR %

• Stratified combustion

• Alternate fuels (gas, ethanol)

Problem

• Ignition is the central theme to combustion

Ignition Challenges

Current ignition becoming a handicap

• Operation problems under high pressure

• Operation problems with higher EGR %

• Operation problems with leaner A/F ratios

• Operation problems in stratified conditions

Adverse effects include

• Cyclic Variation

Ignition challenge significant

• IAV GmbH “Global Ignition Congress”

Industry Response

Products

• High energy coils

• Multi-spark coils

• Plasma and laser R&D

Problem

• Industry manipulates existing technology

• Systems big and bulky

• Complex and expensive

• Multi-spark affects spark plug wear

• Plasma systems not controllable (burn valves)

• Not “plug & play”

Solution

Invented at NW University at the “Unit for Space Physics”Fast-switching MOSFET technique (Factor 10 faster)

Advantage• Switches high voltages and high

currents at a high frequency with low loss

• Technique is basis for ignition solution

Ambixtra Ignition Solution

Variable Spark Ignition (VSI)

• Spark duration precisely controlled

• Energy levels precisely controlled

• Continuous spark with variable spark duration and energy.

• Control according to combustion conditions.– Higher energy & longer spark duration in lean

and high pressure conditions.

– Lower energy & shorter spark duration in rich and low pressure conditions.

• Combustion sensing and spark intelligence

VSI Benifits

• Reduced CO2 emissions

• Leaner A/F ratios

• Higher EGR %

• Reduced cyclic variations

• Extended knock limits

• Cold start improved

• Plug & play on existing engines

Patents

‘x5 patents underpin the ignition

solution’

Technology Status (VSI)

• Testing at IAV GmbH – 4 cylinder engine testing in Chemnitz

– Pressure chamber and turbulence testing in Giffhorn

– Single cylinder and 4 cylinder engine testing in Berlin

• On engine testing AVL GmbH in Austria– AVL demonstrator car (Test track in Graz)

• Apogee in France– Motorcycle engine testing

• On engine testing at Fiat CRF in Turin.– 4 cylinder MultiAir Engine

• Following TRL process with Peugeot-Citroen in Paris for a EURO 7 engine.

• IDIADA Spain gas engine

Testing Chamber at IAV

Technology Outlook

Variable Spark Ignition

(VSI)

Spark plug Corona plugCorona plug

Advanced Plasma Ignition

(API)

Phase 1 Phase 2

VSI• Various engine tests

• TRL 5/6

API• Demonstrators

• Pressure chamber tests

performed

• See SIA Versailles Conference

May 2015

Business Model

• OEM’s are reducing supplier base

• Ambixtra will not manufacture VSI

• Licensing model

• Discussions with Tier 1’s in progress

Deon Smit (CEO)

148 Rue de l'Université,

75007 Paris, France.

Telephone : +33 6 67 02 18 78

[email protected]

Mr. James Mackenzie (Chief Technical Officer)

Wedgefield Office Park, 17 Muswell Road South,

Bryanston , Johannesburg, 2021.

Telephone : +27 83 461 6868

[email protected]



Air-Bearing Technology

Bladon Jets (UK) Ltd.

Who are we?

55

Air-bearings

56

Benefits

57

0

5

10

15

Air Bearing oilVis

cosity in m

m2/s

Viscosity at 40 C

Our application

58

Clearance

profile

Temperature

Profile

Turbochargers

59

The knowledge gap

60

The ‘why’

61

2019

£0.5

billion

£1210%

47%

IP

Operation

Installation and running

Manufacturing

62

Business model

63

BladonJets

Development partner

Production release

Partnerships

64

?

THANK YOU

65

Powertrain Technologies

CAD

CAE

CNC

CMM

Test Cell Configured as Motoring Dyno

Engine Test Extremes 250cc to 9.6lts

Oil Sampling in Progress during

Dyno Test. Ptech unique system to

extract oil from the piston ring region

Engine Test Technology

Instrumented vehicle with

intelligent lubrication system

Prototype Vehicles

3 Cyl Gasoline

2-Stroke Engine

2-Stroke Engine

2-Stroke Engine

2-Stroke Prototype

Twin Cylinder Engine

Reversible cylinder head

Any installation angle

Primary and secondary balance

Electric CVT

Low cost belt drive electric CVT

Hybrid drive option

New Technology Development

Ptech Research Engine with Variable

Compression and Capacity System

Variable Compression & Capacity

Hybrid Generator Unit

Bus Hybrid Generator Unit

with Ancillary Drive System

Hybrid Power Pack

Complete Bus Hybrid Engine and Generator Unit

Air Hybrid – Energy Recovery

• Collaborative Research Project

• Commercial Vehicle Energy Recovery

• Technology Created by Brunel University

• Who are coming up next………

Ultra-fast engine emissions measurement

Mark Peckham

Introduction – Company summary

• Engineering services

division

• Emissions calibration

• Engine and after-treatment systems

evaluation

• Using dyno simulation of vehicle drive

cycles, and vehicle chassis rolls

• Products division

• Develop, manufacture and support

specialised fast response analyzers and

other emissions-related equipment

• Gaseous pollutants (HC, NOx, COx)

• Particulates

• DPF testing system

Cambustion productsFast HC, NOx, CO&CO2

DPG – DPF Testing System

Smoking Cycle Simulator

Centrifugal Particle Mass Analyser

DMS500 Fast Particulate Spectrometer

HFR500 fast FID

PFI gasoline cold start

Transient HC measurement0 - 105 seconds of FTP 75 drive-cycle

0

2000

4000

6000

8000

10000

12000

14000

16000

18000

20000

0 20 40 60 80 100

Time since start (seconds)

[HC

] a

s p

pm

pro

pa

ne

-10

0

10

20

30

40

50

60

Ve

hic

le s

pe

ed

(m

ph

)

Fast FID Engine Out

Fast FID Tailpipe

Slow FID Engine Out

Desired Speed (mph)

Maximum HC occurs during Cold-Start.

Fast FID accurately resolves magnitude

of initial transients in real time

Individual cylinder

exhaust events visible in

engine out HC

Conventional bench

analyzer

Exhaust port [HC] PFI cold start

Cold start lambda using fast NDIR

Exhaust port sampling from PFI engine

Calibration fitting

Flexible heated sample line

Remote sample head

Cycle-by-cycle HC, CO&CO2 from a cold start gasoline engine

0

20

40

60

HC

(p

pm

C3/1

00

0)

0

5

10

15

CO

, C

O2 (

%v

olu

me

)

Cylin

de

r P

ressu

re (

ba

r)

•Fast gas analysers able to distinguish each exhaust event

•Late Burn stroke 1, High CO2+very low CO suggest lean burn

•Misfires Strokes 3,6 shown by high HC, reducing CO+CO2 and cyl pressure

Real time GDI particle size & number Peug 308

Direct tailpipe on-board sampling

109

Important user note:

avoid sampling water

from muffler!

Instrumentation photos

110

Sample head

with long

probe

Small

cabinet

Inverte

r

70Ah 12V

battery

1m3/hr

carbon vane

pump with

silencer

Fast [NO] on Ford Galaxy

Fast CO2 from Diesel Ford Galaxy

For more information:

Dr. Mark PeckhamCambustion Ltd.,J6 The Paddocks347 Cherry Hinton RoadCambridgeCB1 8DH

Tel: (01223) 210250Fax: (01223) 210190E-mail: [email protected]:// www.cambustion.com

Cella EnergySafe, low cost hydrogen energy

Meet the Engineer 10th June 2015

Stephen Bennington

Aerospace, Defense, Transportation, Portable Energy

114

Solid State Hydrogen Energy

• Patented

• Plastic-like material

• 1 litre H² per gram

• Low toxicity

• Heated above 120⁰C the hydrogen is released in 1 - 2minutes

• Safe: no high pressures or cryogenic temperatures

• Stable at temperatures below 50⁰C

• Can be chemically regenerated

• Works at low pressures

Cella Material

115

• Spun out of the prestigious Rutherford Appleton Laboratory inOxfordshire in the UK in 2011

• Headquartered near the Rutherford Appleton• US operations based at Kennedy Space Centre in Florida• 20 employees with world leading expertise in chemistry,

materials physics, engineering and project management• Lead investors: Persephone Capital and Space Florida

The Company

Cella Energy

• Won many prestigious awards including:− Shell Spring Board 2011− Energy Storage Challenge 2011 – sponsored by ONR

• Proven track record of winning and delivering governmentprojects

• Exclusive arrangement with the French Aerospace CompanySafran to develop hydrogen energy technology for aerospace

Business Achievements to Date

116

Merits now Long term

Cella material vs. Li-ion - 3 times higher Specific Energy- Flexible form factor- Safe and stable

- Diesel cost competitive- Stable

Cella material vs. compressed hydrogen

- Safe and stable- Same size and weight- Significantly less infrastructure investment

- Diesel cost competitive- Stable

Applications By Power Segment

Small Energy < 6kW

UAV Soldier portable e-Scooters

Medium Energy < 20kW

Aircraft (RAT, APU, galley)

Large Energy > 20kW

Diesel abatement/ EV Range Extender

Zero Emission Vehicle

Emergency Power

Forklift Zero Emission Bus

Markets and Applications

117

Business Model

• Near term revenue comes from partnering with industry leaders to engineer energy solutions and develop product

• Cella is engaged with leading aerospace, defense, automotive companies

Short Term Longer term

Small systems• Cella will make (or have made) the

equipment and sell

Automotive and Aerospace• Will partner with large OEM and sell

material and license IP

New markets become accessible as the price of the material reduces

Material Price• Bulk production drives the price reduction• Regeneration of the material brings the price in-line with

diesel costs

118

Military

Security

Agriculture

Fisheries

Coast guard

Infrastructural surveys (oil rigs, pipelines, transmission lines)

First responder

Deliveries (medical, emergency, military, etc. )

Environmental audits

• The Federal Aviation Authority expected deregulate in 2015 / 16

• The economic impact is predicted to be $82 billion between 2015

to 2025 in the US alone

A Deutsche Post (DHL) delivery of Pharmaceuticals in Bonn

Unmanned Systems

UAV applications

119

Competitive Advantages

Unmanned Systems

• Three times lighter than li-polymer batteries

• Three times the range or flight time• No moving parts and no liquids• Unlike batteries does not catch fire if

containment is breached• Stable indefinitely at temperatures

below 50⁰C• Provides stealth for large UAV’s

• Flying third prototype in July / August• Signed up a major UAV manufacturer

Cella’s 450 Whpower supply

120

• Prototype system has been built and tested

• 25mm diameter cartridges are stored in a magazine and move to a hot-cell for initiation by pistons and a revolver

• System is capable of 1kW-2kW

• Used to provide power to a van on the MIRA rolling road

Automotive Prototype

• TSB funded project

• Partnered with MIRA, Unipart and Productiv

• Completed May 2014

121

Other Markets

Emergency or back-up applications:• Electric vehicle range extenders• System resilience• Remote power for sensors

Using the hydrogen:• Cleaning up particulates from diesel engines

• Remote weather balloons

Cella’s Range extender design

Aerospace Other Applications

Filter Box

H2

Foam unit for

insulation

and

containment

• Exclusive arrangement with Safran (one of the world’s 10 largest aerospace companies)

• Safety compliance for high pressures and liquid hydrogen difficult for aerospace

• Multiple potential applications

• Willing to invest in new technology

Cella’s Aerospace test system

122

Pumping pellets1) Batch of beads are

pumped into the hot-cell

2) The beads are heated and

the hydrogen driven out

3) The beads are pumped

back into the top of the

store

4) The hydrogen is stored is

an buffer before being

used in the fuel cell

Larger systems: Automotive and Aerospace

• Cella is developing a fluid version of the material• This uses small beads of Cella material that can be pumped like a fluid• A liquid like fuel is simple to transport and refuel• Uses cheap pumps similar to vacuum cleaner technology

123

Fuel store

Pellet pump

Ho

t-C

ell

Hyd

roge

n

bu

ffer

Fuel cell

Material Ready Commercial Prototypes Field Trials

Early 2014 Early 2016Spring 2013

Proof of concept devices

Summer 2015

TRL levelsUAV power system 6

Emergency power system 4

Range Extender 4

Technology Information

124

Financial and Fundraising

• Cella is planning to raise additional capital during FY2016 including potentially strategic investors.

• Capital raise will be used to accelerate growth, working capital needs and additions to the team including hiring of engineers and scientists.

• The company was acquired in 2014 by a group of investors led by Persephone Capital

• For the fiscal year ending March 2016 forecasted receipts from customers and grants is forecasted at approximately $3.0 million, and operating expenses of $3.8 million excluding facilities expansion and relocation costs

FundraisingFinancial projection

125

Alex Sorokin (CEO)

T: +1 203 216 9756E: [email protected]: www.cellaenergy.com

Paul Prince(Automotive Project Lead)

T: 01235 447752E: [email protected]: www.cellaenergy.com

Contacts

Stephen Bennington (Managing Director)


Kevin Brundish(Chief Operating Officer)


126


http://www.cellaenergy.com/







contents

CMCL Innovations Software products Innovation partner Commercial

Software | Consulting | Training

Contents

Computational Modelling Cambridge Ltd.

Software | Consulting | Training

- Powertrains & fuels

- Energy & chemicals

www.cmclinnovations.com

Simulation and design software supplier to industry and academia

>10 years in innovative R&D and advanced engineering

Organically growing with an experienced team

Recent innovation awards

CMCL Innovations: an overview

Commercial

• CMCL Innovations: Organic business growth since inception. 100% equity retained in the company

• Business model: software | consulting | training

• Software toolkits:

• Software distributors: India, Japan, Korea, Turkey, middle east, etc.

• Customers:

• Vehicle and Machine OEMs

• Energy/fuel companies

• Chemical/materials industry

• Academia

• Next steps: Software sales revenue growth and exports

Thank you

www.cmclinnovations.com

CMCL Innovations

@cmclinnovations

Dr Amit Bhave<e>: [email protected]

Meet the Engineer10th June 2015

Private and Confidential

Dearman Engine: does & does not

135


Dearman Engine: the development

136

TRL 6->7

MRL

3->5

CRL

4->5TDA

P


Dearman Engine: how it works?


Dearman Engine 1st application: TRU

138

1

2

3 4


Dearman Engine in a TRU for real

VIDEO ON

139

Video for Gabriel.mov


TRU Business case: clean & sustainable cold chain

140


TRU Business case:bigger & more cost effective cold chain

141

DEARMAN TRUVs

DieselVs

Evaporative

£

CO2 nowCO2 2030

0

1

2

3

4

5

20

…

20

…

20

…

20

…

20

…

20

…

20

…

20

…

20

…

20

…

20

…

Mill

ion

sTRU ANNUAL MARKET

SIZEUNEP Global

9b.


Dearman TRU: field trials

142


Dearman Engine: other applications

143


Dearman: the company behind

144

50

£1M

40

3020


Organisations working with Dearman

145


Dearman engine production

146


IP is captured in patents and team know-how

147


Business model & Funding

148


Dearman: networking opportunities

149

CARBON EFFICIENT SOLUTIONS

Low CostEfficient Permanent Magnet Generators

Targeted Markets:

Automotive, Aerospace, Marine

Wind power generation, Decentralized Power Systems

Dr Nabeel Shirazee 10th June 2015


Driving Cost & CO2 Down

Developing low-cost high-performance advanced

motors and generators

Cost and performance are key enablers to meeting the

US Department of Energy 2020 technical targets for the electric

drive systems


Technical Targets for Traction Systems 2010 2015 2020 ?

Cost, USD $/kW < 19 < 12 < 8

Specific power, kW/kg > 1.06 > 1.2 > 1.4

Power density, kW/l > 2.6 > 3.5 > 4.0

Efficiency (10%-100% speed at 20% rated torque) > 90% > 93% > 94%

Financial Targets: Achieving Low Cost High Performance

Department Of Energy Targets (USA)


Identify innovative motor/generator topologies, advanced

materials and novel cooling.

Apply concepts for further development to design non-

rare earth motors and generators.

The Solution: Low Cost High Performance


High-Performance Motors & Generators with Non-Rare

Earth Materials

High efficiency over a wide speed and load ranges

High power density and high coolant inlet temperature

Low cost targets based on 100k to 500k units/year

Cost USD $/kW < 4.7 …eventually … true cost? may be…

We Want…

The Solution: Low Cost High Performance


• Very good thermal management is needed to reduce size and improve

performance of electric motors and generators.

• Improve power capability within cost and efficiency constraints.

Novel Technologies: Pushing Boundaries



2

3

1


Optimization of

Stator Laminations

Current weight = 16.8kg

Improved design = 13.3kg

Weight Reduction = 21%



mode 2mode 3

mode 7mode 6

mode 1

mode 5

mode 4



Understanding & Improving Heat Losses

Technical Targets: Achieving Low Cost High Performance


Prototype Manufacture & Build

Optimized stator rotor and ancillaries



Special Slot Liners



Non Rare-Earth Rotor


Cooling jacket and stator assembly



Assembly and test of 50kW Generator



Simulated Results

Actual Results

Results: 50kW Generator


0

10000

20000

30000

40000

50000

60000

92.5 93 93.5 94 94.5 95 95.5

Input Power Output Power

Input and Output Power Efficiency Plots.

Po

wer

in k

W

Efficiency %

Results: 50kW Generator


Generator type: 3-Phase bridge rectified output

Power Output: 50kW

Weight : 45kg

Output Voltage: 380Vdc to 415Vdc

Efficiency: 96% peak

Current: 125A

Basic Specifications: Low Cost High Performance Generators


Where are We Today ?

1. Technology Readiness Level 3 moving on to TRL 4

2. Patents pending

3. Production via The Proving Factory in low volumes

4. Licencing of technology an option


Future Technologies: Pushing Boundaries

Next Generation Designs !


THANK YOU

The Future Starts Here

© Far-UK 2015 All rights reserved

Chris Taylor

MD Axon Automotive

June 2015

Meet the Engineer

© Far-UK 2015 All rights reserved 172

Vehicle Structures and Components

• Lightweight – up to 70% savings compared to steel

• Can be applied to complete structures and components

• Can be applied cost effectively

• Combination of carbon fibre with a range of materials e.g. aluminium, steel, glass fibre


Technology Background – Why Axontex™

Axontex™ patented beam technology is designed for structural components in automotive applications:

− The patented process produces a carbon fibre beam that fails progressively in crash to absorb very large amounts of energy per kg of Axontex™

− Designed specifically for space-frame structures

− Provides maximum design scope from one frame (multiple engine and body options easily accommodated)

− Simple manufacturing process keeps costs under control


Building Up Data

Coupon Testing

•Establish Material Properties

Beam testing

•Establish properties of Axontex™ beams

Initial model building

•Model basic structures and assemblies

Testing of crash structures

•Validate the model

Model full vehicles

•Demonstrate crash performance in a model


Static Stability

• Coupons behave in a brittle manner

• Design in structural stability


Axontex™ beams are tough

50% - 80% strength retention post failure


Axontex™ absorbs energy

we can tailor the mechanical properties for each application


Production

• In house facilities for prototyping and low volume production

• Initial programmes with OEM for design and manufacture of test structures

• Route to production

− Low volume – in house manufacture

− Medium volume – investment or work with existing Tier 1

− High volume – work with existing Tier 1


Commercial

• Patented technology

• Similar costs to aluminium structures

• Company funded through commercial contracts & R&D funding

• Initial sales income for low volume components


Next Steps

• Work with additional Tier 1 for production

• Develop routes to production with OEM’s

• Additional funding / investment into Axon for growth

• Implement weight saving technology



Government & Industry SupportRichard Adlington

Advanced Propulsion Centre UK Limited

“Turning low carbon

propulsion technologies into

products developed in the UK”

Government & Industry support.

Presentation to Meet the Engineer

10th June 2015


APC Overview – Innovation Eco-system


APC Focus

10 projects - £174M

APC 4 open, but hurry…

June 26th latest

registration

July 2nd latest

submission

APC5 targeted for

November


A few other sources of funding…

interact.innovateuk.orgsmmt.co.uk/industry-

topics/funding-support/

Innovate UK Open

Competitions for Funding

SMMT Funding Guide



Technology PitchesSession 2

MAGSPLIT - a magnetic CVT

Dave Latimer - Magnomatics

© 2015 Magnomatics

®

188Confidential

Who are we?

Company• Spin out from University of Sheffield formed 2006• Private venture capital backed company (£2.0m raise Nov 2014)• Regional Growth Fund, European and UK Grants winner• ISO9001 accreditation 2012/Proving Factory• First magnetic gear in production for oil and gas application

Team• 28 full time staff – 24 graduate engineers (7 PhD.) • Scientific Advisor Professor Kais Atallah (inventor, IP Pipeline)• Chairman - Mike Lloyd (ex President of GT Operations, Rolls-

Royce)• Consulting support – Bob Allsopp (ex CEO Ricardo Engineering)• Track record in commercialising new technology

Assets• 18 patent families• 2 Sites in Sheffield• Main office + Production + 55kW dynamometer system• Satellite site with 300kW and 2x150kW dynamometer test facilities

®

189Confidential

®

190Confidential

Direct Kinetic

ElectricDirect

ElectricIn -Direct

®

191Confidential

Fuel

Consumption Payback

• Base Vehicle (Urban delivery) = 100 n/a

• Parallel Hybrid(1) = 83 6 years(3)

• MAGSPLIT Hybrid(2) = 63 3 years(3)

1. Measured data

2. Measured efficiency map modelled drive cycle

3. OEM figures

MAGSPLIT® Fuel Benefits

®

192Confidential

NVH Test

Engine Emulator

®

193Confidential

Progress to date

• Completed three Innovate UK funded projects (to TRL5/MRL4)

• MAGSPLIT has been broadly and successfully rig tested up to 800Nm

• We have live OEM funded development contracts (non-grant)

• We have strong interest from other OEMs to develop vehicle demos

®

194Confidential

What do we want?

• We are looking for further engagements to TRL8/MRL6 an

beyond

• OEMs

• Tier ones

• Other demonstration vehicle opportunities

Magnomatics LimitedPark House

Bernard RoadSheffieldS2 5BQ

UK

Tel: (+44) 114 241 2570Email: [email protected]

www.magnomatics.com

Questions?

Contact me

Dave Latimer

High efficiency- low cost-engine

Oaktec...who are we?

Paul Andrews

Pulse-R is.. A 4-stroke piston engine

Reduced fuel consumption and CO2 emissions

Increased power and torque at low to medium engine speeds

Minimum technological risk

Off-the-shelf components

Existing component technology

Innovative architecture

What is Pulse-R ?

• A 4 stroke piston engine with a novel cylinder head design

• Uses valve design and gas dynamics for excellent volumetric efficiency

• Design enables very high Compression Ratio• Has lower pumping and mechanical losses • Has an ideal combustion chamber• Is very simple, reliable, durable and low cost

It is a proven practical working engine

Single cylinder 400cc R&D engine

10.5 BHP at 2200 RPM

What are its advantages ?

• Proven to be more efficient than market leading small engines

• BSFC 215 g/kW hr on propane... target is sub 200g/kW hr

• Has better power and torque ....over 35% gain on benchmarked diesel and 15 – 20% compared to other gas engines

• So far developed for 1200-3600 rpm range

What we’ve learned from testing

Pulse-R is very tolerant of:

Fuel quality

Fuelling and ignition settings

Valve timing

Best power with low ignition advance

Low exhaust gas temperature at full load

Fuels Works well with any fuel

Advantages with gas fuels over conventional engines

Gas engines like high CR, good volumetric efficiency, and a good combustion chamber

Tested with petrol, propane, butane, methane, and simulated bio-gas with high CO2 content

• Gas and bio-gas is on every Global future fuel roadmap

• New legislation restricting emissions from small engines

• Gas engines can be very clean

• Energy security

• Bio-gas Generators....45 million small AD plants in China

There is no current small engine optimised for gas fuels....current engines are converted petrol or diesels

Hybrid Range Extenders

A bio-gas range extended hybrid bus????

Power generation?

aircraft

garden machines

marineTuk-Tuk: 0.5m CNG taxis pa in India!

AD bio-gas

Pulse-R .... where we are now.....

Current support from

• Industry experienced R&D team• Batch of test engines under development• TRL 5/6• MRL 4/5

I. P.

Oaktec has just filed an international patent under the PCT to cover the core invention

‘Pulse-R’ has been filed as an international trademark

Oaktec will consider licence agreements on the Pulse-R design IP with suitable partners

• Manufacture engines in the UK for early adopters

• Partner with large organisations to commercialise globally

• Licence IP to global engine manufacturers

• Develop the Pulse-R for a wide range of applications and markets

• Development has been on small engines but Pulse-R is scalable

Paul Andrews www.oaktec.net

The Ogunmuyiwa Engine Cycle

Dapo Ogunmuyiwa M.Sc VDI

Chairman / CEO

Tel: (+49) 162 / 961 04 50

E-mail: [email protected]

Ogunmuyiwa Motorentechnik GmbHTechnologie- und Gruenderzentrum (TGZ)

Am Römerturm 2

D-56759 Kaisersesch

Germany

Planetary Reciprocating Piston Engine Description

10.06.2015 The Ogunmuyiwa Engine Cycle 213

1. Housing

2. Rotor

3. Cylinder

4. Piston

5. Connecting Rod

6. Crankshaft

7. Planet Gear

8. Sun Gear

9. Intake Port

10. Exhaust Port



1. Housing

2. Rotor

3. Cylinder

4. Piston

5. Connecting Rod

6. Crankshaft

7. Planet Gear

8. Sun Gear

9. Intake Port

10. Exhaust Port

11. Combustion Chamber

12. Link to Central Crankshaft

13. Central Crankshaft

14. Fuel Injector



1. Housing

2. Rotor

3. Cylinder

4. Piston

5. Connecting Rod

6. Crankshaft

7. Planet Gear

8. Sun Gear

9. Intake Port

10. Exhaust Port

11. Combustion Chamber

12. Link to Central Crankshaft

13. Central Crankshaft

14. Fuel Injector

Conventional Reciprocating Piston Engine Analysis


𝑇𝑜𝑟𝑞𝑢𝑒 = 𝐹𝑡. 𝑅𝑐𝑟

𝑅𝑐𝑟

𝐹𝑡

𝐹𝑟

𝐹𝑛

𝐹𝑞

𝐹𝑝𝑖𝑠𝑡𝑜𝑛

Planetary Reciprocating Piston Engine Analysis


𝑅𝑐𝑟

𝐹𝑡

𝐹𝑟

𝐹𝑛

𝑇𝑜𝑟𝑞𝑢𝑒= 𝐹𝑡. 𝑅𝑡 + 𝐹𝑛. 𝑅𝑛 + 𝐹𝑞. 𝐻𝑝𝑖𝑠𝑡𝑜𝑛

𝑅

𝑅𝑡 𝑅𝑛

𝐹𝑞

𝐻𝑝𝑖𝑠𝑡𝑜𝑛

𝐹𝑝𝑖𝑠𝑡𝑜𝑛

= 𝐹𝑡. 𝑅𝑐𝑟 + 𝑅. 𝑆𝑖𝑛𝜃 + 𝐹𝑛. 𝑅𝑛 + 𝐹𝑞. 𝐻𝑝𝑖𝑠𝑡𝑜𝑛





P

V


• 4-Stroke Normal Aspirated Engine:

• Bore:................................................... 7.512500 cm

• Stroke:.................................................7.493264 cm

• Number of Cylinders:......................... 6

• Engine Capacity:........................... 1993 cc

• Engine Output Shaft Speed:..…….. 7500 rpm

• SFC:................................................... 96.400852 g/kWh

• Indicated Thermal Efficiency:…………. 83.787454 %

Engine Simulation Example

Joint Development Plan with a Vehicle OEM


Requirements of Customer Vehicle OEMs

• Development contract up till <SC> Gateway including such technical requirements as:

• Application vehicle package data;

• Power, torque, NVH, durability, safety requirements, …. etc.;

• Testing signoff requirements;

• Milestones & timing.

• Production sourcing contract from <SC> gateway including:• Start of Production Date;

• Annual Volumes;

• Lifetime Volumes;

• Commercial agreements such as piece price, tooling, capex, ….etc.10.06.2015 The Ogunmuyiwa Engine Cycle 222

Industrialisation Plan

• Current development status: TRL 3• Privately developed since 1984;

• Patented with simulation proof of concept;

• Production costs will be similar to those for current engine manufacture.

• TRL 4, 5 & 6: To be jointly developed with an OEM up till <SC> Gateway;

• TRL 7 & 8: To be jointly developed with an OEM up till <DV Signoff> Gateway;

• TRL 9: To be jointly developed with an OEM up till <PV Signoff> Gateway;• Production Approval to be achieved at <PV Signoff> Gateway.


Commercial Strategy

• IP Status:• 1 Patent Granted

• PCT Patent Application progressing

• Know-How to be kept in-house

• Manufacturing to be in-house

• User Licenses to be granted

• Engines to be produced as a Tier-1 Supplier


Commercial Strategy

• Vehicle OEM development contract to fund demonstration prototypes;

• Vehicle OEM sourcing contract lifetime volumes to determine:• Production requirements;

• Facilities requirements;

• Staffing requirements;

• Development budget;

• Investment plan;

• NPV & EV calculations.


Next Steps• Continue to develop contacts with vehicle OEMs;

• Collaborations sought for 2020 SOP timeframe;

• Continue marketing the innovation;• Engine Expo 2015;

• 2015 Cenex LCV;

• Progress the Patent applications.


Opposed Stepped Piston Engine (OSPE)

Most Cost Effective Engine for Multiple Applications

OSPE 228

OSPE Features & USPs

• 1, 2 & 4 cylinder 2-stroke stepped pistons, SI & CI versions

• Double diameter piston or under piston does pumping

• ~ 20-30% cost saving vs same power, fuel economy & emission

4-stroke.

• ~ 10-15% weight saving vs same power, fuel economy &emission 4-stroke.

• Improved NVH: ~90% Reduced shaking forces vs L4 4-stroke

OSPE 229

Background: Opposed Piston Engine Renaissance

• 2-stroke Opposed Piston Engines (OPE) are re-emerging dueto their cost/benefit, simplicity vs the 4-stroke and loweremission capability using 4-stroke aftertreatment systems.

• Recent development examples have shown leading edgeemission, fuel economy, package, power density & oilconsumption capability.

• NA SI OPs also have potential for >36% brake efficiency at thetightest emission levels due to inherent features of reducedheat loss, high rate of expansion, and lower friction versus 4-stroke.

• Current OP investigations cover 2 wheelers, automotive,outboard marine, medium speed, military and aviation

OSPE 230

Rationale for 2-stroke “Re-think”

• 4-stroke in-cylinder and after-treatment emissiontechnologies applicable to 2-stroke e.g. Port injection FIE, 3 –way catalyst.

• Solutions available for either cylinder bore oil control or zerooil to bore , e.g. stepped piston, and/or labyrinth sealing forconstant speed/load operation.

• OP has ability for 1:1 scavenging/swept volume with goodperformance, bsfc and λ =1 exhaust.

• Rectilinear Drive System enables non-contacting piston &labyrinth sealing.

231

Side view of Volt

Powertrain, used as

example for OSP

packaging in Series

hybrid; similar

principles for

Parallel hybrid

Packaging Views

Baseline: 1.5L (74x86.6), I4, 4-Stroke Range Extender

Engine with Front Wheel Electric Drive

232

Engine (vertically

Placed)Inverter Differential

Drive Unit (Traction Motor, Generator/motor,

Clutches, Inverter and differential combined)

Battery

233

1.1L (70x70), I2, OSP FWD Range Extender

Same Drive

Unit OSP Engine ; 264mm lower than baseline

OSPE 234

OSP Engine USPs

• Performance & cost– Leading power/weight in naturally aspirated (NA) segment

– Leading power/bulk volume in NA multicylinder segment

– Lowest £/kW unit cost multicylinder power unit on same material basis

– Lowest investment cost for NA multicylinder power rating

– Lowest vibration levels of any reciprocating configuration

– Same architecture for CI and SI

• Applications– Industrial, marine, CHP and automotive, single base architecture

– Pressure & turbo charging suitability without independent scavenge pump

– best suited of any reciprocating engine for multi-fuel applications, eggasoline, kersosene, diesel, low cetanes, bio fuels, NG

Visionary Design. Practical Solution.

proteanelectric.com


Protean ElectricIn-wheel Electric Motors

Dr Chris Hilton, CTO

June 2015

236

The Proving Factory – 10/06/2015

proteanelectric.com

Detroit, USA – 1 Employee

o Business Development

The Company

Shanghai, China – 15 Employees

– Supply China Management

– Component Engineering

– Rotor Manufacturing

– Applications Engineering

– Business Development

– Marketing

Farnham, UK – 45 Employees

– Research

– Product Engineering and Test

– Prototype Stator, final assembly and build management

– Vehicle and Applications Engineering

– Business Development

– Finance and IT

Developing in-wheel electric motors for automotive applications since 2009

237


proteanelectric.com

Motor, power electronics, control and

brake in a single package

Conventional

Wheel

PD18 – Packaged for standard 18”

wheel

The Product

238


proteanelectric.com

The Applications

Pure electric

Hybrid, P4

FWD, RWD, 4WD

Easy hybridisation of existing platforms

239


proteanelectric.com

The Vehicles

C-segment up to SUV’s and LCV’s

23 vehicle platforms equipped so far with PD18 motor

240


proteanelectric.com

The Advantages

Packaging

Efficiency

System Cost

Low-disruption hybridisation

Vehicle dynamics

241


proteanelectric.com

The Performance

Performance as measured on existing PD18 motor shown

o Efficiency includes inverter losses

o Upgrade to 1250 Nm torque available in 2016 PD18 motor

242


proteanelectric.com

Functional Safety

Product developed in accordance with ISO26262

Key hazards identified and rated

Comprehensive functional safety concept

243


proteanelectric.com

Test

Comprehensive DVP based on European and US OEMstandards for electrical components and suspension

Vehicle and laboratory testing

Durability cycles developed by Millbrook for Protean

Life-time component

244


proteanelectric.com

Manufacturing

Designed for manufacture

Tooling for small series line developed

Rotor production in China

Full motor production in China by end 2015

245


proteanelectric.com

Production Plans

Protean has capability up to 50k per year

License design and manufacturing processes to OEM/Tier 1

246


proteanelectric.com

The Future

Protean is currently engaged with OEM’s and Tier 1’s on SOP intent programmes related tothe PD18 motor

Protean is carrying out concept-level designs for customers wanting motors of otherspecifications

We are ready to engage with other OEM’s and tier 1’s with serious production intent toimplement in-wheel motor solutions in their hybrid and electric vehicles



proteanelectric.com


247

Visionary Design . Practical Solution

Bob Austin

Productiv

What is a Heat Battery?

Heat batteries store heat that is normally wasted and return it for use when needed

Heat Battery Construction

Heat In(charge)

Heat Out(discharge)

Phase Change or Thermo-Chemical

material

Heat battery casing

Sunamp Automotive Heat Battery

Long-Term Storage Heat Battery

• IDP 8 funded project with Edinburgh University

• Stores large amounts of waste heat indefinitely

• Heat is reactivated on demand

• e.g. ICE cold start

• Potential to store heat at temperature of up to 400°C using thermochemical materials (TCM) orsub-cooled PCM

Absorbs heat from engine/exhaust (ICE); when plugged-in (EV)

Returns heat to vehicle when required

Fast-Response Heat Battery

• Stores waste heat for short periods

• Store & release heat at high rate

• e.g. bridging HVAC in stop/start

• Potential to store heat and cool energy at selected temperatures between 5°C and 120°C using phase change materials (PCM)

• Safe, non-toxic, non-flammable materials chosen• Self heal when punctured• Integrate with liquid, refrigerant or air circuits• Physical shape can be adapted to suit the installation

How it Integrates

Integrate into ICE cooling circuit

Integrate into battery cooling circuit

Use high temperature heat

exchanger with catalyst / after-

treatment

Heat electrically during battery

charge

Charging circuit Discharge circuit

Cabin heater/screen demister

Transmission oil circuit

Traction battery

After-treatment

Automotive applications

Rapid engine warm-up after cold start: cylinder head, block, oil

Maintain temperature during light load and stop-start

EV traction battery thermal

conditioning

Transmission oil heating

Instant cabin heat / windscreen

demisting

Heat DEF to prevent freezing

Rapid catalyst light-off after cold-start

Application

USP

Competitor

Market

Lighter Smaller

High Energy Density

Activate Heat on Demand

Lossless Storage

High Thermal Power Fuel Cell cold-start

Comfort Enhancing

Range Extending

Non-FlammableNon-Toxic

Size & Shape Flexible

FlasksPrius*Bosch

Heat BatteriesSchatz*BMW*

* Withdrawn from market: cost, low performance, toxicity, corrosion

Intake air heating

Much lower cost than Li-ion batteries

Highly efficient

Re-uses waste heat

EV range consistency

Thermal Engine CoversMercedes

Block Heaters

Opportunities Matrix

Attractiveness – Payback or TCO, Market size, profitability

Ease

of

entr

y –

Ris

k, C

om

pet

itio

n, I

nve

stm

ent

Adequate High

Dif

ficu

ltEa

sy

Engine warm-up (bus)

Auto. Trans. fluid heating (car)

Cabin heating (bus)

EV Range consistency (bus)Engine warm-

up (car)

EV range consistency (car)

After-treatment thermal management

Stop start heater temperature smoothing

Multiple Car Applications

• xEV vehicle applications are:• Battery conditioning

• Passenger comfort through cabin (pre-) heating and hence increasing range

• Lower cost per kWh than Li-Ion

• IC Engine applications are:

• Cold start carbon emission improvements by faster warm-up (engine coolant, oil and transmission oil)

• Cost-effective compromise and pre-heating / conditioning of after treatment systems

• Passenger comfort through cabin (pre-) heating

Multiple Bus Applications

• Potential bus applications are:

• Immediate cabin heating from cold

• Rapid engine heating (or pre-heating)

• Immediate windscreen demist

• After-treatment pre-heating

• After-treatment temperature management for stop-start

• Heater temperature smoothing

• Cabin cooling

• Electric and hybrid bus:

• Range consistency

• Battery temperature management

• Fuel cell cold start and thermal management

• Cabin heating and windscreen demisting

• Lower cost per kWh than Li-Ion

Enables Off-Highway Innovation

• Off-Highway opportunities:

• Immediate cabin heating from cold (or cabin pre-heating)

• Rapid engine heating (or pre-heating)

• Immediate windscreen demist

• Heater temperature smoothing for stop start

• Hydraulic oil pre-heating for improved efficiency from cold

• Engine inlet air heating

Automotive Heat Batteries

• Funded trial (worth £330K to Sunamp)

• Productiv is a project partner for market access and industry requirements

• Develops industry-required solutions:

• Pre-heat engine during cold start

• Cabin heating when engine is off

• Extend range of Electric Vehicle

• Highly applicable back to core market

Electrical battery

Heat battery

Bosch BPT-S 5 Hybrid

SunampPV

4.4kWh

€12,000

600 x 700 x 1.650mm

693 dm3 occupied volume

3.6 kWh (to 45°C) / 5.0 kWh (to 20°C)

€1,500

280 x 510 x 680mm

97 dm3 occupied volume

PV panel

Self-consumption solutions demanded

vs Electric Battery

Current cost of Heat Battery is £45 - £85 per kWh at volumeAutomotive Li-Ion batteries are £150 - £210 at very high volumes

Summary of Technologies

Long-Term Storage Heat Battery (TCM or sub-cooled PCM)

• TRL: 1

• MRL: 0

Progress:

• Lab based development of TCM materials (multiple candidates evaluated, some de-selected)

• Sub-cooled PCM can be electronically activated in the lab

Design & Technology Challenges:

• Reliable full melting of PCM to allow sub-cooling

• Choice of TCMs

• TCM heat battery detail design

• Design for integration in Peugeot iOn EV

Fast-Response Heat Battery (PCM)

• TRL: 4

• MRL: 1

Progress:

• PCM heat batteries proven in built environment

• PCMs for EV cabin heating tested on-vehicle for 2+ years

• High temp automotive PCMs selected for ICE

• Prototype heat batteries designed, undergoing lab validation tests, planned proof-of-concept in engine coolant loop of Ford Focus

Design & Technology Challenges:

• Fit into spaces available; mass limits; integration to existing coolant loop & cabin HVAC

• EV: Energy required leads to too high mass & volume => must use TCM

TC48 Town and Country Hybrid

Jez CoatesChief Engineer – Vehicle Projects

RDM Group Limited

What is TC48?

• State of the art, low cost, 48v Plug-in hybrid electric(PHEV) drivetrain• Suitable for electrically powered urban driving below 35 mph with 15 miles electric (Town) range• Internal Combustion Engine powered driving above 35mph (Country) • Low-cost novel switched reluctance electric motor (SRM) • 5kWh Li-Ion battery pack • State of the Art TriCore AURIX™ microcontroller and Oikos controller design platform

Who is involved in TC48?

• TC48 is an IDP9 project funded by Innovate UK – Technology Strategy Board

• Participates: RDM Group – Lead

Productiv

Tata Steel

Newcastle University

Loughborough University

Libralato

Infineon Technologies

Innovation – Libralato Rotary Engine

1. New Concept One Stroke Rotary Atkinson Cycle Petrol Engine

2. Unrivalled efficiency of 40% versus Wankel with 31%

3. Perfect compliment ICE for the rest of the drivetrain

4. Lightweight

5. Compact

Simulation Results (Gasoline):

BSFC = 169.7 g/kWh Brake power = 50 kW Brake efficiency = 46.1 %

Pmax= 88.34 bar Brake torque = 160.0 Nm bmep = 3.9 bar

Engine Speed = 1500.0 rpm Displacement = 2.57 dm^3

Project Aims & Objectives

1. Significant improvement in performance and cost effectiveness of the electric propulsion system

• Electric Vehicle with 15 miles All Electric Range

• Fuel Consumption & Economy Targets based on using Vauxhall Adam vehicle: 112 mpg, 52g/km CO2 with low marginal cost


2. New topologies and reduction in rare materials usage

• Switched Reluctance Motor (SRM) with no rare earth components reducing cost

• New 6 phase topology for advanced motor control developed by Newcastle University


3. Highly integrated electric drive train, power electronics, & Control Systems

• Modelled & tested within controlled Loughborough University environment and then fitted to the donor vehicle to prove & optimise for ‘real world’ conditions

• AURIXTM TriCoreTM powertrain & vehicle ECUs designed by world leaders Infineon now make this control system possible due to very high speed processing with built in safety case strategy control


4. Design for Manufacture

• Trial manufacture of integrated SRM

• Prove design for manufacture & assembly to develop a capability in the UK of 20,000 units pa by 2017 using Productiv in conjunction with Tata Steel

• Demonstrate whole vehicle concept to major vehicle manufacturers and fleet users as a fully working and viable proposal

Demonstrator Vehicle

The Vauxhall Adam has been chosen as the base vehicle for the project because it is fitted with the latest main stream powertrain which includes:

• Lightweight compact state of the art 1.0 litre turbocharged 3 cylinder in line engine.

• Light weight 6 speed manual gearbox

Switched Reluctance Motor

The SRM will be mounted above the gearbox and will drive the input shaft of the gearbox via a toothed belt.

This layout has several advantages:

• The SRM is relatively easy to package.

• The belt drive will help to reduce any torque ripple present in the SRM.

• The belt drive allows the introduction of a gearing ratio between the SRM and the gearbox.

• The SRM will be mounted high in the engine bay making installation quick and easy with minimal modification.

SRM Model Installation in Adam Engine Bay

Vehicle Architecture continued

4. Batteries• Originally it was planned to fit a combination of 6 individual power & energy batteries

in the engine bay

• Examination of the Vauxhall Adam engine bay has confirmed that there was insufficient room for the fitment of 6 large batteries

• In addition there is a safety concern in a frontal impact with a very densely packed battery rich engine bay.

• Further examination of the Adam revealed a large under utilised space behind the rear axle and below the boot floor. This space lends itself to the fitment of a single bespoke tablet shaped battery pack.

• As a result a bespoke battery pack will be fitted under the boot floor.

Project Evolution

• Significant change to Topology

• Very Promising Electric Motor

• Innovative ICE – The Libralato

• A Manual Hybrid!

• Minimal Disruption to OE Vehicle Architecture

• Viable Conversion from ICE to Hybrid for Fleet Operators

Infinitely Variable Transmission

IVT

we all know what it is but

what’s different about this new system?

Virtually unlimited torque capability

IRWD – Individual Rear Wheel Drive

IAWD – Individual All Wheel Drive

Simplicity of operation and manufacture

Step change in vehicle dynamics and performance

Virtually unlimited torque capability

Innovative modular disc construction can be expanded

depending on the torque requirement, and is compound

geared on both the input and output drives to unify the

torque across the system

IRWD – Individual Rear Wheel Drive


The IVT has the unique capability of multiple variable speed

outputs from the speed variator discs. Note: the output to

each wheel is in absolute speed control, not thrust vectoring,

this overcomes the traction limitations of traditional

differentials and offers a step change in vehicle dynamics

and performance in off road and low traction conditions

Simplicity of operation and manufactureMechanically straight forward, and modular with less component parts

Common hydraulic control system actuation with existing CVT gearboxes

Compact lightweight design, reduced mass production cost

Vehicle dynamics and performanceAdvantages of IVT and CVT are well documented, however current systems

are limited in power capability, typically 240 HP, The new IVT’s modular

design and high torque capacity enables its application to the entire vehicle

transmission market

Individual wheel speed control reduces and in some cases eliminates reliance

on ABS braking systems

Multiple input and output drives to the system Variator, enabling easy

application of Hybrid and Kinetic energy recovery systems

Applications

Traditional Vehicle Transmission

Transaxle IRWD – Individual Rear Wheel drive

IFWD – Individual Front Wheel Drive


Rear Differential – Individual Rear Wheel speed control

Tracked Vehicles – Individual speed and direction

control

Virtually limitless Torque capacity!

David McManamon

CEO and Founder Transfiniti Ltd.

Looking for development partnerships to exploit the full

commercial potential of this exciting new technology.

The WITT - Capturing Energy from Motion (using all six degrees of freedom) for Transport

& other Energy Harvesting Applications

Meet the Engineer Presentation

Motional Energy is all around us

But harvesting this energy has been difficult…until now!

How the WITT works

WITTs utilize a 3D pendulum driving a unique transmission system to convert motion in any combination of the six degrees of freedom into a single unidirectional rotation, optimized through a flywheel, which through a generator, produces electrical energy. It absorbs up to 100% more energy from motion compared to other devices .

Demo of how the

WITT works

WITT USPs

• Completely scalable patented platform technology

• The 1st global market personal energy harvester

• Low cost, clean tech, energy generation solution.

• Collects power 24/7 where there is motion

• Sealed structure, protects from external environment

• Can be designed to be maintenance free

Validation & Power Capability• Much more energy than competing systems.

• A 1.5m arm unit could provide 60kW of power.

• A 6.5cm arm unit 8W power.

• A large scale WITT has the potential to generate up to a megawatt of power at sea

1st Application – Light vesselsWhy WITT?

• Provides power 24/7• Sealed unit• No maintenance

Up to 15 Watts

TRANSMISSION DESIGN CONSULTANT SOUGHT

Up to 150 Watts

Market Opportunity• 20m+ light vessels• 20m+ buoys, etc

Demo of how the

WITT works(Wave tank)

Potential Customers

2nd Application – Dismounted SoldierWhy WITT?

• Provides up to 10Watts power insoldier backpack

• Manufacturer, Reliance

• Customer driven with specific defence agencies interested

Market Opportunity• 14,692,675 soldiers• Wide consumer market

Demo of how the

WITT works

(Backpack)

Contract Manufacturer – Reliance Precision

Expertise in gearing and electrical systems

Systems are deployed in Aerospace and Defence applications.

Work with global Primes inc Lockheed Martin, Northrop Gruman & Saab

3rd Application – Off Highway?

• Potential interest in licensing technology

• CAT seeking to develop their own energy harvester that can capture energy from 6 degrees of freedom!

Potential Customers & Research Partners

Witt Limited Contact Details

Witt Limited operates out of Plymouth, Devon, England

www.witt-energy.com

CEO Mairi Wickett

[email protected] tel +44 7456 169669

http://www.witt-energy.com/

ZAP&GO

Graphene

supercapacitors

Stephen Voller

CEO

FAST

CHARGE

SLOW

CHARGE

SHORT TIME

HOLD

CHARGE

LONG TIME

TO HOLD

CHARGE

Lithium-ion

batteries

Capacitor Supercapacitor

Flat and flexible supercapacitors

Human hair ~100µm

Zap&Go graphene supercapacitor

electrode is thinner than a human hair

Porous barriermembrane20-25µm

- NEGATIVEElectrode layer –

graphene composite 1-2µm

Current

collector

20µm

foil

Ionic electrolyte

Electrode ~70µm

CONFIDENTIAL

Current

collector

20µm

foil

+ POSITIVEElectrode layer –

graphene composite 1-2µm

Successful launch campaign: customers 70 countries

Goal is phones that charge in minutes, not hours…

Cordless power tools that perform liked corded tools

Cordless power tools that perform like corded tools…

… and in electric vehicle charging, charge in the same

time as filling a fuel tank – game changing

Graphene supercapacitors Aluminium-ion battery Lithium-ion battery

Charge time 1 minute 1 minute 15 minutes to 6 hours depending on chemistry

Operating voltage 3.5v today, 6v target 2.0v 3.7v to 4.5v

Energy density 50Wh/kg today

150Wh/kg target

150Wh/kg target 200Wh/kg-400Wh/kg

Research projects now claim over 800Wh/kg

Power density 10kW/kg 10kW/kg 1kW/kg

Safety Non-flammable Non-flammable Dangerous if over charged

Recycling Good Good Poor

Cost Low-cost in volume Low-cost in volume Medium-cost, dependent on price of lithium

Charge/Discharge cycles At least 10,000 (in theory 100,000 plus) At least 7,500 1,000 before suffer memory effect

Form factor Flexible Flexible Rigid, flat.

Temperature range -30°C to 100°C -30°C to 100°C -30°C to 60°C

ZAP&GO Stephen Voller

[email protected]

01235 567 228

www.zapgocharger.com



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