1. Meet the Engineer 2015 Presentations from 10th June 2015
Event
2. Productiv Ltd 2015 Meet the Engineer 2015 Welcome &
Context Richard Bruges
3. Productiv Ltd 2015 The Industry Challenge Cost and risk
increases dramatically as programmes develop
4. Productiv Ltd 2015 The Investment Opportunity Prototype
Technology & Manufacturing Development Proving Volume High
Volume TRL 4 TRL 6 TRL 9 Value is generated as technologies are
developed
5. Productiv Ltd 2015 The Market Failure Tier 1 suppliers dont
invest in low volume technology
11. 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
12. Background
13. 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.
14. 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 rotarys 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
15. Technology
16. 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
17. SPARCS Technologies
18. Background Rotor Cooling OCR vs ACR The key difference in
the design of rotary engines for UAVs 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.
19. 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 = 33 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 .
20. 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.
21. 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
22. SPARCS - Self-Pressurising Air Rotor Cooling System SPARCS
system showing coolant gas flow
23. 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).
24. CREEV Technologies
25. 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
26. 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
trochoidal machine, 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)
27. CREEV Transfer between Rotors 294cc engine 800cc expander
Expansion ratio 22.3 to 1
28. 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 950C) 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.
29. Test Data
30. SPARCS & CREEV Testing SPARCS 100s of hours of testing
completed in AIEs 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 AIEs test cells 20%
increase in power 20% reduction in sfc Greatly reduced engine noise
and exhaust gas temperature
31. Technology Readiness Level
32. SPARCS & CREEV TRL Levels TRL Achievements SPARCS CREEV
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 SPARCS CREEV 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
technologys viability for a specific vehicle class.
33. Production
34. 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 OEMs
to develop concept vehicles utilising the SPARCS enabled engine
with a CREEV expander unit installed.
35. Commercial
36. 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 (UAVs)
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 AIEs 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.
37. Thank You For Listening www.aieuk.com Email:
[email protected] Tel: 01543 420700
38. PATENTED SPARK IGNITION TECHNOLOGY
39. 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
40. 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
41. Emmission Legislation Vehicle manufacturers (OEMs) response
? New engine designs to meet targets
42. 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
43. 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
44. 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
45. 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
46. 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
47. 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
48. Patents x5 patents underpin the ignition solution
49. 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
50. Testing Chamber at IAV
51. Technology Outlook Variable Spark Ignition (VSI) Spark plug
Corona plug Corona 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
52. Business Model OEMs are reducing supplier base Ambixtra
will not manufacture VSI Licensing model Discussions with Tier 1s
in progress
53. Deon Smit (CEO) 148 Rue de l'Universit, 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]
54. Air-Bearing Technology Bladon Jets (UK) Ltd.
55. Who are we? 55
56. Air-bearings 56
57. Benefits 57 0 5 10 15 Air Bearing oil Viscosityinmm2/s
Viscosity at 40 C
58. Our application 58 Clearance profile Temperature
Profile
59. Turbochargers 59
60. The knowledge gap 60
61. The why 61 2019 0.5 billion 1210% 47%
62. IP Operation Installation and running Manufacturing 62
63. Business model 63 Bladon Jets Development partner
Production release
64. Partnerships 64 ?
65. THANK YOU 65
66. Powertrain Technologies
67. CAD
68. CAE
69. CNC
70. CMM
71. Test Cell Configured as Motoring Dyno
72. Engine Test Extremes 250cc to 9.6lts
73. Oil Sampling in Progress during Dyno Test. Ptech unique
system to extract oil from the piston ring region Engine Test
Technology
74. Instrumented vehicle with intelligent lubrication system
Prototype Vehicles
75. 3 Cyl Gasoline
76. 2-Stroke Engine
77. 2-Stroke Engine
78. 2-Stroke Engine
79. 2-Stroke Prototype
80. Twin Cylinder Engine Reversible cylinder head Any
installation angle Primary and secondary balance
81. Electric CVT Low cost belt drive electric CVT Hybrid drive
option
82. New Technology Development
83. Ptech Research Engine with Variable Compression and
Capacity System Variable Compression & Capacity
84. Hybrid Generator Unit Bus Hybrid Generator Unit with
Ancillary Drive System
85. Hybrid Power Pack Complete Bus Hybrid Engine and Generator
Unit
86. Air Hybrid Energy Recovery Collaborative Research Project
Commercial Vehicle Energy Recovery Technology Created by Brunel
University Who are coming up next
87. Ultra-fast engine emissions measurement Mark Peckham
88. 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
89. Cambustion products Fast HC, NOx, CO&CO2 DPG DPF
Testing System Smoking Cycle Simulator Centrifugal Particle Mass
Analyser DMS500 Fast Particulate Spectrometer
90. HFR500 fast FID
91. PFI gasoline cold start Transient HC measurement 0 - 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]asppmpropane -10 0 10 20 30 40 50 60
Vehiclespeed(mph) 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
92. Exhaust port [HC] PFI cold start
93. Cold start lambda using fast NDIR
94. Exhaust port sampling from PFI engine Calibration fitting
Flexible heated sample line Remote sample head
95. Cycle-by-cycle HC, CO&CO2 from a cold start gasoline
engine 0 20 40 60 HC(ppmC3/1000) 0 5 10 15 CO,CO2(%volume)
CylinderPressure(bar) 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
96. Real time GDI particle size & number Peug 308
97. Direct tailpipe on-board sampling 109 Important user note:
avoid sampling water from muffler!
98. Instrumentation photos 110 Sample head with long probe
Small cabinet Inverte r 70Ah 12V battery 1m3/hr carbon vane pump
with silencer
99. Fast [NO] on Ford Galaxy
100. Fast CO2 from Diesel Ford Galaxy
101. For more information: Dr. Mark Peckham Cambustion Ltd., J6
The Paddocks 347 Cherry Hinton Road Cambridge CB1 8DH Tel: (01223)
210250 Fax: (01223) 210190 E-mail: [email protected] http://
www.cambustion.com
102. Cella Energy Safe, low cost hydrogen energy Meet the
Engineer 10th June 2015 Stephen Bennington Aerospace, Defense,
Transportation, Portable Energy 114
103. Solid State Hydrogen Energy Patented Plastic-like material
1 litre H per gram Low toxicity Heated above 120C the hydrogen is
released in 1 - 2 minutes Safe: no high pressures or cryogenic
temperatures Stable at temperatures below 50C Can be chemically
regenerated Works at low pressures Cella Material 115
104. Spun out of the prestigious Rutherford Appleton Laboratory
in Oxfordshire 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 government projects Exclusive arrangement
with the French Aerospace Company Safran to develop hydrogen energy
technology for aerospace Business Achievements to Date 116
105. 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
106. 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
107. 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
108. 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 50C Provides stealth for large UAVs Flying third prototype in
July / August Signed up a major UAV manufacturer Cellas 450 Wh
power supply 120
109. 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
110. 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 Cellas Range extender design Aerospace
Other Applications Filter Box H2 Foam unit for insulation and
containment Exclusive arrangement with Safran (one of the worlds 10
largest aerospace companies) Safety compliance for high pressures
and liquid hydrogen difficult for aerospace Multiple potential
applications Willing to invest in new technology Cellas Aerospace
test system 122
111. Pumping pellets 1) 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 Hot-Cell Hydrogen buffer Fuel
cell
112. Material Ready Commercial Prototypes Field Trials Early
2014 Early 2016Spring 2013 Proof of concept devices Summer 2015 TRL
levels UAV power system 6 Emergency power system 4 Range Extender 4
Technology Information 124
113. 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
116. 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
117. 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
118. Thank you www.cmclinnovations. com CMCL Innovations
@cmclinnovations Dr Amit Bhave : [email protected]
119. Meet the Engineer 10th June 2015
120. Private and Confidential Dearman Engine: does & does
not 135
121. Private and Confidential Dearman Engine: the development
136 TRL 6- >7 MR L 3- >5 CRL 4->5 TDA P
122. Private and Confidential Dearman Engine: how it
works?
123. Private and Confidential Dearman Engine 1st application:
TRU 138 1 2 3 4
124. Private and Confidential Dearman Engine in a TRU for real
VIDEO ON 139
125. Private and Confidential TRU Business case: clean &
sustainable cold chain 140
126. Private and Confidential TRU Business case: bigger &
more cost effective cold chain 141 DEARMAN TRU Vs Diesel Vs
Evaporativ e CO2 now CO2 2030 0 1 2 3 4 5 20 20 20 20 20 20 20 20
20 20 20 Millions TRU ANNUAL MARKET SIZEUNEP Global 9b.
127. Private and Confidential Dearman TRU: field trials
142
128. Private and Confidential Dearman Engine: other
applications 143
129. Private and Confidential Dearman: the company behind 144 5
0 1 M 4 0 30 20
130. Private and Confidential Organisations working with
Dearman 145
131. Private and Confidential Dearman engine production
146
132. Private and Confidential IP is captured in patents and
team know-how 147
133. Private and Confidential Business model & Funding
148
134. Private and Confidential Dearman: networking opportunities
149
135. CARBON EFFICIENT SOLUTIONS Low Cost Efficient Permanent
Magnet Generators Targeted Markets: Automotive, Aerospace, Marine
Wind power generation, Decentralized Power Systems Dr Nabeel
Shirazee 10th June 2015
136. CARBON EFFICIENT SOLUTIONS 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
137. CARBON EFFICIENT SOLUTIONS 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)
138. CARBON EFFICIENT SOLUTIONS 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
139. CARBON EFFICIENT SOLUTIONS 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
140. CARBON EFFICIENT SOLUTIONS 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
153. CARBON EFFICIENT SOLUTIONS 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
155. CARBON EFFICIENT SOLUTIONS THANK YOU The Future Starts
Here
156. Far-UK 2015 All rights reserved Chris Taylor MD Axon
Automotive June 2015 Meet the Engineer
157. Far-UK 2015 All rights reserved 17 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
158. Far-UK 2015 All rights reserved 17 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
159. Far-UK 2015 All rights reserved 17 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
160. Far-UK 2015 All rights reserved 17 Static Stability
Coupons behave in a brittle manner Design in structural
stability
161. Far-UK 2015 All rights reserved 17 Axontex beams are tough
50% - 80% strength retention post failure
162. Far-UK 2015 All rights reserved 17 Axontex absorbs energy
we can tailor the mechanical properties for each application
163. Far-UK 2015 All rights reserved 17 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
164. Far-UK 2015 All rights reserved 17 Commercial Patented
technology Similar costs to aluminium structures Company funded
through commercial contracts & R&D funding Initial sales
income for low volume components
165. Far-UK 2015 All rights reserved 18 Next Steps Work with
additional Tier 1 for production Develop routes to production with
OEMs Additional funding / investment into Axon for growth Implement
weight saving technology
166. Productiv Ltd 2015 Meet the Engineer 2015 Government &
Industry Support Richard Adlington
167. 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
168. Advanced Propulsion Centre UK Limited APC Overview
Innovation Eco-system
169. Advanced Propulsion Centre UK Limited APC Focus 10
projects - 174M APC 4 open, but hurry June 26th latest registration
July 2nd latest submission APC5 targeted for
170. Advanced Propulsion Centre UK Limited A few other sources
of funding interact.innovateuk.orgsmmt.co.uk/industry-
topics/funding-support/ Innovate UK Open Competitions for Funding
SMMT Funding Guide
172. MAGSPLIT - a magnetic CVT Dave Latimer - Magnomatics 2015
Magnomatics
173. 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
174. 189Confidential Direct Kinetic ElectricDirect ElectricIn
-Direct
177. 192Confidential 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
178. 193Confidential What do we want? We are looking for
further engagements to TRL8/MRL6 an beyond OEMs Tier ones Other
demonstration vehicle opportunities
179. Magnomatics Limited Park House Bernard Road Sheffield S2
5BQ UK Tel: (+44) 114 241 2570 Email: [email protected]
www.magnomatics.com Questions? Contact me Dave Latimer
180. High efficiency- low cost-engine Oaktec...who are we? Paul
Andrews
181. Pulse-R is.. A 4-stroke piston engine Reduced fuel
consumption and CO2 emissions Increased power and torque at low to
medium engine speeds
183. 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
184. Single cylinder 400cc R&D engine 10.5 BHP at 2200
RPM
185. 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
186. What weve 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
187. 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
188. 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
189. Hybrid Range Extenders
190. A bio-gas range extended hybrid bus????
191. Power generation?
192. aircraft garden machines marine Tuk-Tuk: 0.5m CNG taxis pa
in AD bio-gas
193. 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
194. 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
195. 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
196. The Ogunmuyiwa Engine Cycle Dapo Ogunmuyiwa M.Sc VDI
Chairman / CEO Tel: (+49) 162 / 961 04 50 E-mail:
[email protected] Ogunmuyiwa Motorentechnik GmbH Technologie-
und Gruenderzentrum (TGZ) Am Rmerturm 2 D-56759 Kaisersesch
Germany
197. Planetary Reciprocating Piston Engine Description
10.06.2015 The Ogunmuyiwa Engine Cycle 212 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
198. 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 11. Combustion Chamber
12. Link to Central Crankshaft 13. Central Crankshaft 14. Fuel
Injector
199. Planetary Reciprocating Piston Engine Description
10.06.2015 The Ogunmuyiwa Engine Cycle 214 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
202. The Ogunmuyiwa Engine Cycle 10.06.2015 The Ogunmuyiwa
Engine Cycle 217
203. The Ogunmuyiwa Engine Cycle 10.06.2015 The Ogunmuyiwa
Engine Cycle 218 P V
204. 10.06.2015 The Ogunmuyiwa Engine Cycle 219 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
205. Joint Development Plan with a Vehicle OEM 10.06.2015 The
Ogunmuyiwa Engine Cycle 220
206. Requirements of Customer Vehicle OEMs Development contract
up till 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 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 221
207. 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 Gateway; TRL 7 & 8: To be jointly developed with
an OEM up till Gateway; TRL 9: To be jointly developed with an OEM
up till Gateway; Production Approval to be achieved at Gateway.
10.06.2015 The Ogunmuyiwa Engine Cycle 222
208. 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 10.06.2015 The Ogunmuyiwa Engine Cycle
223
209. 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. 10.06.2015 The Ogunmuyiwa Engine
Cycle 224
210. 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. 10.06.2015 The Ogunmuyiwa Engine Cycle
225
211. Opposed Stepped Piston Engine (OSPE) Most Cost Effective
Engine for Multiple Applications
212. OSPE 227 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
213. OSPE 228 Background: Opposed Piston Engine Renaissance
2-stroke Opposed Piston Engines (OPE) are re-emerging due to their
cost/benefit, simplicity vs the 4-stroke and lower emission
capability using 4-stroke aftertreatment systems. Recent
development examples have shown leading edge emission, fuel
economy, package, power density & oil consumption capability.
NA SI OPs also have potential for >36% brake efficiency at the
tightest emission levels due to inherent features of reduced heat
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
214. OSPE 229 Rationale for 2-stroke Re-think 4-stroke
in-cylinder and after-treatment emission technologies applicable to
2-stroke e.g. Port injection FIE, 3 way catalyst. Solutions
available for either cylinder bore oil control or zero oil to bore
, e.g. stepped piston, and/or labyrinth sealing for constant
speed/load operation. OP has ability for 1:1 scavenging/swept
volume with good performance, bsfc and =1 exhaust. Rectilinear
Drive System enables non-contacting piston & labyrinth
sealing.
215. 230 Side view of Volt Powertrain, used as example for OSP
packaging in Series hybrid; similar principles for Parallel hybrid
Packaging Views
216. Baseline: 1.5L (74x86.6), I4, 4-Stroke Range Extender
Engine with Front Wheel Electric Drive 231 Engine (vertically
Placed)Inverter Differential Drive Unit (Traction Motor,
Generator/motor, Clutches, Inverter and differential combined)
Battery
217. 232 1.1L (70x70), I2, OSP FWD Range Extender Same Drive
Unit OSP Engine ; 264mm lower than baseline
218. OSPE 233 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, eg gasoline, kersosene, diesel, low
cetanes, bio fuels, NG
219. Visionary Design. Practical Solution. proteanelectric.com
Visionary Design. Practical Solution. Protean Electric In-wheel
Electric Motors Dr Chris Hilton, CTO June 2015
220. 235 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
221. 236 The Proving Factory 10/06/2015 proteanelectric.com
Motor, power electronics, control and brake in a single package
Conventional Wheel PD18 Packaged for standard 18 wheel The
Product
222. 237 The Proving Factory 10/06/2015 proteanelectric.com The
Applications Pure electric Hybrid, P4 FWD, RWD, 4WD Easy
hybridisation of existing platforms
223. 238 The Proving Factory 10/06/2015 proteanelectric.com The
Vehicles C-segment up to SUVs and LCVs 23 vehicle platforms
equipped so far with PD18 motor
224. 239 The Proving Factory 10/06/2015 proteanelectric.com The
Advantages Packaging Efficiency System Cost Low-disruption
hybridisation Vehicle dynamics
225. 240 The Proving Factory 10/06/2015 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
226. 241 The Proving Factory 10/06/2015 proteanelectric.com
Functional Safety Product developed in accordance with ISO26262 Key
hazards identified and rated Comprehensive functional safety
concept
227. 242 The Proving Factory 10/06/2015 proteanelectric.com
Test Comprehensive DVP based on European and US OEM standards for
electrical components and suspension Vehicle and laboratory testing
Durability cycles developed by Millbrook for Protean Life-time
component
228. 243 The Proving Factory 10/06/2015 proteanelectric.com
Manufacturing Designed for manufacture Tooling for small series
line developed Rotor production in China Full motor production in
China by end 2015
229. 244 The Proving Factory 10/06/2015 proteanelectric.com
Production Plans Protean has capability up to 50k per year License
design and manufacturing processes to OEM/Tier 1
230. 245 The Proving Factory 10/06/2015 proteanelectric.com The
Future Protean is currently engaged with OEMs and Tier 1s on SOP
intent programmes related to the PD18 motor Protean is carrying out
concept-level designs for customers wanting motors of other
specifications We are ready to engage with other OEMs and tier 1s
with serious production intent to implement in-wheel motor
solutions in their hybrid and electric vehicles Visionary Design.
Practical Solution.
233. What is a Heat Battery? Heat batteries store heat that is
normally wasted and return it for use when needed
234. Heat Battery Construction Heat In (charge) Heat Out
(discharge) Phase Change or Thermo-Chemical material Heat battery
casing
235. 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
400C using thermochemical materials (TCM) or sub-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 5C and 120C 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
236. 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
237. 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-Flammable Non-Toxic Size & Shape Flexible Flasks Prius*
Bosch Heat Batteries Schatz* 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 Covers Mercedes Block Heaters
238. Opportunities Matrix Attractiveness Payback or TCO, Market
size, profitability EaseofentryRisk,Competition,Investment Adequate
High DifficultEasy 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
239. 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
240. 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
241. 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
242. 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
243. 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 45C) / 5.0 kWh (to 20C) 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
volume Automotive Li-Ion batteries are 150 - 210 at very high
volumes
244. 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
245. TC48 Town and Country Hybrid Jez Coates Chief Engineer
Vehicle Projects RDM Group Limited
246. 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
247. 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
248. 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
249. 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
250. Project Aims & Objectives 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
251. Project Aims & Objectives 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
252. Project Aims & Objectives 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
253. 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
254. 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.
255. SRM Model Installation in Adam Engine Bay
256. 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.
257. 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
258. Infinitely Variable Transmission
259. IVT we all know what it is but whats different about this
new system?
260. 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
261. 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
262. IRWD Individual Rear Wheel Drive IAWD Individual All 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
263. Simplicity of operation and manufacture Mechanically
straight forward, and modular with less component parts Common
hydraulic control system actuation with existing CVT gearboxes
Compact lightweight design, reduced mass production cost
264. Vehicle dynamics and performance Advantages of IVT and CVT
are well documented, however current systems are limited in power
capability, typically 240 HP, The new IVTs 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
265. Applications Traditional Vehicle Transmission Transaxle
IRWD Individual Rear Wheel drive IFWD Individual Front Wheel Drive
IAWD Individual All Wheel Drive Rear Differential Individual Rear
Wheel speed control Tracked Vehicles Individual speed and direction
control Virtually limitless Torque capacity!
266. David McManamon CEO and Founder Transfiniti Ltd. Looking
for development partnerships to exploit the full commercial
potential of this exciting new technology.
267. The WITT - Capturing Energy from Motion (using all six
degrees of freedom) for Transport & other Energy Harvesting
Applications Meet the Engineer Presentation
268. Motional Energyis all aroundus
Butharvestingthisenergyhasbeen difficultuntilnow!
269. 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 .
270. Demoof howthe WITT works
271. 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
272. 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
273. 1st Application Light vessels Why 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
274. Demo of how the WITT works (Wave tank)
275. PotentialCustomers
276. 2nd Application Dismounted Soldier Why WITT? Provides up
to 10Watts power in soldier backpack Manufacturer, Reliance
Customer driven with specific defence agencies interested Market
Opportunity 14,692,675 soldiers Wide consumer market
277. Demoof howthe WITT works (Backpack)
278. ContractManufacturer ReliancePrecision Expertise in
gearing and electrical systems Systems are deployed in Aerospace
and Defence applications. Work with global Primes inc Lockheed
Martin, Northrop Gruman & Saab
281. 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
282. ZAP&GO Graphene supercapacitors Stephen Voller
CEO
283. FAST CHARGE SLOW CHARGE SHORT TIME HOLD CHARGE LONG TIME
TO HOLD CHARGE Lithium-ion batteries Capacitor Supercapacitor
284. Flat and flexible supercapacitors
285. Human hair ~100m Zap&Go graphene supercapacitor
electrode is thinner than a human hair Porous barrier membrane
20-25m - NEGATIVE Electrode layer graphene composite 1-2m Current
collector 20m foil Ionic electrolyte Electrode ~70m CONFIDENTIAL
Current collector 20m foil + POSITIVE Electrode layer graphene
composite 1-2m
286. Successful launch campaign: customers 70 countries
287. Goal is phones that charge in minutes, not hours
288. Cordless power tools that perform liked corded tools
Cordless power tools that perform like corded tools
289. and in electric vehicle charging, charge in the same time
as filling a fuel tank game changing
290. 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
-30C to 100C -30C to 100C -30C to 60C
291. ZAP&GO Stephen Voller [email protected]
01235 567 228 www.zapgocharger.com
