Meet the Engineer 2015

Meet the Engineer 2015
Presentations from 10th June 2015 Event

© Productiv Ltd 2015
Welcome & Context
Richard Bruges

The Industry Challenge
Cost and risk increases dramatically as
programmes develop

The Investment Opportunity
Prototype
Technology &
Manufacturing
Development
Proving
Volume
High Volume
TRL
4
TRL
6
TRL
9
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 Pitches
Session 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

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

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

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).

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 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)

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.

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

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 technology’s viability for a specific vehicle
class.

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.

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 You
For Listening
www.aieuk.com
Email: nathan@aieuk.com
Tel: 01543 420700

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

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

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
deon.smit@ambixtra.com
Mr. James Mackenzie (Chief Technical Officer)
Wedgefield Office Park, 17 Muswell Road South,
Bryanston , Johannesburg, 2021.
Telephone : +27 83 461 6868
james.mackenzie@ambixtra.com

Air-Bearing Technology
Bladon Jets (UK) Ltd.

Benefits
57
0
5
10
15
Air Bearing oil
Viscosityinmm2/s
Viscosity at 40 C

Our application
58
Clearance
profile
Temperature
Profile

The ‘why’
61
2019
£0.5
billion
£1210%
47%

IP
Operation
Installation and
running
Manufacturing
62

Business model
63
Bladon
Jets
Development
partner
Production
release

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

Twin Cylinder Engine
Reversible cylinder head
Any installation angle
Primary and secondary balance

Electric CVT
Low cost belt drive electric CVT
Hybrid drive option

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 products
Fast HC, NOx, CO&CO2
DPG – DPF Testing System
Smoking Cycle
Simulator
Centrifugal Particle
Mass Analyser
DMS500 Fast Particulate
Spectrometer

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

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(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

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 CO2 from Diesel Ford Galaxy

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: msp@cambustion.com
http:// www.cambustion.com

Cella Energy
Safe, 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 - 2
minutes
• 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 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

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 Wh
power 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 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

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

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 9756
E: alex.sorokin@cellaenergy.com
W: www.cellaenergy.com
Paul Prince
(Automotive Project Lead)
T: 01235 447752
E: paul.prince@cellaenergy.com
Contacts
Stephen Bennington
(Managing Director)
T: 01235 447505
E: stephen.bennington@cellaenergy.com
Kevin Brundish
(Chief Operating Officer)
T: 01235 447750
E: kevin.brundish@cellaenergy.com
126

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>: anbhave@cmclinnovations.com

Meet the Engineer
10th June 2015

Private and Confidential
Dearman Engine: does & does not
135

Dearman Engine: the development
136
TRL 6-
>7
MR
L
3-
>5
CRL
4->5
TDA
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

TRU Business case: clean & sustainable cold chain
140

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.

Dearman TRU: field trials
142

Dearman Engine: other applications
143

Dearman: the company behind
144
5
0
£1
M
4
0
30
20

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 Cost
Efficient 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 2
mode 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.
PowerinkW
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 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

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 Support
Richard 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

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 Pitches
Session 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
Direct Kinetic
ElectricDirect
ElectricIn -Direct

®
190Confidential
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

®
191Confidential
NVH Test
Engine Emulator

®
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

®
193Confidential
What do we want?
• We are looking for further engagements to TRL8/MRL6 an
beyond
• OEMs
• Tier ones
• Other demonstration vehicle opportunities

Magnomatics Limited
Park House
Bernard Road
Sheffield
S2 5BQ
UK
Tel: (+44) 114 241 2570
Email: d.latimer@magnomatics.com
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

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

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

aircraft
garden machines
marine
Tuk-Tuk: 0.5m
CNG taxis pa in
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: ogunmuad@t-online.de
Ogunmuyiwa Motorentechnik GmbH
Technologie- und Gruenderzentrum (TGZ)
Am Römerturm 2
D-56759 Kaisersesch
Germany

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

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. 𝑅 𝑐𝑟
𝑅 𝑐𝑟
𝐹𝑡
𝐹𝑟
𝐹𝑛
𝐹𝑞
𝐹𝑝𝑖𝑠𝑡𝑜𝑛

Planetary Reciprocating Piston Engine Analysis
𝑅 𝑐𝑟
𝐹𝑡
𝐹𝑟
𝐹𝑛
𝑇𝑜𝑟𝑞𝑢𝑒
= 𝐹𝑡. 𝑅𝑡 + 𝐹𝑛. 𝑅 𝑛 + 𝐹𝑞. 𝐻 𝑝𝑖𝑠𝑡𝑜𝑛
𝑅
𝑅𝑡 𝑅 𝑛
𝐹𝑞
𝐻 𝑝𝑖𝑠𝑡𝑜𝑛
𝐹𝑝𝑖𝑠𝑡𝑜𝑛
= 𝐹𝑡. 𝑅 𝑐𝑟 + 𝑅. 𝑆𝑖𝑛𝜃 + 𝐹𝑛. 𝑅 𝑛 + 𝐹𝑞. 𝐻 𝑝𝑖𝑠𝑡𝑜𝑛

The Ogunmuyiwa Engine Cycle

The Ogunmuyiwa Engine Cycle
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.

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
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

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

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 λ =1 exhaust.
• Rectilinear Drive System enables non-contacting piston &
labyrinth sealing.

230
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
231
Engine (vertically
Placed)Inverter Differential
Drive Unit (Traction Motor, Generator/motor,
Clutches, Inverter and differential combined)
Battery

232
1.1L (70x70), I2, OSP FWD Range Extender
Same Drive
Unit
OSP Engine ; 264mm lower than baseline

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

Visionary Design. Practical Solution.
proteanelectric.com
Protean Electric
In-wheel Electric Motors
Dr Chris Hilton, CTO
June 2015

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

236
proteanelectric.com
Motor, power
electronics, control and
brake in a single
package
Conventional
Wheel
PD18 – Packaged
for standard 18”
wheel
The Product

237
proteanelectric.com
The Applications
Pure electric
Hybrid, P4
FWD, RWD, 4WD
Easy hybridisation of existing platforms

238
proteanelectric.com
The Vehicles
C-segment up to SUV’s and LCV’s
23 vehicle platforms equipped so far with PD18 motor

239
proteanelectric.com
The Advantages
Packaging
Efficiency
System Cost
Low-disruption hybridisation
Vehicle dynamics

240
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

241
proteanelectric.com
Functional Safety
Product developed in accordance with ISO26262
Key hazards identified and rated
Comprehensive functional safety concept

242
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

243
proteanelectric.com
Manufacturing
Designed for manufacture
Tooling for small series line developed
Rotor production in China
Full motor production in China by end 2015

244
proteanelectric.com
Production Plans
Protean has capability up to 50k per year
License design and manufacturing processes to OEM/Tier 1

245
proteanelectric.com
The Future
Protean is currently engaged with OEM’s and Tier 1’s 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 OEM’s and tier 1’s with serious production intent to
implement in-wheel motor solutions in their hybrid and electric vehicles

proteanelectric.com
246
Visionary Design . Practical Solution

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) 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 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-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

Opportunities Matrix
Attractiveness – Payback or TCO, Market size, profitability
Easeofentry–Risk,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

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 volume
Automotive 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 Coates
Chief 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 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

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 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 Energyis all aroundus
Butharvestingthisenergyhasbeen
difficult…untilnow!

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 .

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 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

Demo of
how the
WITT
works
(Wave
tank)

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

Demoof
howthe
WITT
works
(Backpack)

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

3rd Application– Off Highway?
• Potentialinterestin
licensingtechnology
• CATseekingto
developtheirown
energyharvesterthat
cancaptureenergy
from6degreesof
freedom!

PotentialCustomers&ResearchPartners

Witt Limited
Contact Details
Witt Limited operates out of Plymouth,
Devon, England
www.witt-energy.com
CEO Mairi Wickett
mairi@witt-energy.com tel +44 7456 169669

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 barrier
membrane
20-25µm
- NEGATIVE
Electrode layer –
graphene composite
1-2µm
Current
collector
20µm
foil
Ionic electrolyte
Electrode ~70µm
CONFIDENTIAL
Current
collector
20µm
foil
+ POSITIVE
Electrode 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
stephen.voller@zapgocharger.com
01235 567 228
www.zapgocharger.com

Enquiries & Connection Requests
enquiries@productivgroup.co.uk | 02476 309 291

Meet the Engineer 2015

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