Calculations developed by the Society of Automotive Engineers (SAE) estimate carbon dioxide output will be less than that of today’s cleanest production cars and 75 percent less than that of competing vehicles, on average. SAE is an internationally recognized organization of experts that help drive government automotive policy.

Some 941 million liters (248 million gallons) of gasoline could be saved and 2.3 million metric tons (2.5 million US tons) of CO2 offset from sales of 15,000 Karmas per year through 2016. Still, with 403hp and more torque than many supercars, 0-100km/h (62mph) takes about six seconds and maximum speed is 201km/h (125mph).

Lexus

Lexus has announced the LF-Ch compact hybrid concept, which will have its world premiere on September 15, 2009 at the Frankfurt Auto Show, will be on display for the first time in North America at the 2009 Los Angeles Auto Show in December.

 As the latest concept hybrid vehicle from Lexus, LF-Ch offers dramatic style, premium features, an innovative drivetrain with low emissions, and impressive fuel economy in a sporty yet versatile five-door package.

 “Lexus has been leading the luxury hybrid market ever since we came out with the RX 400h in 2005,” said Mark Templin, Lexus division group vice president and general manager. “To continue raising the hybrid benchmark, we need to continue exploring hybrid technology in different segments. The LF-Ch concept gives us the opportunity to gauge consumer reaction and help us determine whether or not this would be viable for production.”

 The LF-Ch concept was designed by Calty Design Research Inc., Toyota’s North American-based research and design center located in Newport Beach, Calif., and will allow the brand to study the needs of young urbanites and consumer values in a compact luxury vehicle.

 “The LF-Ch concept is the next evolution of the compact luxury vehicle,” said Kevin Hunter, president of Calty. “We were able to create a beautifully designed hybrid with a deep sense of mystery and intrigue.”

 Designers created an intriguing contrast between the powerful, machine-like surfaces, fluid forms and details that appear hand-sculpted.

 The exterior of the LF-Ch concept exudes strength and simplicity with a wide stance, broad and high-shoulders, an arching roofline that flows into the rear spoiler, and sheer surfaces wrapped in a contemporary yellow paint. To give the sporty five-door concept the illusion of a sleek coupe, designers cleverly blackened the B-pillar and hid the rear door entry button in the chrome molding.

An aggressive grille with a wide front bumper and air dam gives the hybrid concept a powerful personality in keeping with its dynamic lines. Efficient and bright LED taillights and headlamps also add to the vehicle’s personality. The concept is marked with hybrid details including its blue Lexus logo, which is shared across the Lexus family of hybrids, and hybrid side badging.

 Inside, designers created an elegant cabin that is contemporary, and functional with metal and leather trim. Metal surfacing stretches the length of the asymmetric dashboard and blends with leather trim to provide a luxuriously handcrafted and soothing environment. The artistic leather, and metal detailing is also visible on the door panels, instrument panel and seats.

 A blue headliner light, that borders the roof and contrasts with the yellow exterior, turns on to reveal an ambient pattern reminiscent of a sophisticated lounge. A wide grip steering wheel with integrated paddle shifters makes for a spirited driving experience. The instrument panel features two, large twin dials with a uniquely embellished turbine blade design.

 The LF-Ch is powered by the latest generation of Lexus Hybrid Drive technology. A drive mode-switch allows the driver to select between four modes: Normal, Eco, and EV plus a Sport mode that amplifies throttle response for the most enthusiastic drivers.

 Lexus’ Remote Touch controller with user-adjustable haptic feedback, also currently found on the 2010 HS 250h hybrid and RX luxury utility vehicles, allows the driver or front passenger to operate the navigation, audio and climate systems.

The LF-Ch has four sport seats that feature trim lighting along the cushion’s edge for cabin illumination. Rear passengers can enjoy headrest-mounted iPhone® docking capability for audio and video entertainment. In addition, the LF-Ch has storage in the rear seat armrests for small items such as iPods®, PDAs and cell phones.

“We look forward to hearing feedback on the LF-Ch,” said Templin. “We hope consumers like what they see so we can change the luxury hybrid marketplace again.”

Opel

Rüsselsheim. Opel has begun testing two development cars of the Ampera extended-range electric vehicle (E-REV) at its Dudenhofen proving ground, keeping the revolutionary four-seater on schedule for a late 2011 production date.

Engineers have installed the Ampera’s revolutionary Voltec electric propulsion system – including the battery, motor, engine and electric-generator – inside the body of an existing production car. They call this kind of a development car a mule because, like their name-sake animals, the mules are a mixture of two species. Mule cars helps engineers test technology at an early stage of vehicle development.

Specifically, engineers in Rüsselsheim are testing the Voltec system’s performance and the overall driving impression. In addition, engineers in Mainz-Kastel have developed and are further testing the lithium-ion battery.

“The Ampera development cars show that a practical, electric four-seater, with cargo space and the capability to be the first automobile in the household, is not just theory, but a car that will be reality by 2011,” says Frank Weber, Vehicle Line Executive for Ampera development.

Development evolves through three stages

The Ampera is being developed in three distinct phases, or mules. The first stage involves the engineering development vehicles, which are used to analyze the behavior of specific subsystems and get them to work together. These are not complete vehicle tests but work to prove individual subsystems.

In the next phase, integration cars are built with all of the systems coming together. They contain a lot of hand built parts, but are “design intent.” In the final development stage cars look and operate for all intents and purposes nearly exactly the same as the production cars. This phase brings everything together. All the final aero- and wind tunnel work can be done with them. They are the last phase before production.

Opel Ampera – electric drive for use any day of the week

The five-door, four-seat Opel Ampera uses the ground-breaking electric propulsion technology called Voltec which operates differently from other advanced propulsion system, like a hybrid. This Voltec electric propulsion system uses electricity as its primary power source. A gasoline engine-generator acting as a secondary power source will generate electricity when the battery is depleted to ensure a seamless and continuous drive.

The Ampera’s wheels are turned electrically at all times and speeds. For journeys up to 60 km (MVEG), it runs on electricity stored in the 16-kWh, lithium-ion battery, and emits neither harmful greenhouse gases nor any regulated emissions. The Ampera will be well-suited to the daily driving habits of European customers. For example, approximately 80 percent of German drivers travel less than 50 km a day.

Ampera gives driver confidence and peace of mind

Unlike a conventional battery-electric vehicle, the Ampera eliminates “range anxiety,” giving the confidence and peace of mind that a depleted battery will not strand the driver.

When the battery’s energy is low, electricity from an engine-generator extends the Ampera’s range to more than 500 km. A gasoline/E85-fueled engine-generator seamlessly provides electricity to power the electric drive unit while simultaneously sustaining the charge of the battery. This mode of operation extends the range to 500 kilometers until the battery can be charged by plugging the vehicle’s on-board charge system into a standard household 230v outlet.

“An advanced lithium-ion battery system is the key to getting the Ampera into the hands of consumers”, said Hans Demant, GME’s vice president of engineering. “The engineers at our research and development center in Mainz-Kastel, Germany are testing the battery around the clock, 365 days a year to ensure that it meets the expectations of our customers.”

More than 220 lithium-ion cells in the T-shaped pack provide ample power. The nearly silent electric drive unit delivers 370 Nm of instant torque, the equivalent of 150 horsepower, zero to 100 km/h acceleration in around nine seconds, and a top speed of 161 km/h.

Opel estimates that an electrically driven kilometer in the Ampera will cost about one-fifth compared to a conventional gasoline vehicle at current fuel prices.

The Ampera can be plugged into any household 230v outlet and is fully re-charged in about three hours. Opel is analyzing the requirements for standardization and a recharging infrastructure for plug-in electric cars with energy companies, including Iberdrola of Spain.

Mercedes

At this months 63rd IAA Auto Show in Frankfurt Germany, Mercedes will reportedly unveil the Vision S 500 Plug-in HYBRID. The technology vehicle will display the future of Mercedes-Benz’ modular set of hybrid systems. The Vision S 500 Plug-in HYBRID can drive for up to 30 kilometres solely on electricity and therefore without producing any local emissions. The efficient drive system combined with the CO2 bonus for the battery-electric driving mode enables the vehicle to achieve a certified consumption of only 3.2 litres of petrol per 100 kilometers.

With CO2 emissions of only 74 grams per kilometre in the NEDC (New European Driving Cycle), the experimental vehicle developed in Sindelfingen demonstrates the long-term viability of future S Class generations. The outstanding values are made possible by the combination of a plug-in hybrid with the efficiency-boosting BlueEFFICIENCY measures. At the same time, the Vision S 500 Plug-in HYBRID has all of the strengths that are typical of the S Class: top comfort, outstanding safety and masterful performance.

 The drive system in the concept car consists of three main components: a powerful V6 petrol engine with a next-generation direct injection system, a 44 kW/60 hp hybrid module and a lithium-ion battery with more than 10 kWh of storage capacity that can be recharged at charging stations.

The Vision S 500 Plug-in HYBRID accelerates from 0 to 100 km/h in 5.5 seconds.

“The Vision 500 Plug-in HYBRID is a new milestone on our path toward zero-emission mobility,” says Dr. Dieter Zetsche, Chairman of Daimler AG and Head of Mercedes-Benz Cars. “It is a luxurious and safe S Class that offers superior driving performance while at the same time consuming less fuel than current compacts. All of this shows that our top models will also be able to combine automotive fascination with responsibility for the environment.”

“Although it will take some time before this model can go into series production, our engineers will be working full steam to carry out the necessary integration measures and ensure that all components can meet the tough everyday demands required of a luxury long-distance saloon,” says Dr. Thomas Weber, member of the Board of Management of Daimler AG with responsibility for Group Research and Mercedes-Benz Cars Development. “We’ve already got all the key technology we need for such a dream car, which is why I see it being included in the next generation of the S Class. The important thing now is that our development work be accompanied by the establishment of a full-coverage infrastructure that will allow the potential of this innovative drive system to be fully exploited.”

The electrical drive components of the Vision S 500 Plug-in HYBRID demonstrate the versatility of Mercedes-Benz’ intelligently organised set of hybrid systems, which has a widely scalable range of performance. The hybrid module’s design does not differ much from the compact, disc-shaped 15-kW electric motor of the S 400 HYBRID, even though it is three times as powerful. As a result, the hybrid module can be elegantly incorporated into the housing of the 7G-TRONIC seven-speed automatic transmission, allowing this model variant as well as the S 400 HYBRID to retain the S Class’ spacious interior. Future model generations will orient themselves on this system architecture.

Vision S 500 Plug-in HYBRID: Compact full hybrid system architecture

Whereas the extremely compact lithium-ion battery in the S 400 HYBRID (0.9 kWh) can be housed in the vehicle’s engine compartment, the significantly higher-performing lithium-ion unit in the Vision S 500 Plug-in HYBRID (over 10 kWh) requires more installation space. The battery is located behind the rear seats in the boot. The lithium-ion battery’s location above the rear axle provides crucial benefits, since it ensures that the vehicle has a balanced weight distribution and that the petrol tank remains adequate for long-distance cruising. In addition, the protected position of the tank ensures it is as safe as possible during crashes.

Additional clutch decouples the hybrid module and combustion engine

In accordance with the modular concept, the powertrain design for the Vision S 500 Plug-in HYBRID is basically the same as that for the S 400 HYBRID. One system-specific attribute is the presence of an additional clutch integrated between the combustion engine and the electric motor. This device decouples the two components in the pure electric drive mode, thereby ensuring the highest level of efficiency in the latter. Moreover, because it is fully integrated into the vehicle’s converter housing, the clutch does not take up any additional space.

Electrical outlet as a filling station: Powerful plug-in battery

Another key difference between the S 500 Plug-in HYBRID and conventional hy-brids involves the plug-in battery, which can be charged at charging stations, thereby enabling the S 500 Plug-in HYBRID to travel up to 30 kilometres on electric power. The rapid charge cycle takes less than 60 minutes with a charging capactiy of 20 kW. A standard charge cycle at a conventional household socket with 3,3 kW takes about four-and-a-half hours to recharge a completely discharged battery.

The model is also equipped with a compact onboard charger: Housed behind the side boot wall, this unit controls the recharging process and is protected against short circuits, voltage reversal, and voltage surges. The charging system also protects the battery by monitoring voltage, the charging level and charging time. The total weight of the electrical components in the current experimental vehicle is 215 kilograms, whereby the lithium-ion battery weighs approximately 130 kg. That’s much less than a conventional NiMH battery with the same capacity, as the weight of such batteries ranges from 180 – 200 kg.

The vehicle’s hybrid module also provides additional energy when the car is in motion through regenerative braking — the recovery of energy when braking. Here, the clutch enhances efficiency as well, as it enables complete energy regenera-tion without engine drag losses.

Range of up to 30 kilometres with all-electric driving

The high-performance battery and the 44 kW/60 hp hybrid module enable the vehicle to drive up to 30 kilometres purely on electricity. That is completely sufficient for many trips within cities, where the Vision S 500 Plug-in HYBRID is quick and very comfortable without producing any local emissions. The petrol engine automatically adds its power to that of the electric motor when travelling at high speeds or driving up steep inclines. Before closing the clutch in such cases, the vehicle electronics synchronises the engine speed with the hybrid module’s rotational speed so that the engine is activated extremely smoothly without the driver noticing.

What’s more, the hybrid module’s sophisticated interplay with the combustion engine enables numerous additional functions that positively impact fuel consumption, emissions and vehicle agility. Like the system employed in the S 400 HYBRID, the hybrid module in the Vision S 500 Plug-in HYBRID also comes with the ECO start/stop function. This feature also enhances safety and driving pleasure because of its boost effect, which has the electric motor providing powerful support to the combustion engine during the high-consumption acceleration phase. This system has already proved its practical viability in a slightly different configuration in the Mercedes-Benz Sprinter.

Extensive electronic safety and control components

The lithium-ion battery not only serves as an energy storage device for the electric motor in the S 500 Plug-in HYBRID; it is also linked via a DC-DC converter to the 12-volt on-board network, which provides power to standard consumers such as the headlamps and various comfort devices. To ensure a consistently high level of electrical efficiency, the voltage transformers are water-cooled via an additional low-temperature circuit.

Special power electronics are required for operating the three-phase AC electric motor in the high-voltage direct current grid, and the inverter for this task is housed in the engine compartment. Because the power electronics system itself is heated by the electric current thus created, it too is integrated into the low-temperature cooling circuit. Mercedes-Benz employs standardised components for the power electronics system as well, enabling them to be efficiently combined with different electric motors and battery types across all model series.

On the road to plug-in hybrids: Diesel-hybrid concepts

An important milestone on the road to plug-in hybrids is the recently unveiled Vision E 300 BlueTEC HYBRID diesel hybrid. Like the S 400 HYBRID and the Vision S 500 Plug-in HYBRID, it is based on the Mercedes-Benz modular hybrid concept. This near-series vehicle study combines a new 2.2-litre, four-cylinder diesel engine with the 15 kW/20 hp hybrid module that is also used in the S 400 HYBRID, but which here also enables pure electric driving. This drive system configuration enables the Vision E 300 BlueTEC HYBRID to travel 100 km on only 4.5 litres of fuel (preliminary value). This corresponds to CO2 emissions of 119 grams per kilometre with an output of 165 kW/224 hp and superior torque of 580 – 600 newtonmetres (combined in both cases), more or less the same performance as today’s six-cylinder diesel engines. Exhaust gas treatment is handled by the combination of an oxidizing catalytic converter, a diesel particulate filter and BlueTEC mit AdBlue® injection. The Vision E 300 BlueTEC HYBRID thus also has the potential to meet the world’s most stringent emission standards.

Vision S 500 Plug-in HYBRID – Technical data

Combustion engine (petrol)

No. of cylinders/arrangement: V6, 4 valves per cylinder

Displacement: 3.5 l

Hybrid module

Type: Permanently excited synchronous machine

Rated output: approx. 44 kW/60 PS

Rated torque: 250 Nm

Performance and fuel consumption

Acceleration 0 – 100 km/h: 5.5 s*

Top speed: 250 km/h

Fuel consumption: 3.2 l/100 km (combined)*

CO2 emissions: 74 g/km (combined

Abstract

The effects of combined driving and vehicle-to-grid (V2G) usage on the lifetime performance of relevant commercial Li-ion cells were studied. We derived a nominal realistic driving schedule based on aggregating driving survey data and the Urban Dynamometer Driving Schedule, and used a vehicle physics model to create a daily battery duty cycle. Different degrees of continuous discharge were imposed on the cells to mimic afternoon V2G use to displace grid electricity. The loss of battery capacity was quantified as a function of driving days as well as a function of integrated capacity and energy processed by the cells. The cells tested showed promising capacity fade performance: more than 95% of the original cell capacity remains after thousands of driving days worth of use. Statistical analyses indicate that rapid vehicle motive cycling degraded the cells more than slower, V2G galvanostatic cycling.

Click here to read the whole report

Electric Transportation Engineering Corporation , was awarded nearly $100 million in stimulus funding last week to deploy charging infrastructure and advance the adoption of electric vehicles. GridPoint joins Idaho National Laboratory (INL) and Nissan North America as strategic partners, as well as other project participants, which can be viewed here. Together with INL, GridPoint has been working for over a year with eTec on electric vehicle performance and fast-charge systems.

GridPoint will provide smart charging and data logging capabilities to utilities in strategic markets of the eTec program in Arizona, California, Oregon, Tennessee and Washington that will support the deployment of up to 5,000 Nissan LEAF vehicles and a network of up to 12,750 charging stations. GridPoint’s charging management software will give utilities the ability to deploy load shifting, load shaping, renewables integration and demand response strategies. Advanced smart charging capabilities, such as synchronization with the availability of renewable energy, may also be explored.

To date, utility-led smart charging trials have been limited by the availability of grid-connected vehicles. The size and scope of this project creates a unique and valuable opportunity to assess and qualify:

• Effects of a mature plug-in electric vehicle environment, with and without smart charging, on multiple electrical grids;

• Benefits of smart charging on grid reliability to inform utility, PUC and regulator decision making on vehicle-related rate schedules;

• Customer satisfaction and perception of various smart charging scenarios; and

• Incentive programs to ensure maximum participation in smart charging programs

“GridPoint is delighted to participate in eTec’s groundbreaking project and applauds our country’s commitment to support the creation of an intelligent electric vehicle infrastructure,” said Peter L. Corsell, CEO, GridPoint. “Our advanced software capabilities will help utilities prepare the grid for the imminent arrival of plug-in vehicles.”

GridPoint’s smart charging software manages the flow of electricity to plug-in vehicles and charging stations, allowing utilities to balance real-time grid conditions with the needs of individual drivers. For two years, GridPoint has been building and deploying smart charging software, collecting data from hundreds of converted plug-in vehicles and gathering feedback from utility customers. Smart Charging 3.0 builds on this wealth of experience to deliver:

Forecasting and Backcasting: GridPoint has introduced forecasting capabilities for plug-in vehicle load, setting a new standard for smart charging. Based on historic behavior, Smart Charging 3.0 predicts vehicle-related load up to 24 hours in advance. This new functionality allows utilities to better plan for the impact electric transportation load will have on the grid and to proactively initiate smart charging strategies to mitigate and/or leverage that load. Additionally, Smart Charging 3.0 provides a visual display of plug-in charging impacts with and without charging management for the previous 24 hours – allowing utilities to quickly assess the effectiveness of their smart charging strategies.

Demand Response Functionality: Smart Charging 3.0 supports external demand response notification via the OpenADR standard, allowing plug-in vehicles and charging stations to stop charging during critical peak events. System users are notified of ongoing demand response events through real-time messaging that appears on GridPoint’s smart charging and data logging portals. Consumer notification via Web portal or handheld device is also enabled.

Enhanced Smart Charging Portal Design: Through the addition of intuitive functionality in the Smart Charging Portal, GridPoint has improved the ability to quickly ascertain the impact of vehicle charging load and the success of various smart charging strategies, while also providing a greater ability to drill down and explore charging behavior during a specific time of day. Enhanced functionality includes 24-hour display of historic and predicted load/generation, zoomable charts, mouse-over data detail, and real-time display of aggregated statistics of all vehicles deployed in smart charging programs.

Smart Charging 3.0 also enhances system scalability and reliability via performance optimization and increased redundancy. In response to requests from utilities and research institutions, GridPoint has expanded the software’s robust data capture to include average power factor, battery pack voltage and other advanced performance information.

For more information on GridPoint’s new electric vehicle management solution, please email smartcharging@gridpoint.com.

GM Volt

The battery packs will be made at CPI’s R&D and manufacturing facility in Troy, Mich. Battery cells for the packs will come from CPI’s parent company, LG Chem, in Korea.

“We are very excited to have won this contract and be partnering again with GM on its new plug-in hybrid vehicle,” said Prabhakar Patil, CEO of Compact Power, Inc. “It tells us that we are on track in developing high power and high energy lithium-ion batteries that the industry needs as it moves toward the electrification of vehicles that lessen our dependence on foreign oil.”

“We’ve made great progress on our plug-in hybrid technology and LG Chem and CPI are key partners in bringing this vehicle to market in 2011,” said Bob Kruse, executive director, global vehicle engineering-hybrids, electric vehicles and batteries, General Motors Corp.

The battery pack will be leveraging GM’s Voltec technology, such as the lithium-ion cells and module design currently being used on the Chevrolet Volt, which was developed collaboratively by LG Chem, Compact Power and GM over the past two years. The pack will use the same cells as the Volt (using manganese spinel chemistry), and include sophisticated electronic controls.

A Subsidiary of LG Chem “This contract gives us an opportunity to showcase our ability to manufacture full lithium-ion battery packs for automotive applications. Engineering, manufacturing and program management to meet exacting automotive standards are in the DNA of our company and coupled with LG Chem’s expertise in industry-leading cell technology, provide us an advantage in producing high-quality lithium-ion battery packs,” added Patil.

About Compact Power, Inc.

Compact Power, Inc. (CPI) is a North American subsidiary of LG Chem, one of the world’s largest producers of lithium-ion batteries for automotive hybrid electric vehicles and non-automotive (commercial and military) markets. The company was formed in 2000 in the United States and is headquartered in Troy, Mich., at the heart of the automotive industry. CPI’s mission is to become the supplier of choice for lithium-ion battery technology.

 To learn more about CPI, please visit: www.compactpower.com.

Mini E

AC propulsion systems based in California supplies the and battery technology for the MINI E electric vehicle made by Mini who is owned by the BMW Group.

The MINI E uses a specially-developed version of AC Propulsion’s proprietary tzero™ technology to provide high performance, high efficiency, and fast charging. AC Propulsion’s air-cooled copper-rotor induction motor produces maximum torque from zero to 5,000 rpm and spins all the way up to 13,000 rpm.

 The IGBT inverter drives the motor to produce peak power of 150 kW. Even with this high power rating, according to the company, the AC Propulsion drive system operates with high efficiency in normal driving. Powerful regenerative braking adds to the efficiency and driving appeal. When the car decelerates, the kinetic energy of motion is converted back to electrical energy in the battery.

AC Propulsion CEO Tom Gage had his to say about their product and relationship with BMW group.

Working with BMW Group on the MINI E project has been a great opportunity. The schedule was tight and required a lot of discipline and coordination. We really pushed our manufacturing operation to meet the production schedule. I drove one of the cars in Munich and our drive system delivers the power, I couldn’t stop smiling. We’ve had cars with our drive systems on the road since 1992, and some have well over 100,000 miles on them, so we’ve seen our systems handle the rigors of daily use. This is a big step for electric vehicles.

AC Propulsion

Ac Propulsion systems also supplies the battery for the MINI E. The battery is made up of 48 Li Ion modules. AC Propulsion assembles each module from 106 small Li Ion cells using proprietary assembly techniques and battery management technology. Each module sends voltage and temperature information to the management system which controls for optimal battery operation under driving and charging conditions. Battery data are logged to provide information for analysis and evaluation.

Gage added,

Our Li Ion modules are developed specifically for electric vehicles, not hybrids,so they are lighter and less costly than hybrid batteries for the same amount of energy. Combine the high energy of our batteries and the high efficiency of our drive system, and we deliver excellent range capability at a good price.

AC Propulsion’s patented battery charger is an integral part of the AC Propulsion drive system used in the MINI E, so wherever the car goes, the charger goes. When the wallbox outlet is connected to the charge port on the MINI E, charging proceeds automatically.

The AC Propulsion charger is flexible and can use 120V, 208V, or 240V outlets. Convenience charging from any 110V wall outlet reduces range anxiety by providing plug-in-anywhere capability. AC Propulsion’s tzero™ technology provides an additional state of the art feature available only with the AC Propulsion drive system – the charger works both ways – it is bi-directional. The charger can discharge the battery as well as charge it. In effect, the charger can serve as a regulated power source with many possible applications including, battery pack self-diagnosis, back-up power, car-to-car charging, and, perhaps most importantly in the future, providing ancillary services to the power grid. Engineers have a term for this – vehicle-to-grid or V2G – and it promises to make smart grids of the future more efficient in providing electric power for cars as well as buildings.

V2G does not discharge the battery, so the car is always available for driving. But with each vehicle sourcing or sinking small amounts of power while plugged in, a fleet of V2G-capable vehicles can buffer natural variations in supply and demand on the grid, and even allow for higher utilization of solar and wind power.

AC Propulsion is working with V2G research and development programs throughout the US to supply V2G-capable vehicles, evaluate V2G functionality, and develop the communications and control systems that will necessary to enable electric vehicles to support the power grid.

AC Propulsion was founded in 1992 by Alan Cocconi. It has headquarters, engineering, manufacturing, and test facilities in San Dimas, CA (Los Angeles County), and operates a wholly-owned manufacturing plant in Shanghai PRC. Total employment is over 100 persons and production capacity is over 2000 drive systems per year. AC Propulsion sells propulsion systems and components, technical services, and technology licenses to automotive and other clients throughout the world.

The tzero™ is AC Propulsion’s trademark for proprietary electric vehicle technology including the AC Propulsion drive system with integrated, bi-directional charger, AC Propulsion Li Ion battery assemblies, and AC Propulsion integrated battery management systems. AC Propulsion is the owner of 6 issued patents on EV technology, which have been licensed to other companies, including Tesla Motors. Some of this technology was originally developed by AC Propulsion for its tzero™ electric sports car which achieved 0-60 mph acceleration in 3.6 seconds and 300 mile range while driving 60 mph.

SYSTEM DESCRIPTION

The AC Propulsion drive system includes a power electronics unit and AC-induction traction motor featuring proprietary and patented tzero™ technology to provide high performance, high efficiency, and rapid, convenient charging capabilities for electric vehicle applications. The system delivers up to 150 kW (200 hp) motor output, yet maximizes vehicle operating range with high efficiency over a broad operating range and comprehensive energy recovery through regenerative braking. The tzero™ technology includes patented control and construction techniques that allow the power electronics and motor windings to be re-configured as a high-rate Reductive™ battery charger. By using existing componentry, the Reductive™ Charger reduces vehicle cost and weight. By allowing safe charging from existing 110V to 240V outlets at rates as high as 20 kW, the Reductive™ Charger reduces infrastructure installation requirements and costs, and its innovative bi-directional power capability allows self contained vehicle battery diagnostics and standby power generation.

SYSTEM FEATURES

Advanced Drive Control Circuitry

•”Glass smooth” torque under all load and

speed conditions

•Natural and transparent driving feel

•Driver adjustable regeneration

•Traction control, speed control available

•Integral power distribution and fusing for accessory drive, cabin heater, and hybrid or fuel cell APU

Integrated Reductive™ Charger

•Charge from any source, 100-250 VAC

•Charge rate controllable from 200W up to 20kW (with 240 V line)

•Unity power factor, sine wave current draw

•GFI outlet compatible

•Automatic mode switching (recharge mode activated when charge power is connected)

•Controlled battery discharge into power line for battery diagnostics and V2G

•UPS mode for backup power and energy transfer to other electric vehicles.

Designed-in Safety

•No exposed high voltage surfaces

•All control wiring is grounded, 12 V or less

•Protection against over-current, over-voltage and over-temperature conditions.

•Battery floats with respect to vehicle chassis

•Double insulated motor

•Zero motor back-EMF when excitation removed

•Interlocks prevent accidental operation

OPERATING PERFORMANCE

Voltage 350 V nominal

240 V min, 450 V max

Current 580 Adc max (drive)

200 Adc max (regeneration)

Torque 225 Nm max, 0-5,000 rpm (drive)

115 Nm max (regeneration)

Power 150 kW max 6,000-12,000 rpm

50 kW continuous

EFFICIENCY

Drive: 91% peak

86% road load (30 kW, 8500 rpm)

Charge: >90% (240 V line, 10 kW)

POWER ELECTRONICS UNIT

Pulse-width-modulated, voltage fed, IGBT inverter with current mode, sine-modulated controls; battery charging circuitry; auxiliary 13.5V power supply; and interfaces for control pedals and dash instruments. Environmentally rugged forced

air-cooled design.

Dimensions*: 186 x 313 x 760 mm

Total weight: 30 kg (incl blower)

Cooling: Forced-air with pwm control

Power connectors: Aircraft-style circular

Control connectors: automotive

Control inputs: Ground-referenced signals for key switch, accelerator pedal, regenerative sensitivity, forward, neutral, and reverse; and RS-232 for recharge/discharge control

Instrumentation outputs: RS-232 for battery voltage, inverter, hybrid and drive current, inverter temp, motor temp, motor rpm, motor direction, line voltage, line current, battery isolation, and 12V bus voltage

Power supply current**: 100 A @ 13.5 V

MOTOR

Four-pole induction, high frequency design with inverter-controlled magnetic flux.

Dimensions*: 245mm dia x 350 mm long

Total weight: 50 kg (incl blower)

Maximum rpm: 13,000

Insulation: Class H, double-insulated

Cooling: Forced-air with pwm control

Sensors: Winding temp, tachometer

* dimensions exclude blower and connectors

** up to 30 A allocated for cooling blowers

Tesla

Tesla Motors attained a significant milestone in July when it achieved overall corporate profitability with approximately $1 million of earnings on revenue of $20 million.

Tesla reached overall corporate profitability while continuing to develop the all-electric Model S sedan and opening regional sales and service centers. Profitability arose primarily from improved gross margin on the Roadster 2, the second iteration of Tesla’s award-winning sports car.

Tesla shipped a record 109 vehicles in July and enjoyed a surge in new Roadster purchases. In the third quarter, the privately held company will make significant deliveries to European customers while expanding its presence in several countries.

“We achieved a bottom-line profitability thanks to a tremendous amount of hard work by the Tesla team to improve quality, while simultaneously reducing costs on the Roadster,” said Tesla CEO and Product Architect Elon Musk. “This also shows that there is strong demand for a car that is unique in offering high performance with a clean conscience. Moreover, customers know that in buying the Roadster they are helping fund development of our mass market electric cars.”

Tesla Motors Roadster

The highly acclaimed Roadster — faster than a Porsche and twice as energy efficient as a Toyota Prius – is the only highway-capable electric vehicle for sale in North America or Europe. It’s the first production EV to travel more than 200 miles per charge and the first US- and EU-certified Lithium-Ion battery electric vehicle. With an estimated range of 244 miles per charge and zero tailpipe emissions, it offers supercar performance with a clean conscience.

The Roadster 2, which Tesla is building and shipping to customers now, features an array of enhancements. Those include a more powerful heating, ventilation and air-conditioning system, more comfortable seats and a more luxurious dashboard and cabin.

Last month Tesla began delivering the Roadster Sport, an even higher performance car that does 0 to 60 mph in 3.7 seconds, compared to 3.9 seconds for the standard Roadster. The Sport includes a more powerful motor, custom-tuned suspension and forged wheels. A customer’s Roadster Sport sprinted the quarter-mile in 12.643 seconds in late July, setting a class record in the National Electric Drag Racing Association.

Financing Now Available

Last month, Tesla announced Roadster financing through Bank of America. Financing means the Roadster can have lower total monthly costs than a gas-guzzling sports car with a similar sticker price. Prospective customers may complete loan documents in Tesla’s showrooms or online.

The Roadster is six times as energy-efficient as comparable sports cars – yet it does not require routine oil changes or exhaust system work. Roadsters have far fewer moving (and breakable) parts than internal combustion engine sports cars, which need replacement such as spark plugs, pistons, hoses, belts and clutches. The Roadster costs roughly $4 to fully recharge – a bargain even when gasoline costs less than $1 per gallon.

Tesla sells cars online and at showrooms in California (Menlo Park and West Los Angeles), New York City, Seattle and London. Tesla is rapidly expanding its network of showrooms this summer with stores in Chicago, South Florida, Washington DC, Toronto, Munich and Monaco.

Tesla has developed an industry-leading mobile service team, including highly skilled technicians who make “house calls” to customers’ homes or offices in every region where Tesla sells cars. Electric vehicles have far fewer moving (and breakable) parts than internal combustion engine vehicles. They qualify for federal and state tax credits, rebates, sales tax exemptions, free parking, commuter-lane passes and other perks.

Tesla, which in June won Department of Energy approval for $465 million in low-interest loans, is deep into the development of the Model S. The all-electric sedan will have a base price of $49,900, roughly half the price of the Roadster. Reducing unit cost on the Roadster is helping Tesla to bring the Model S to market at a vastly lower price point, paving the way to mass-market EVs for mainstream buyers.

In addition to the Model S program, Tesla is jointly developing an electric version of the popular Smart car with Daimler. The first of an initial test fleet of 1,000 electric Smart cars are expected to be on the road in late 2009.

About Tesla

Based in California’s Silicon Valley, Tesla Motors is the only automaker in the world manufacturing and selling highway-capable EVs. The company’s goal is to produce increasingly affordable cars to mainstream buyers – relentlessly driving down the cost of EV technology. Tesla also sells patented powertrain components to other automakers.

The yet-to-be-named Buick crossover will launch in late 2010 offering a family of fuel-efficient direct-injected gasoline engines, followed in 2011 by the plug-in hybrid model.

Stevens added,

Buick has always been at the forefront of new technology, so it is only fitting that the brand should debut our new plug-in hybrid technology in a beautiful new crossover. This will firmly put Buick, and GM, front and center in the advanced technology game.

A new Buick for a new customer

The new five-passenger crossover will build on the success of the Buick Enclave, offering the brand’s finely crafted execution and premium driving experience in a fuel-efficient package.

Susan Docherty, general manager of Buick-Pontiac-GMC had this to say,

Some customers who have been drawn to the Enclave were looking for something a little smaller, but they didn’t want to give up craftsmanship or a quiet ride to get there. We believe this new Buick will excite those customers, and will continue to broaden the appeal of the brand.

The Buick crossover will be powered by an Ecotec 2.4L direct-injected four-cylinder engine with an optional 3.0L direct-injected V-6, and is expected to deliver 30 miles per gallon or more on the highway. Final fuel economy estimates, as well as additional vehicle details such as name and pricing, will be announced later.

Plug-in hybrid model

The Buick plug-in hybrid is expected to be the first commercially available plug-in hybrid SUV produced by a major automaker.

The Buick plug-in hybrid has the potential to achieve double the fuel economy of comparably-sized SUVs on short trips. This significant boost is achieved by combining a modified version of GM’s proven 2-Mode Hybrid system with advanced lithium-ion battery cells and charging technology developed for GM’s Voltec system, which will debut in the Chevrolet Volt extended-range electric vehicle in late 2010.

“LG Chem – the supplier of our battery cells for the Volt – has also been selected to supply the lithium-ion cells for the new Buick plug-in hybrid, and its Troy, Mich.-based subsidiary Compact Power will supply the pack,” Stephens said.

The Buick plug-in hybrid will use the same manganese-spinel based chemistry and polymer battery cells as the Volt. The 8 kwh battery – containing half the energy of the Volt battery pack – will be packaged in a rectangular-shaped box under the cargo floor.

The lithium-ion battery can be fully recharged in four to five hours by simply connecting the vehicle to any standard 110V household electrical outlet. By recharging rather than refueling, the Buick plug-in hybrid significantly improves fuel economy and reduces petroleum use. In early testing, the plug-in hybrid is capable of electric-only propulsion for more than 10 miles at low speeds.

On the road, GM’s 2-Mode plug-in hybrid system can use any combination of electric or gasoline engine power to move the vehicle, depending on the driving conditions. This differs from GM’s Voltec technology, which provides the Volt with up to 40 miles of emissions- and petroleum-free electric-only propulsion, and an overall range of more than 300 miles with its flex-fuel engine-generator.

In addition to the lithium-ion battery pack, the Buick plug-in hybrid’s powertrain features two powerful electric motors, sophisticated electronic controls and battery management systems and an efficient direct-injected 3.6L V-6 flex-fuel engine.

About General Motors: General Motors Company, one of the world’s largest automakers, traces its roots back to 1908. With its global headquarters in Detroit, GM employs 235,000 people in every major region of the world and does business in some 140 countries. GM and its strategic partners produce cars and trucks in 34 countries, and sell and service these vehicles through the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, Opel, Vauxhall and Wuling. GM’s largest national market is the United States, followed by China, Brazil, the United Kingdom, Canada, Russia and Germany. GM’s OnStar subsidiary is the industry leader in vehicle safety, security and information services. General Motors Company acquired operations from General Motors Corporation on July 10, 2009, and references to prior periods in this and other press materials refer to operations of the old General Motors Corporation. More information on the new General Motors Company can be found at www.gm.com.