Tuesday, February 10

Day One - SAE 2015 Hybrid & Electric Vehicles Technologies SymposiumSession Code: HYB100

Room TBD

8:00 a.m.

8:30 a.m.

9:00 a.m.

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Keynote Address by California Senator Fran Pavley

The Strategic Outlook of Electrification

Electrified Vehicles in the 2017-2025 Light-duty Greenhouse GasRegulation and the Midterm Evaluation

Fran Pavley

Kevin Layden, Ford Motor Co.

Michael Olechiw, US Environmental Protection Agency

Time Paper No. Title

SAE 2015 Hybrid & Electric VehiclesTechnologies Symposium

Technical Session Schedule

As of 02/16/2015 07:41 pm

ALL DAYSession Time:

Senator Pavley will discuss how state greenhouse gas reductionand clean air policies are driving technology innovation in thetransportation sector and spurring regional and internationalcollaboration.

Global emission regulations are becoming more and morestringent with every passing legislation. To meet theserequirements, OEMs are turning to electrified powertraintechnologies. Often conflicting global regulatory requirementsprevent OEMs from offering a system that may provide the mostbenefit to society as well as realizing economies of scale. Thereare many levels of electrification ¿ from minimal electrification as inthe start/stop application to an electric-only powertrain of the BEV¿ with each variant of electrification having different levels ofacceptance by the typical customer. The main challenge facingthe OEMs is to put forth a portfolio of electrified vehicles that notonly satisfy the regulatory requirements, but also are acceptable tothe mainstream customer and do all this profitably.

The Environmental Protection Agency, in close cooperation withNational Traffic Safety Administration and the California AirResources Board, is currently preparing for the 2017~2025 MYLight-duty Greenhouse Gas Midterm Evaluation. Thispresentation will provide an brief overview of the final rule underwhich the EPA promulgated the GHG standards and informationregarding a ¿midterm evaluation¿. The midterm evaluation will bea check point at which time the three agencies will determine if thestandards from 2022 MY through 2025 MY should remain as set,become less stringent, or more stringent. In addition, thepresentation will focus on the potential role of electrified vehicles inthe agencies estimates of how the standards will be met and thework currently being conducted by the EPA to evaluate the latestelectrified vehicle product offerings.

9:30 a.m.

10:00 a.m.

10:30 a.m.

11:00 a.m.

11:30 a.m.

12:00 p.m.

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Economics of Electrified Vehicles

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US Consumers¿ Perceptions and Preference for Powertrain Systemsand Technologies

Modelling the Future Market of Electrified Powertrains in the UnitedStates: TCO and Customer Utility

Electrified Vehicle Activities and Trends in France and Europe

Networking Lunch

Itay Michaeli, Citi Research

Veerender Kaul, Frost & Sullivan

Jacob Ward, Department of Energy

Francois C. Badin, IFP Energies Nouvelles

In this Car of the Future report, we attempt to explain and evaluatethose global automotive technologies that will shape tomorrow¿scars ¿ from assembly to safety to fuel. In identifying and evaluatingthese future technologies, we also put together a basic investorframework that evaluates the potential for each technology byasking some simple questions ¿ things like ¿Is there a specificregulatory driver?¿ Or ¿Is it reasonably affordable to consumers?¿We think this is a good starting point for sorting through theplethora of opportunity and change that¿s out there.

Determining cost effective approaches and technologies tosimultaneously meet the progressively higher Corporate AverageFuel Economy (CAFE) standards as well as changing customerneeds and tastes is a key challenge for vehicle manufacturers.

The market for Plug-In Electric Vehicles (PEVs) in the U.S. isinherently uncertain; analysts have projected market penetrationsranging from near-nothing to near-market saturation over time.Two useful analytical frameworks for making sense of thisuncertainty are 1) a total costs of ownership (TCO) comparison,which examine vehicle prices, operating costs, and payback periodpotential; and 2) vehicle choice models (VCM) that estimateconsumer willingness-to-pay at the interface of vehiclecharacteristics and driver preferences. This presentation willintroduce and apply a suite of U.S. Department of Energy andNational Laboratory TCO and VCM models to explore technologyand policy options that can help facilitate an electric mobility future.

The presentation will describe the situation and main trends inHEVs, PHEVs and EVs in Europe and France, considering thetopics of the market, and the influence of incentives in variouscountries and according to time. The main characteristics of theEuropean marketed vehicles and charging infrastructures will becompared. The presentation will detail research and developmentprojects on innovative charging systems and infrastructures inEurope. As far as PHEVs are concerned, the specific evaluationprocedures and induced results will be presented. The paper willbe based on IFPEN experience on PHEVs testing, simulation andprototype realizations, mainly in collaboration with other French orEuropean actors.

1:00 p.m.

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2:00 p.m.

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3:30 p.m.

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INL Advanced Vehicle Testing Results from a Range of UsageScenarios

Understanding the `Why¿ Behind eVMT Variation in the Household: AHolistic Approach Linking Consumer Surveys to On-road DataCollection

eVMT Analysis of On-Road Data from Plug-In Hybrid Electric andAll-Electric Vehicles

Observed Variations in Blended PHEV Operation - Advantages andLimitations

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Autonomous & Connected Vehicles - From Nissan's Perspective

Matthew Shirk, Idaho National Laboratory

Michael Nicholas, Univ. of California-Davis

Matthew Shirk, Idaho National Laboratory

Michael Duoba, Argonne National Laboratory

Maarten Sierhuis, Nissan Research Center Silicon Valley

INL's accelerated vehicle testing has been collecting field datafrom the latest Plug-In Electric Vehicles. These vehicle vary intheir ability to displace petroleum consumption by their design, aswell as how they are used. Results from field testing show how therange of utility obtained under various usage conditions. Chargingdata is also being collected and analyzed for vehicles equippedwith different battery thermal management systems, which canimpact the energy transferred and the time required to charge.

There are a variety of Plug-in Vehicles (PEVs) on the road todaywith different battery sizes and different powertrain strategiesranging from pure electric operation in a BEV to gasoline andelectric operation in a PHEV. How are consumers using thesevehicles and why do some households with the same vehicle typeget more or fewer electric vehicle miles traveled (eVMT)? Thispresentation describes ongoing work comparing one year of in-use data from instrumented household vehicles including ICEs todifferent metrics: consumer characteristics (number of drivers,number of other vehicles, commute/travel needs), access tocharging, price of electricity, attitudes (purchase motivation,motivation to plug-in), vehicle range and vehicle design.

Electric Vehicle Miles Traveled (eVMT) analysis was conducted on158,000,000 miles of on-road data from 21,600 PHEVs and BEVsin collaboration with Honda, Ford, Toyota, and GM. The resultsshowed the three all-electric vehicles ranged in annual eVMT from9,550 mi to 9,700 mi and the PHEVs / EREVs annual eVMTranged from 2,500 mi to 9,100 mi. These results were presented tothe California Air Resources Board in regards to ZEV Credit on theAdvanced Clean Cars Program Mid-Term Review.

Whereas PHEVs with full ¿E-REV¿ capability have predicableoperational characteristics in their respective modes, estimationsregarding benefits for blended-type PHEVs in fuel displacementand reduced engine-start emissions can vary dramaticallydepending upon many design aspects. Using test results fromseveral production PHEVs and analysis of driving patterns,expected benefits are presented along with outcomes that arehighly uncertain. The conclusions highlight a pressing need forbetter understanding of in-use driving patterns in order to fullyquantify the benefits of different PHEV designs for both certificationand real-world use.

Wednesday, February 11

Day Two - SAE 2015 Hybrid & Electric Vehicles Technologies SymposiumSession Code: HYB200

Room TBD

4:00 p.m.

4:30 p.m.

4:45 p.m.

5:15 p.m.

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Impact of Connected and Automated Vehicles on Electrified VehicleEnergy Consumption

15 MINUTE BREAK

Technology Quickly: Rapid Systems Development in F1 and Beyond

Formula 1 - Lessons from 2014 and Expectations for 2015

Aymeric P. Rousseau, Argonne National Laboratory

Angus Lyon, Rockfort Engineering

Gerhard Schagerl, AVL LIST GmbH

Time Paper No. Title

ALL DAYSession Time:

Connected & Automated Vehicles (CAVs) have the potential tosignificantly affect future transportation technologies in the areas ofsafety, mobility and energy. So far, most of the research has beenfocused on safety. Related to energy, some preliminary workperformed under the leadership of the DOT/AERIS program hasfocused on individual vehicles based on current conventionalpowertrain technologies. The objective of the project is to assessthe energy impact of CAVs of individual vehicles as well as fleets(i.e. up to several million trips) for a wide range of powertrainconfigurations (i.e., conventional, BISG, CISG, HEV, PHEV, BEV,FCHEV) and component technologies (i.e. current & future). Dueto the large number of technologies and use cases related toCAVs, several set of tools have been integrated and/or developedto evaluate the impact of multiple electric drive vehicles from start-stop to HEVs, PHEVs and BEVs. The presentation will describethe processes as well as provide examples of energy impact suchas dedicated lanes for trucks, Cooperative Adaptive Cruise Control(CACC), eco-signals...

With the quantum changes to Formula 1 drivetrains introduced in2014, new technology had to be rapidly developed with acorresponding increase in costs. This made it difficult for thesmaller teams to deliver appropriate solutions at a time whenbudgets were being reduced. Using a combination of motorsportand automotive design and quality techniques RockfortEngineering delivered solutions into F1 on-time and correct-first-time. The techniques used are used in our other motorsport andnon-motorsport projects. In this talk, Angus Lyon from RockfortEngineering will give an insight into the winter of 2014 in Formula 1and explain why what was learned is of relevance to next-generation motorsport and mainstream technology developments.

In 2014 Formula 1 has introduced revolutionary combustion engineand electrified powertrain regulations. Gerhard Schagerl will reviewthese changes in Formula 1 and the resulting challenges for thecompeting race teams and power unit suppliers. </p>At the same time an outlook to the 2015 season will be presentedand potential developments will be discussed.

8:00 a.m.

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The Role of Electrified Vehicles in an Increasingly Urbanized GlobalVehicle Market

Mild Hybrid and Enablers for Fuel Economy Features

2nd Generation FWD-Based One Motor Two Clutch Hybrid

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Toyota Presentation

Chevrolet Volt Electric Utilization

Pamela Fletcher, General Motors Co.

Mazen Hammoud, Ford Motor Co.

Seishi Shimamura, Nissan Motor Co., Ltd.

Shinichi Abe, Keita Hashimoto, Toyota Motor Corp.

Steven Tarnowsky, General Motors Co.

Despite forecasts that the global car park will essentially double inthe next 15 to 20 years, a number of competing trends could putsignificant pressure on that growth including growing urbanization,increasing petroleum prices, and stabilizing vehicle prices indeveloped markets. Some evidence of this can already be seen inthe emergence and growth of the car sharing industry. Electrifiedvehicles are uniquely qualified to play a significant and sustainablerole in this environment.

Global regulatory changes, coupled with the customer wants, aredriving the need for various levels of electrification of powertrains.Depending on the customer drive cycle, Mild hybrids, operating at48V, may provide an optimal cost-benefit solution. 48V Mildhybrids provide an intermediate level of electrification between a12V start/stop system and 200V+ ¿Full¿ hybrid system offeringminimal electric only propulsion and regen capture. A Mild hybridarchitecture using a B-ISG is versatile enough to work with Gasand Diesel engines, Manual and Automatic transmissions. Due totheir parallel configuration, Mild hybrids are well suited for high-speed driving while providing a premium start-stop experience oncity driving. Furthermore, the presence of an onboard high voltagesource enables the implementation and use of many other vehiclefeatures which may enhance the vehicle experience for thecustomer.

Nissan will add 2nd generation Front-wheel drive based hybridelectric vehicle successor. Whereas previous FWD HybridQX60/Pathfinder are mild hybrid, this hybrid is strong hybrid. Weadopt our system to customer requirement using the goodscalability of Nissan One Motor Two Clutch Hybrid Concept.

Evaluation of one year of in-use operating data from firstgeneration Chevrolet Volt Extended-Range Electric Vehicle (E-REV) retail customers determined initial trip Internal CombustionEngine (ICE) starts were reduced by 70% relative to conventionalvehicles under the same driving conditions. These Volt driverswere able to travel 74% of their total miles in EV without requiringthe ICE¿s support. Using this first generation Volt data,performance of the second generation Volt is projected. TheSouthern California Association of Governments (SCAG) RegionalTravel Survey (RTS) data set was also processed to makecomparisons between realistic PHEV constraints and E-REVconfigurations. A Volt characteristic E-REV was found to provideup to 40 times more all-electric trips than a PHEV over the samedata set.

11:00 a.m.

11:30 a.m.

12:30 p.m.

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The Second-Generation ¿Voltec¿ Extended-Range Electric VehiclePropulsion System

Networking Lunch with Exhibits

2nd Generation Volt Electric Motors - Design and Optimization forPerformance and Rare-earth Mitigation

Timothy M. Grewe, GM Engineering

Sinisa Jurkovic, General Motors

The Chevrolet Volt is an electric vehicle with a gasoline rangeextender. For 2016, GM has developed second generation of theVolt vehicle and ¿Voltec¿ propulsion system. Building on theexperience of the first generation Volt, the second generationtargeted improved all-electric range, improved charge sustainingfuel economy, improved performance, and significant costreduction. All of this was to be accomplished while maintaining theEV character of the first generation Volt which customers clearlyvalued. This presentation describes the next generation ¿Voltec¿system and the realized improvements in efficiency andperformance.

This presentation describes the design and performance details ofelectric propulsion system for GM's second generation ExtendedRange Electric Vehicle (EREV). Since its introduction in 2011Chevy Volts have been driven over half a billion miles, (TBD %) ofwhich in EV mode. The second generation of Volt brings asignificant mass reduction and increased performance, EV drivingrange and fuel economy while simultaneously reducing rare earthcontent in its traction electric motors.</p>The electric propulsion system is built on two electric machines;both PMAC topology. While hybrid-electric vehicles are gaining inpopularity in hopes of addressing cleaner, energy sustainabletechnology in transportation, materials sustainability and rare earthdependence mitigation has not been the first priority in the hybridsavailable on the market today. Design robustness to material costvolatility is crucial in automotive industry success and thereforedesigning electric propulsion to minimize or eliminate rare earthusage plays a major role in HEVs success. The objective of thiswork is to present the newly redesigned propulsion system foradded performance while simultaneously reducing the rare earthand heavy rare earth content by over 85% and 50% respectivelyand in turn the cost of the system and yielding all around "cleaner"and more sustainable vehicle. </p>From an engineering point of view, this is a tall order by anymeasure so various technologies were utilized to achieve this goal.The presentation will discuss grain boundary dysprosium diffusionprocess in permanent magnets as means to rare earth reduction inPMAC machines and design challenges surrounding such materialuse. We will also examine innovative PMAC topologies employingferrite magnets to completely eliminate rare earth usage whilemaintaining the electric drive unit performance. The design ofelectric machines will be discussed in detail along withperformance measurement results as well as thermal and NVHaspects.

1:00 p.m.

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2:00 p.m.

2:30 p.m.

3:00 p.m.

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The 2016 Chevrolet Volt Inverter

Optimized Strategy for Hybrid Powertrain Control to Reduce the GMPFuel Consumption

The High Voltage System of the Porsche Panamera S E-Hybrid

BREAK

Analysis on Customers¿ Usage Data of Fit EV

Peter Savagian, General Motors Co.

Nesrine Ben Beldi, PSA Peugeot Citroen

Nora Lobenstein, Christian Jung, Porsche AG

Koichiro Takemasa, Honda R&D Co., Ltd.

The 2016 Chevrolet Volt is uses an all-new propulsion system thatresults in significant size and mass reductions and at the sametime, efficiency improvements for breakthrough vehicle range andenergy consumption as well as vehicle performanceimprovements. The two motor traction drive, all-electric oilpumping system featured in the new Voltec 5ET50 drive unit arecontrolled and driven by a unique drive unit integrated inverterassembly. This assembly features a variety of new technologies toenable the benefits and integration and performance and hasindustry leading specifications. This presentation will look at a fewof these power electronics and packaging technologies.

In order to be in line with strict fuel consumption norms andlegislatives, and an important demanding market we developed anoptimized strategy for hybrid GMP technologies that can beapplied for the design of hybrid powertrain systems. The aim of ourdeveloped control strategy is to reduce the diesel engineconsumption in a hybrid powertrain system, while insuring at thesame time its feasibility with regard to the design constraintsconsidered such as vehicle dynamics and architectureimplementation.

The Panamera S E-Hybrid offers an entirely new electric mobilitydriving experience. It is an advanced development of the parallelfull hybrid with a more powerful electric motor and a higher-performance battery that supplies more energy and can becharged externally from the electrical grid. The electric driveproduces 95 hp (70 kW). It draws its energy from a newlydeveloped lithium-ion battery. Combined with the superchargedV6 motor, which produces 333 hp (245 kW), the Panamera S E-Hybrid attains a system power of 416 hp (306 kW). Even morethan the previous model, it masters the connection betweenefficiency and emotion, superior performance and sportiness, andthe avant-garde and everyday utility.

Honda started leasing Fit EV with lithium-ion battery in Japan andin the USA in 2012 summer. With telematics function Fit EVperiodically transmits various data of vehicle and battery usage toHonda¿s servers for analysis (Honda obtained the consents of allcustomers to the data transmission and usage). As of August 2014the servers stored the usage data of more than 10 million-miledriving from about 1,000 EVs, amounting to 400 million records. Byanalyzing the large volume of data, we categorized variouscharacteristic usage patterns; we categorized distinctive usagepatterns that influence battery durability.

Thursday, February 12

Day Three - SAE 2015 Hybrid & Electric Vehicles Technologies SymposiumSession Code: HYB300

Room TBD

3:30 p.m.

4:00 p.m.

8:00 a.m.

8:30 a.m.

9:00 a.m.

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Nissan e-NV200 2nd Electric Vehicle Overview

Expert Panel Discussion

Progress on FCEV and H2 Infrastructure Commercialization inCalifornia

Technical Overview of the Toyota Mirai

Designing a Durable, Low-cost and High Volume Fuel Cell

Hideyuki Tateno, Nissan Motor Co., Ltd.

William Elrick, California Fuel Cell Partnership

Jacquelyn Birdsall, Toyota Motor Engineering & Mfg NA Inc.

Andrew D. Bosco, General Motors Co.

Time Paper No. Title

ALL DAYSession Time:

Nissan has started production and sales of e-NV200 in 2014.Introduction of overview of e-NV200 which is 2nd EV followingLEAF and 1st Light commercial vehicle EV.Combination of competitive packaging of NV200 and EVtechnology of LEAF has made e-NV200. This session containshow e-NV200 is fitted e-powertrain and battery to original NV200and some technical points and features including power plug. Alsosome sample driving case of actual EV operation will bepresented.

California is ground zero for launching fuel cell electric vehiclesand hydrogen stations into the retail market, having combinedregulatory policies with collaboration, incentives and outreach tocreate the market conditions for success. The California Fuel CellPartnership, a collaboration comprised of automakers, fuelproviders, technology companies, and government agencies,published A California Roadmap in 2012. This presentationdescribes the progress taking place in vehicle deployments,infrastructure development, community preparations, and nextsteps.

Over the past two years, Honda and General Motors have beenworking jointly on next generation fuel cell and hydrogen storagesystems for the automotive market. These subsystems presentunique challenges to balance cost, reliability and performance - allwhile implementing the new and quickly developing technologiesrequired for a commercial product. The presentation will focus onthe integration of new materials, advanced processes and noveldesigns into a commercially viable product. We will also explorethe remaining opportunities and barriers to high-volumeproduction and the role of suppliers in the enterprise.

Robert Larsen, OboTech. LLCPanelists - Shinichi Abe, Toyota Motor Corp.; Pamela

Fletcher, General Motors Co.; Kevin Layden, FordMotor Co.; TBD, Nissan;

Moderators -

9:30 a.m.

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10:30 a.m.

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Meeting F-CELL Customer Expectations through Data Analysis

An Overview of DOE¿s and CARB¿s Zero Emission Truck Activities

BREAK

Tim McGuire, Mercedes-Benz RDNA Inc.

Pete Devlin, US Dept. of Energy; Yachun Chow, California AirResources Board

Mercedes-Benz has been researching and developing fuel cellvehicles for over 20 years. Its latest generation B-Class F-CELLpassenger vehicle has been operating in Europe and the U.S.since 2010. 200 vehicles have been deployed worldwide, and 70 ofthem in California. In an effort to bring fuel cell vehicles from theresearch, development and demonstration phase to thecommercial phase, Mercedes-Benz has chosen to lease the B-Class F-CELL to individuals at select dealerships following thesame processes and procedures as used with conventionalvehicles. In this customer acceptance phase, data from real-worlddriving is collected through a fleet data acquisition system andfeedback from customers as they drive the vehicle just like anyother one in their garage.</p>This presentation will focus on the feedback and data collectedfrom customers and vehicles, points of analysis, and how results ofthe analysis were used to improve and ensure that customerexpectations are met.

The United States and the state of California have challenging airquality and petroleum reduction missions to meet. The successfulcommercialization of advanced clean technology vehicles,including zero-emission vehicle technologies, in all vehicle classesis key to meeting the air quality and petroleum reduction missions.This presentation will provide an overview of the suite of activitiesat the U.S. Department of Energy (DOE) and at the California AirResources Board (ARB) to accelerate the commercialization of aportfolio of zero-emission medium duty (MD) and heavy duty (HD)trucks and buses, which will improve air quality and reducepetroleum usage of Class 3-8 vehicles. DOE topics will includedevelopment and demonstration of battery electric, PEM fuel cellelectric, and fuel cell ¿ battery hybrid electric truck and bustechnologies, including both on-road and off-road MD & HDvehicles, and auxiliary power systems for refrigeration units ontrucks. ARB topics will include an overview of ARB¿s mobilesource emission reduction strategies, including zero emission andnear-zero emission MD & HD vehicle deployment, and current andfuture funding opportunities.

11:00 a.m.

11:30 a.m.

12:00 p.m.

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System Parameters, Modeling, Design, and Simulations of HighPower Wireless Charging for Heavy Duty EV Applications

DOE's Efforts to Develop Hybrid Powertrain Technologies for Heavy-Duty Vehicles

Networking Lunch with Exhibits

Perry Jones, Oak Ridge National Laboratory

Glenn Keller, Argonne National Laboratory

Near-field electromagnetic resonant induction based wirelesspower transfer systems have achieved great developments inrecent ten years for charging portable electronics, medical devices,home and industrial devices, and electric vehicles. </p>Currently, for electric vehicles, most of developments are designedfor 3.3kW power levels and only very few applications candemonstrate >10kW power transfer rate. For heavy duty vehiclesincluding fleet and cargo trucks and shuttles, a minimum 30-80kWwould be required for reasonable charging times. For largerbusses and semi-trucks, >100kW power transfer rate is typicallydesired. </p>For high power applications important challenges remain for areasin electromagnetic coupler architecture and design, high power ¿power electronic converter (inverter and rectifier) design, and thethermal management for both the coupler and the powerelectronics. The other significant challenge is the greater air gapsthat is likely to occur for a WPT deployment in heavy duty vehiclesthat results in lower coupling factor, reduced efficiency, higher fieldemissions, and higher reactive power burden on the highfrequency power inverter to magnetize the mutual inductancebranch. </p>Although high power WPT systems have been investigatedrecently, there is limited literature work that has focused on thedesign methodology of the high power WPT system with highefficiency, low fringe field emissions, and low flux density. Thisstudy presents a design methodology for a high power WPTsystem along with component models and preliminary simulationresults.

The light-duty vehicle market has already capitalized on theimplementation of hybrid vehicles, whereas the heavy-duty vehiclesegment is currently evaluating the benefits from hybridpowertrains. The U.S. Department of Energy, with the initiation ofits SuperTruck Program, has provided a nationwide stage for thedemonstration of advanced fuel saving technologies in heavy-dutyvehicles. This presentation will provide an overview of the DOESuperTruck program, and proceed to focus on its overall successwith reference to individual efforts involving the application ofhybrid powertrains and additional electrification components toClass 8 trucks. Gain insights into the current HD industryperspective on hybridization and the economic barriers to beaddressed.

1:00 p.m.

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2:00 p.m.

2:30 p.m.

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Testing of Electrified Powertrains and their Components

Wireless Power Technology: Moving from Lab to Feld Test

SAE Cooperative Research Project to support E-Mobility:Development of Industry Standards and Test Procedures for Plug-InElectric Vehicle Safety and Interoperability with Electric VehicleSupply Equipment

Status Summary of PEV Connectivity and Communication Standards

Volker Niemeyer, AVL LIST GmbH

Perry Jones, Oak Ridge National Laboratory

Keith Wilson, SAE International

Theodore Bohn, Argonne National Laboratory

With the challenging global targets in reducing C02 and fuelconsumption, with today's known technologies there is no wayaround to replace fossil power sources by alternative energies.Depending on the car model, application and market strategy theOEM has the choice from Micro/Mild Hybrids to Full-/PluginHybrids and even BEVs or FCVs. Especially the high voltageelectric power trains of Full- and Plugin Hybrids require significantdevelopment work, validation and resources. The presentation willgive an insight into typical test equipment for components and(sub) system integration along the development-V and howrecorded data and simulation models can be shared/reused.

Wireless power transfer systems have received increasingattention over the past few years, with substantial interest andinvestment from OEMs as well as the aftermarket community. </p>As part of a Department of Energy supported WPT project, ORNLand partners have been maturing their resonant induction WPTtechnology, vehicle integration strategy and site preparation forfleet evaluation which will take place in 2015.</p>This presentation will discuss recent hardware developments,interoperability questions and test site development and planningto allow for WPT systems evaluations to improve knowledge andcreate systems level characterizations required for large scaledeployments.

The presentation will concentrate on a brief overview of SAEelectro-mobility ground vehicle standards development activities.The main focus of the presentation will provide an overview of anindustry/government cooperative research project to establishrequirements, specifications, test procedures and certificationprocesses to ensure the interoperability of PEV¿s and PHEV¿sand Electric Vehicle Supply Equipment (EVSE).

Plug-in electric vehicles, both battery only and hybrids, are widelydeployed in the US today with more new models being announcedeach year. Public and private charging infrastructure rely on stableand open standards for connectivity and communication to theinfrastructure as well as to the vehicle. This presentation coversthe current state published connectivity standards as well asvalidation activities to improve existing and near term draftstandards. This includes AC charging, DC charging, wirelesscharging as well as point of dispensing compliance standards.

3:00 p.m.

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4:00 p.m.

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Mitsubishi Motors Outlander PHEV V2H Capabilities

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Expert Panel Discussion: Energy Storage - Global Trends

David N. Patterson, Mitsubishi Motors R&D of America Inc.

Menahem Anderman, Advanced Automotive Batteries;Prabhakar B. Patil, LG Chem Power Inc.; Zonghai Chen,Argonne National Laboratory; Robert Taenaka, Ford Motor Co.

Mitsubishi Motors Corporation recently announces that theOutlander PHEV is now also able to supply electrical power tohome using a V2H system in addition to be able to be chargedfrom a domestic outlet. To date, the use of a V2H system had onlybeen approved for all-electric vehicles such as the Mitsubishi i-MiEV series. However, it has recently been approved that theOutlander PHEV will be treated as an all-electric as its enginedoes not run while the vehicle is connected to a V2H system. TheV2H system makes it possible to use the Outlander PHEV as anemergency power source, supplying electricity stored in thevehicle's drive battery to run domestic appliances in a poweroutage or a natural disaster. This is a world-first for a plug-inhybrid electric vehicle. As a result, both current and future ownersof the Outlander PHEV will be now able to use a V2H system. </p>This presentation will provide an update on this technology andprocess to bring into North American market.

Justin Ward, Toyota Motor Engineering & MfgNA Inc.Panelists -

Menahem Anderman, Advanced AutomotiveBatteries; Zonghai Chen, Argonne NationalLaboratory; Prabhakar B. Patil, LG Chem PowerInc.; Robert Taenaka, Ford Motor Co.;

Moderators -