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A plug-in, charge-depleting, parallel hybrid powertrain has been developed for a high performance sport utility vehicle. Based on the Ford U152 Explorer platform, implementation of the hybrid powertrain has resulted in an efficient, high performance vehicle with a 0-60 mph acceleration time of 7.5 seconds. A dual drive system allows for four-wheel drive capability while optimizing regenerative braking and minimizing electric motor cogging losses. Design of the system focused on reducing petroleum use, lowering greenhouse gas emissions, and reducing criteria tailpipe emissions. Additionally, this vehicle has been designed as a partial zero emissions vehicle (PZEV), allowing the driver to travel up to 50 miles in a zero emission all-electric mode. High-energy traction battery packs can be charged from the grid, yielding higher efficiencies and lower critical emissions, or maintained through the internal combustion engine (ICE) as with a traditional hybrid vehicle.

HEVs historically have had reduced performance at elevations higher than sea level. The effects of this loss of performance can be mediated with the use of a standard turbocharger; however, approximately 80-90% of the vehicle's operation is at altitudes where full boost from the turbocharger is not needed to maintain performance characteristics comparable to conventional vehicles of the same size. If the turbocharger is used to drive an electric generator, the power produced by the turbine section that is not needed to produce boost in the compressor section of the turbocharger can be used to charge the traction battery of HEVs. The Exhaust Gas Driven Generator converts the thermal energy, normally wasted through the exhaust of the ICE, to electrical energy stored in the traction battery of the HEV.

Yosemite is an advanced hybrid electric vehicle built on the Ford U152 Explorer platform. The University of California, Davis, FutureTruck team designed Yosemite to meet the following objectives: 1 Maximize vehicle energy efficiency 2 Minimize petroleum consumption 3 Reduce fuel cycle greenhouse gas emissions 4 Achieve California Super Ultra Low Emission Vehicle (SULEV) target 5 Deliver class-leading performance The University of California, Davis FutureTruck team redesigned a 2002 Ford Explorer as a Hybrid Electric Vehicle to meet the following goals: reduce fuel cycle greenhouse gas emissions by 67%, double the fuel economy of a stock Explorer, meet California's Super Ultra Low Emissions Vehicle standard, and qualify for substantial Partial Zero Emissions Vehicle credits in California. Yosemite meets these goals with an efficient flexible fuel hybrid powertrain, improved component systems, and an advanced control system.

The University of California, Davis FutureTruck team redesigned a 2000 Chevrolet Suburban as a Hybrid Electric Vehicle to meet the following goals: reduce fuel cycle greenhouse gas emissions by 66%, increase vehicle fuel economy to double that of the stock Suburban, meet California's Super Ultra Low Emissions Vehicle standard, and qualify for substantial Partial Zero Emissions Vehicle credits in California. Sequoia meets these goals with an efficient powertrain, improved component systems, and an advanced control system. Sequoia utilizes two independent powertrains to provide Four-Wheel Drive and achieve stock towing capacity. The primary powertrain combines a 1.9L gasoline engine inline with a 75 kW brushless DC motor driving the rear wheels. This powertrain configuration is simple, compact, reliable, and allows flexibility in control strategy. The secondary powertrain employs a 75 kW brushless DC motor to drive the front differential.

The UC Davis FutureCar Team has redesigned a 1996 Ford Taurus as a parallel hybrid electric vehicle with the goals of tripling the fuel economy, achieving California ultra low emissions levels (ULEV), and qualifying for partial zero emissions vehicle (ZEV) credits in California. These goals were approached using a highly efficient powertrain, reducing component weight, and improving stock aerodynamics. A charge depletion driving strategy was chosen to maximize energy economy and provide substantial all-electric operating capabilities. The UC Davis FutureCar couples a Honda 660 cc gasoline engine and a UNIQ Mobility 48 kW-peak brushless permanent magnet motor within a compact, lightweight, and reliable powertrain. The motor is powered by a 15.4 kWh Ovonic Nickel Metal Hydride battery pack. The body of the vehicle has been reshaped using carbon fiber composite panels to improve airflow characteristics and reduce weight.

This paper is written to provide information on the fuel efficiency, emissions and energy cost of vehicles ranging from a pure electric (ZEV) to gasoline hybrid vehicles with electric range varying from 30 mi (50km) to 100 mi (160km). The Federal government s PNGV and CARB s ZEV have different goals, this paper explores some possibilities for hybrid-electric vehicle designs to meet both goals with existing technologies and batteries. The SAE/CARB testing procedures for determining energy and emission performance for EV and HEV and CARB s HEV ruling for ZEV credit are also critically evaluated. This paper intends to clarify some confusion over the comparison, discussion and design of electric- hybrid- and conventional- vehicles as well.

The goal of this paper is to discuss and evaluate audio and video human feedback systems for use in the control of remotely operated heavy earth moving equipment. A CASE 621 mid sized front end loader is used as the basis for evaluating remote vehicle systems for use in heavy earth moving equipment where removal of the operator from the vehicle cabin may reduce operator injuries and deaths resulting from operations in dangerous environments. This is the objective of the Teleoperated Automated Maintenance Equipment Robotics project (TAMER). A remote vehicle workstation which can be mounted in a pick-up truck bed has been developed to evaluate remote control of the vehicle and operator feedback requirements. The primary means of feedback for successful control of the remote vehicle is through the use of a transmitted three dimensional video image used to duplicate the operators on-board visual environment.

A new technique for obtaining engine emission flow rate maps has been developed. The maps are based on specific emissions data obtained on a continuous basis over a single EPA-CVS urban driving cycle test. The data are averaged for the various torque-speed ranges of the engine. It has been found that these dynamic average emission flow rate maps, which are functions only of engine torque and speed, allow instantaneous emissions to be fairly accurately predicted. It also appears that the technique might be used advantageously to determine engine calibration parameters.