1. Vehicle Technologies Program
David Howell
Steven Boyd
Lee Slezak
Hybrid and Electric Systems R&D
November 18, 2009 1

2. U.S. Petroleum Production and Consumption, 1970-2035
2009 Oil Use in the U.S.
(19.4 MBPD)
Highway
59%
Other Transportation
11%
Residential 3%
Commercial 2%
Industrial
24%
Electric Power 1%
2007 Trans. CO2 Emissions
32% of Total U.S.
Rail
Highway
82%
Air
10%
Water 3%
Pipeline 2%
In 1989 the transportation sector petroleum consumption surpassed U.S. petroleum production for the first time, creating a gap that must be met with imports of petroleum. By the year 2035, transportation petroleum consumption is expected to grow to more than 17 million barrels per day; at that time, the gap between U.S. production and transportation consumption will be about 5 million barrels per day (when including the non-petroleum sources). The highway mode is expected to account for the largest growth in petroleum use, with light truck and heavy truck petroleum usage growing the fastest.
U.S. Vehicle Market
240 Million vehicles on the road
Approximately 9M new cars & light trucks for 2009; average is 15.7 M/yr
Hybrid vehicles now ~3% of sales
13 Million cars and light trucks taken out of use per year 2

3. Vehicle Types and Benefits Performance and Affordability are the keys
Potential to Reduce Oil Consumption
Electric traction drives have the potential to significantly reduce oil consumption and provide a clear pathway for low-carbon transportation.
Vehicle Types and Benefits
1 kWh battery
Power Rating: 150kW (200 hp)
Vehicle Cost est $23,000
5.7 cents/mile
Toyota Prius
HEV
50 MPG
16 kWh battery
Power Rating: 170kW (230 hp)
Vehicle Cost est. $41,000
3.5 cents/mile
PHEV
Chevy Volt
MPGe TBD
≥ 24 kWh battery
Power Rating: ≥ 80 kW (107 hp)
Vehicle Cost $32,780
2.1 cents/mile EV
Nissan Leaf
All Electric
Achieving large national benefits depends on significant market penetration
Performance and Affordability are the keys 3

4. DOE Electric Drive Vehicle Activities
Basic science of electrochemistry and materials
Component research (battery, electric drive, controls)
Integrated vehicle systems
Charging equipment
Integration into “smart grid”
Codes, standards, regulations

5. Fiscal Year 2010 Budget Vehicle Technologies Hybrid & Electric Systems
Fuels
$24M
Technology
Integration
$33M
Materials
$51M
Advanced Combustion $57M
Adv. PEEM
$22
Vehicle &
Systems Simulation & Testing
$44M
Energy Storage
$76M
SBIR/STTR
$4M
Total – $311M
Total – $146M 5

6. 2015 GOALS: Reduce production cost of a PHEV battery to $270/kWh (70%)
Vehicle Technology Battery R&D Activities
CHARTER: Advance the development of batteries and other electrochemical energy storage devices to enable a large market penetration of hybrid and electric vehicles.
Program targets focus on enabling market success (increase performance at lower cost while meeting weight, volume, and safety targets.)
FY2010 Budget: $76 M
$44 M
$16M
$16 M
PEV
HEV
Exploratory
FY2011 Request: $96M
2015 GOALS: Reduce production cost of a PHEV battery to $270/kWh (70%)
Intermediate: By 2012, reduce the production cost of a PHEV battery to $500/kWh.

7. PHEV Technology Development Roadmap
Several lithium battery chemistries exist, including:
Graphite/Nickelate
Graphite/Iron Phosphate
Graphite/Manganese Spinel
Li-Titanate/High Voltage Nickelate
Li alloy & High capacity carbon negatives /High Voltage Positive
Li/Sulfur
Li Metal/Li-ion Polymer 1 5 2 3 6 4 7
Battery
Cost Reduction
Commercialization
Exploratory
Research
Battery Cell and Module
Development
Here’s a glimpse of our PHEV battery technology development roadmap.
Its important to note that there is a large family of lithium battery chemistries. I have listed the ones that we are currently pursuing either with battery development contracts or in our exploratory research effort.
You will notice that the more mature conventional hybrid batteries (the first 3 listed) are further along the PHEV battery development pathway. These are the battery chemistries that we are targeting for the shorter range PHEVs.
Those in the exploratory research stage have a much higher energy density and are the chemistries that we need to develop and mature to achieve our goals for the longer range PHEVs.
Figure 1 tracks the current progress toward commercial viability for various energy storage technologies for PHEV applications.
The battery cost reduction and commercialization phases remain to be achieved
for every candidate technology. 7 6 5 4 2 3 1 7

8. Vehicle Technology Battery R&D Activities
The Vehicle Technologies’ battery R&D is engaged in a wide range of topics,
from fundamental materials work through battery development and testing
Full System
Development
And Testing
Advanced Materials
Research
High Energy & High
Power Cell R&D
Commercialization
High energy cathodes
Alloy, Lithium anodes
High voltage electrolytes
Lithium Metal/ Li-air
High rate electrodes
High energy couples
Fabrication of high E cells
Ultracapacitor carbons
Hybrid Electric Vehicle (HEV) systems
10 and 40 mile Plug-in HEV systems
Advanced lead acid
Ultracapacitors
60 Lab & University projects to address cost, life, & safety of lithium-ion batteries & to develop next generation materials
35 Industry contracts to design, build, test battery prototype hardware, to optimize materials & processing specs, & reduce cost

9. DOE Battery Developer Accomplishments
DOE has a documented track record of success
Johnson Controls-Saft (JCS)
Supplying Li-ion batteries to BMW and to Mercedes HEVs.
A123Systems
Selling a 5kWh battery for Hymotion’s Prius conversion.
Partnering with Chrysler on EV battery development.
Compact Power/LG Chem
Supplying GM Volt PHEV battery
Supplying Ford Focus EV battery
JCS high-power lithium-ion battery pack
A123 Systems high-power lithium-ion cell
CPI/LG lithium-ion battery pack

10. Energy Storage Awards $287 M $735 M $462 M $10 M
American Reinvestment and Recovery Act
Energy Storage Awards
$1.5 Billion for Advanced Battery Manufacturing for Electric Drive Vehicles “Commercial Ready Technologies”
Material Supply
Cell
Components
Cell Fabrication
Pack Assembly
Recycling
Awards
9 Battery Pack or Cell Manufacturing Awards
10 Material Production Awards
1 Recycling Award
Lithium Supply
Separator Prod.
Iron Phosphate
Iron Phosphate
Lithium Ion
Chemetall Foote
Celgard
ENTEK/JCI
A123
A123
TOXCO
Electrolyte Prod.
Nickel Cobalt Metal
Nickel Cobalt Metal
Cathode Material
A123
BASF
Toda
JCI
SAFT
EnerDel
JCI
SAFT
EnerDel
Novolyte
Honeywell
Manganese Spinel
Manganese Spinel
Cell Cases
Timeline
December 2011 – Battery Manufacturing Capacity of 50,000 PHEV Batteries (10 Kilowatt-hours)
2015 – Battery Manufacturing Capacity of 500,000 PHEV Batteries (10 Kilowatt-hours)
Anode Material
EnerG2
Pyrotek
FutureFuel
H&T Waterbury
CPI-LG
DOW-Kokam GM
DOW-Kokam
Advanced Lead
Acid Batteries
Exide
East Penn
$287 M
$735 M
$462 M
$10 M

11. Advanced Power Electronics and Electric Machines
The Advanced Power Electronics and Electric Machines Activity covers the Range of Vehicle Electrification Applications
PHEV
HEV
FCV/BEV
Blended ICE/Electric
Power requirement ≥ 55 kW
Parallel architecture
Intermittent short operation
Sized for Electric Only
Power required increases (up to 200 kW)
Series architecture
Always “on”
PHEV Position in Spectrum Depends on Design 11

12. Traction Drive Components
Traction Drive Components (generic architecture)
Battery
Battery
Charger
Boost
Converter
Inverter
Electric
Motor
(200 – 450 V) DC
120 V AC
Traction Drive Components
(varies within vehicle architectures)
Battery charger - plug-in vehicles require a battery charger
Boost converter – step up the battery voltage to a higher output voltage when the electronic circuit requires a higher operating voltage than the battery can supply
Inverter – convert direct current (DC) to alternating current (AC) to provide phased power for vehicle traction motors and generators
Electric motor - provide power for driving
Force to
Drive Wheels
Power Management
(varies within vehicle architectures)
Bi-directional DC-DC converter – step up or step down the high battery voltage to move power among vehicle buses to operate accessories, lighting, air conditioning, brake assist, power steering, etc
200v-450v has been our voltage spec for years.. we HAVE used that value all over the place in the past, so I changed the link voltage to that.
The battery charger output has to be nominally what the battery is…so if it’s a 300v battery it needs to be slightly higher or you won’t get current to flow into the battery, I just deleted the 120V, cause it doesn’t jibe with the bus voltage.
The output of the boost shown was what Toyota uses (650v), but I hear it’s even going to 750v, I did’t think it’s good to make this a Toyota centric slide, so I deleted it.
Basically the only value we have is the buss voltage I left, and that spec is without a boost, but it should be OK.

13. R&D Status to Meet 2010 and 2015 Targets
On-the-Road Technology (low-temperature coolant)
Completed R&D (high-temperature coolant)
Completed R&D (low-temperature coolant)
“virtual” systems modeled using one or more R&D projects
75 —
Prius (Gen II)
Camry
50 —
On-the-Road Technology
AC Induction (EV1 system)
Cost
($/kW)
UQM (motor) + Semikron (inverter)
Completed R&D
Rockwell (inverter) + Delphi (motor)
25 —
In-Progress R&D
Completed R&D and In-Progress are “virtual” systems modeled using one or more R&D projects.
Points for specific systems are approximate because comparisons would be apples to oranges.
When power density is increased, costs increase (example Camry).
Camry and Prius costs are costs to the consumer, which includes overhead (consistent with targets).
In-Progress are projected to meet targets, if the projects are successful. R&D is very high risk.
The Rockwell/Delphi project set was completed about 6 to7 years ago; the UQM/Semikron set was completed about 4 years ago
GM (traction drive system)
ORNL + NREL (current source inverter + motor+ thermal management)
Delphi (inverter)
+ GE (motor)
2010 Targets
2015 Targets
2020 Targets 1 2 3 4 5
Power Density
(kW/l) 13 13

14. Research Focus Areas
Power Electronics
Focus Area
Benefits
New Topologies for Inverters and Converters
(Decrease size, cost, and improve reliability)
Avenue to achieve significant reductions in PE weight, volume, and cost and improve performance .
Reduce capacitance need by 50% to 90% yielding inverter volume reduction of 20% to 35% and cost reduction.
Reduce part count by integrating functionality thus reducing inverter size and cost and increasing reliability.
Reduce inductance, minimize electromagnetic interference (EMI) and ripple, reduce current through switches all result in reducing cost.
WBG Semiconductors (Temperature-tolerant devices)
Produces higher reliability, higher efficiency, and enables high-temperature operation.
Packaging
(Greatly reduced PE size, cost, and weight with higher reliability)
Provides opportunity for greatly decreased size and cost
Module packaging can reduce inverter size by 50% or more, cost by 40%, enable Si devices to be used with high-temp coolant for cost savings of 25%, and enable use of air cooling.
Device packaging to reduce stray inductance, improve reliability and enable module packaging options.
When coupled with heat transfer improvements gains are enhanced.
Capacitors
(Reduced inverter volume)
Improved performance can reduce capacitor size by 25% reducing inverter size by 10% and increase temperature limit.
Vehicle Charging
(Provide function at minimum cost)
Provide the vehicle charging function in a policy neutral manner at virtually no additional cost with bi-directional capability.
Initially power electronics (PE) focus was primarily on voltage source inverters
Use of high-speed IPMs necessitated a boost converter
also aided in reducing current requirements and Si costs
We are not developing WBG semiconductors, but we are monitoring and testing industry’s efforts
PHEV application added charging function
Desire to reduce cost by eliminating separate cooling loop led to consideration of high-temperature coolants
Elevated temperature operation led to increased capacitor requirements
WBG is a transformational technology
WBG Semiconductors 14

15. Novel Flux Coupling Machine w/o PMs
Research Focus Areas
Electric Machines
Focus Area
Benefits
Permanent Magnet (PM) Motors
(Reduce cost and maintain performance)
Cost is major concern for interior permanent magnet (IPM) motor (cost reductions of 75% are required to meet 2020 target). Work on all aspects of motor design may reduce cost by 25% to 40%.
Magnetic Materials
(Reduce cost and increase temperature)
Magnetic material cost 50 to 75% of the motor targets for 2015 and 2020, respectively. Work focusing on reducing cost and increasing temperature capability could reduce motor cost by 5 to 15%.
Non-PM Motors
(Greatly reduce cost in motor and power electronics)
Non-PM machine technology matching the performance of IPM machines yields the greatest opportunity for motor and system cost reduction.
• PM cost of about $200 is about 75% of the 2020 motor cost target, eliminating PMs reduce motor cost by 30%.
• Back emf of IPM requires boost converter which adds cost component to PE greater than 2015 or 2020 cost target, eliminating boost saves 20% in PE cost.
• Poor power factor of IPM cause larger currents increasing size and cost of PE, save 15% PE cost.
• Increase the constant power speed range (CPSR) to 8:1 (current systems are 4:1) to effect savings in transmission.
New Materials
(Reduce motor cost)
Other materials in motor must be addressed because PMs are about 30% of current IPM cost. New materials for laminations, cores, etc. could save 20% of motor cost.
Initially the induction motor was favored due to cost consideration
As volume became a greater consideration, the IPM became the motor of choice because of high power density and efficiency
PM cost and rare earth material supply uncertainty has resulted in reexamination of IPM
New materials are transformational
Motor research addressing limitation of rare earth materials
Advanced magnet materials
Non-permanent magnet motor concepts
Novel Flux Coupling Machine w/o PMs 15

16. Research Focus Areas Thermal Management Thermal System Integration
Benefits
Thermal System Integration
(Technology integration at lower system cost)
Guides thermal research objectives.
Defines thermal requirements.
Facilitates viable thermal solutions.
Links thermal technologies to electric traction drive systems.
Heat Transfer Technologies
(Enable increased power density at lower cost)
Detailed characterization of the thermal performance of candidate heat transfer technologies.
Provides experimental data and fundamental thermal models.
Develops and demonstrates promising technologies to enable program targets.
Thermal Stress and Reliability
(Improve reliability of new technologies)
Develops advanced predictive thermal stress and reliability modeling tools.
Application will guide research decisions, streamline development time, and identify potential barriers to meeting life and reliability goals.
Thermal
Excessive heat can degrade the performance, life, and reliability of power electronic components
Advanced thermal management technologies are critical to enabling higher power densities and lower system cost
The high-temperature pathway using air cooling or liquid cooling with 105C WEG imposes additional heat transfer limitations and thermal management technologies to reject heat from the PEEM system with a smaller delta T imposes challenges
Innovative systems design is transformational
Reliability is also transformational 16 16

17. Research Focus Areas Traction Drive System Focus Area Benefits
Innovative Systems Design
(Meet future system targets)
Modular and integrated solutions to meet size, weight, and cost and 2020 targets for drive system.
Benchmarking
(Program planning)
Vital to program planning and project performance activities.
Integrated Motor and Inverter Concept
Circular Converter
Innovative systems design is transformational
Reliability is also transformational 17 17

18. $500 Million for Electric Drive Components
Recovery Act Funding
$500 Million for Electric Drive Components
Power Electronics – Power inverters and converters for electric drivetrains
Awards:
Delphi
Powerex
Electric Motors – Hybrid and Plug-in Hybrid capable designs
Awards:
Remy
General Motors
DC Bus Capacitor – Improved technology reduces inverter size, weight, volume and cost
Awards:
Kemet
SBE
Traction Drive Systems – Enables all-electric operation for vehicles
Awards:
Ford
Magna
Allison
UQM 18

19. Integrated Simulation & Testing
Evaluate technologies and performance characteristics of advanced automotive powertrain components and subsystems in an integrated vehicle systems
Validation in Vehicle Testing
Advanced Vehicle Testing Activity
Dynamometer Laboratory Testing
On-Road Vehicle Performance Evaluation
Accelerated Reliability Testing
PHEV Technology Acceleration
Fleet Data Collection
& Deployment Activity
Analysis & Model Validation
Policy
Vehicle Design
- Configurations
- Control
- Component requirements
PSAT
Development and Validation in Emulated Vehicles
Hardware-In-the-Loop (HIL) & PSAT-PRO©
HIL System Integration
Technology Validation 19

20. Hardware-In-the-Loop
Simulation and Modeling
Vehicle Tests
Correlated with PSAT
Hardware-In-the-Loop
Correlated with PSAT

21. Component/Systems Evaluations
Hardware in the loop (HIL) and advanced controls simulation
speeds development of new solutions.
ATT (Modular Automotive Technology Testbed) development and utilization
PHEV energy management strategy (coordination with University of Tennessee)
Smart Charging demonstration
Component and control algorithm tests developed on the bench
Vehicle components are Controlled with simulated components 21

22. AVTA Field Testing
Structured, repeatable testing methods and real-world customer usage provide data to validate models and create opportunity better strategic planning
Advanced Vehicle Testing Activity (AVTA) data collection of advanced technology light duty in-use vehicles
Advanced Powertrain Research Facility (APRF) vehicle test and test development
Medium duty fleet data collection for drive cycle analysis and route optimization
Truck cab environmental control optimization (Cool cab) and evaluation
OEM CRADAs
~ 75 Testing partners in the U.S. and Canada, including:
36 Electric utilities (some via NRECA)
6 City governments
2 County governments
2 State governments
8 Universities and colleges
2 Clean air agencies
7 Private companies/advocacy organizations
3 Governments of Canadian provinces
2 Sea ports and U.S. military organizations
2 PHEV conversion companies

23. Plug-In Hybrid R&D Demonstration Program
Vehicle demonstration projects provide valuable insight into the on-road operational performance requirements of the battery, power electronics & motors and indentifies system integration issues
Four PHEV Demo projects are underway (Total $60 million)
GM, Ford, Chrysler/GE, Navistar
Utilities
Initial results of Generation Capacity Study imply millions of PHEVs can be supported by the existing infrastructure
Distribution network and charging options and availability being studied
On-board and off-board charger R&D underway
Expand efforts in support of Advanced Electric Drive Vehicle (AEDV) Market Transformation
Support existing PHEV demonstrations
Expand lab and field evaluations to cover PHEV demo vehicles, Transportation Electrification ARRA vehicles & other manufacturer provided AEDV
Expand AEDV Codes and Standards work to address current gaps
Restore $3M for medium and heave AEDV projects
Significantly increase activities to validate and deploy “Autonomie” (next generation of systems analysis tool) to auto manufacturers and tier suppliers 23

24. Transportation Electrification Demonstration Projects
American Reinvestment and Recovery Act
Transportation Electrification
Transportation Electrification Demonstration Projects
8 Grants representing the largest ever coordinated deployment of electric-drive vehicles and charging infrastructure in the U.S.
Deployment of 13,000 electric-drive vehicles, including light-duty, medium-duty, and heavy-duty passenger and commercial vehicles in a variety of climatic and operating environments
Installation of over 22,000 Level 2 (240VAC) vehicle charging sites at residential, commercial, and public locations and 350 Level 3 (500VDC) Fast Chargers
Collection of detailed operational data from vehicles and charging infrastructure, to evaluate and analyze vehicle usage, charging patterns, and potential grid impacts in preparation for broader, long-term deployment of vehicles and infrastructure
10 Grants to establish comprehensive educational and outreach programs focused on electric-drive vehicles
Funding of the first programs to educate first responders and emergency personnel in how to deal with accidents involving EVs and PHEVs 24

25. Codes and Standards Annual R&D Appropriation
Recommended Practices for Plug-in Vehicles, Charging Equipment and Grid Connectivity
SAE J1772 SAE Electric Vehicle Conductive Charge Coupler
SAE J2836/1/2/3 Use Cases for Communication between Plug-in Vehicles and the Utility Grid/EVSE/Reverse Power Flow
SAE J2847/1/2/3 Communication between Plug-in Vehicles and the Utility Grid/EVSE/Reverse Power Flow
NFPA 70E NEC-part 625, paragraph 13 Evaluate “permanently connected” to allow low-cost EVSE options
SAE J1711 Recommended Practice for Measuring the Exhaust Emissions and Fuel Economy of Hybrid Electric Vehicles
List shows standards that are currently under development.
National Recommended Practices for permitting and installation of charging equipment (streamlined/automated process) 25

26. Focus on Heavy Vehicle Systems Optimization
Heavy duty vehicle optimization poses a growing opportunity for directly impacting petroleum displacement as the quantity of merchandise shipped by long distance trucking increases every year.
Aerodynamic drag reduction -Friction and wear reduction -PACCAR CRADA for nucleate boiling - Boundary layer lubrication - TARDEC/ANL fuel economy demonstrator (FED) - Parasitic & auxilary load reduction - Navistar Hybrid School Bus - Auxiliary power units - SuperTruck 26