Available when:
| Fall, 2008
Please sign up for our mailing list and we will notify you when the Poulsen Hybrid system is available in your area. |
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Available From:
| The initial conversions will be performed at our Shelton, Connecticut headquarters.
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Authorized Dealers/Installers:
| Many individuals and auto repair facilities have expressed an interest in becoming an authorized dealer. Please contact us if you are interested in becoming a dealer.
In addition, several car dealerships have inquired about offering Poulsen Hybrid conversions for new and used cars as a dealer option. |
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International sales:
| We have received inquiries from around the world and expect to have some systems out of the initial 250 Poulsen Hybrid systems available for selected international test markets.
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Approval:
| We have not yet addressed the issue of DOT approvals but hope that it will not present major problems since the system does not affect brakes, steering and suspension or original safety systems.
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Which Cars are suitable?:
| Any traditional automobile, wheel size 15” or larger, including front drive, rear drive, all wheel drive, any fuel, and hybrids. Adapter plates will be available for most bolt circle patterns. However, features like the shape of the torque bar and the means of attaching it to the body are model specific.
The first generation Poulsen Hybrid system will be for a few popular compact car models. From there, we'll move forward with additional systems for larger vehicles in 2009. Please join our mailing list to be notified when we release a Poulsen Hybrid model for your car.
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| When choosing a car to be converted it may be a good idea to look at the trunk space. Many compact and sub-compacts have small trunks, which may be taken up close to 100% by the batteries and controllers, leaving only minimal room for luggage.
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| Many have asked about converting Prius and other first generation hybrids. Our reply has been that it may seem redundant to add two electric motors to a vehicle, which already has one, and which in principle can be transformed into a PHEV just by adding to the battery capacity. However, we’ll probably make the experiment of adding our system to a 2007 Prius later in the summer anyway and report from there.
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Trucks and SUV’s:
| The first generation Poulsen Hybrid system is designed primarily for economical compact cars and light midsize sedans. In addition we have seen an overwhelming amount of interest in converting pickup trucks and SUV’s. We have plans to introduce another more powerful Poulsen Hybrid system specifically for trucks and SUV's in early 2009. Please join our mailing list to be notified when we release a Poulsen Hybrid model for your car.
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What can I save?:
| Fuel savings depend on your driving style, which takes into account the amount of work your ICE (gas engine) is doing and the amount of supplemental power being provided by the Poulsen Hybrid system. However, as a general rule the same amount of fuel is saved per charge cycle irrespective of vehicle weight and original mileage. We'll post third party performance reports when they start coming in.
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Self Installation:
| Even though conversions by end users are possible, we have been advised against offering kits for self-install until issues of product liability have been resolved. Installation will only be available from authorized dealers. |
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Motors only:
| We have had many requests for supplying the motors separately for use in original design hybrid- or all-electric vehicles. For reasons of manufacturing capacity we believe it will be a while before we can serve the OEM market with our on-wheel motors or other particular components.
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Regen braking:
| Regeneration is engaged via a relay connected with your vehicles brake light circuit. A light touch of the brake pedal, without the pads actually contacting the drums or disks, will enable recovery of most of the kinetic energy.
Practically zero energy will be recovered in an emergency brake situation.
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Charging while driving:
| Many people are asking “Why not charge the batteries from the alternator while on the road?” Since your vehicle's alternator is powered by an ICE (gas engine), this would defeat the purpose of a hybrid system. It also has been suggested to utilize one motor as a generator for charging while using the other motor for propulsion. This is not possible.
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How to change a flat tire:
| Changing a flat tire on a Poulsen Hybrid may take 10 minutes longer than a normal wheel change without the system.
To change a flat tire, remove the hubcap and loosen the central bolt, which connects the motor with the adapter plate. Set the motor down at an angle leaving access to the lug bolts. Remove adapter plate by unscrewing the 4 or 5 flathead bolts connecting with the rear of the lug nuts. Loosen the lug nuts or bolts, jack up and change the wheel. Reinstall the adapter plate, Poulsen Hybrid motor and Hubcap.
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Control systems:
| The controllers in the first generation Poulsen Hybrid system are programmed for torque control and not connected with your accelerator pedal.
Instead, a toggle switch serves to turn the system on and off. The toggle swith is connected with the battery power supply in the trunk via a 10 foot cable.
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Instrumentation:
| We are working on an optional trip computer for your dashboard. This will require an additional cable leading to the CAN bus and will provide an LCD readout indicating miles/gallon, remaining charge, instantaneous horsepower delivered by the ICE, etc.
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Torque bar attachment:
| The torque bar connects the motor stators with the vehicle body. The attachment hardware consists of a combined ball- and telescoping- joint, which compensates for possible misalignment during installation as well as relative movement as the car is traveling on the road. The connecting point may be forward or rearward of the wheel center, and in one form is a plate shaped after the fender contour and mounted by means of 6 self-threading screws. The relative forces are translatory, parallel to the body surface and directed downwards while driving and upwards during regenerative braking. (vice versa if the attachment point is forward of the wheel center). The choice of attaching rearward or forward of the axle depends on your vehicle's design.
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Electrical connections:
| The torque bar is a rectangular tubular aluminum extrusion and doubles as a conduit for the power and control cables leading from the power supply in the trunk to the motors on the back wheels. The cables exit the bar on the inside next to the ball joint and may be guided beneath the sub-fender, through a bore in the spare wheel well and on to the power supply components in the trunk area.
The torque bar on the driver's side will have an ICE socket that will be used to plug the battery chargers extension cord to.
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Width increase:
| The thickness of the motor adds about 2” each side at curb height and 3-4” inches at the center of the hubcap.
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Added un-sprung weight:
| The un-sprung weight of a traditional car includes wheels, tires, hubs and brakes plus approximately 50% of the mass of suspension arms and springs. Typically the 35lb On-wheel motors add 40-50% to the original un-sprung weight of the rear axles.
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Batteries:
| The system is set up for 72 Volts, which can be supplied by 6 standard deep cycle lead/acid 12V 100 Ah batteries connected in series. Since these batteries are universally available, we plan on offering the Poulsen Hybrid system without them. We will be offering an optional 72V 15A lead/acid charger to use with them.
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| We believe to have located a source of quality Lithium-Ion batteries and hope to be able to offer this option when our system reaches the market. We are testing battery packs with 4.3 KWh storage capacity weighing app. 50% of the equivalent lead/acid pack. Expected life: 1,000 to 2,000 charge cycles. Each Lithium pack includes battery management circuitry and will include a dedicated charger, different from the charger used with lead/acid batteries.
We have not yet addressed the issue of how to install and secure the batteries in a wide variety of vehicles. In the case of standard lead/acid batteries we’ll probably offer two boxes, each holding 3 batteries end to end. The boxes may either be placed crosswise up against the rear wall or lengthwise flanking the trunk space at either side.
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Projected Prices:
| At this point, the projected price of the basic system is approximately: $3,500
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| Deep cycle lead acid batteries (not included): $400-450
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| 72V 15 A charger for lead acid. (optional): $300
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| Installation: $500-600
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| 4.3 KWh Lithium Ion battery pack with battery management system and dedicated 25A charger: approximately $4,500
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Tax incentives:
| We have not pursued any tax credits, carpool lane access, parking or other incentives. This will be up to the politicians, locally and federally.
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Beta Testing:
| We have been contacted by individuals from around the world who are interested in beta testing the Poulsen Hybrid system. If you are interested, and are within a few hours of our headquarters in Shelton, Connecticut, please contact us. You can also get on our mailing list to be notified when the Poulsen Hybrid system is available in your area. |
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Intellectual Property:
| Patent applications were filed in early 2007 and followed up with timely PCT and non Patent Union national filings. The trademark “Poulsen Hybrid” is registered internationally.
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The Progressive X Prize:
| The announcement of the automotive X PRIZE was instrumental in our decision to proceed from the early idea to a commercial product. It has provided great exposure and we are looking forward to the races in 2009 and 2010.
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