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Tests performed on three different configurations of hybrid vehicles establish that significant quantities of on-board petroleum fuel can be conserved by allowing the batteries to be discharged during the driving mission. The depleted batteries are then charged when the vehicle is not in use. Savings of as much as 50% of the on-board petroleum have been experienced with tests on the FDC. On SAE J227a, gasoline FE greater than 50 mpg was measured. Part of the energy for driving is thus transferred from on-board petroleum to off-board electricity generated from coal, hydro-electric or nuclear power plants, with no sacrifice in vehicle performance. The total energy used, when considering the replacement of energy to recharge the batteries, is analyzed. The results are favorable for the hybrid. A recommended new driving cycle for testing hybrids is discussed briefly.

A “compound” parallel ICE/battery-electric hybrid automobile has yielded emissions (gms/mi) less than 0.41 HC, 3.40 CO, and 1.0 NOx on the FDP when tested by the EPA. Fuel economy increased 50% on the FEC with partial battery depletion. The 4,100 lb. curb weight vehicle has a top speed over 70 mph, with 0-60 mph in 16 seconds. Low fuel consumption was not a goal in this vehicle. The requirement of 10 mpg was set in 1970 for the FCCIP. FE of 30 mpg or more is projected with known techniques for reducing fuel consumption. A small ICE and a dc dynamotor (generator/motor) on the same shaft drive the vehicle through a conventional clutch and gears. HC and CO are reduced by a thermal reactor. EGR reduces NOx. The ICE operates with a quasi-constant manifold vacuum. Analysis show that in commuter applications, fuel economy can be increased 60% with partial battery depletion, by hybridizing any conventional car.