MAE 471: Fall 2007
Fall 2007 Technical Report
Lane Department of Computer science and Electrical Engineering
Copyright © 2007 SAE International
ABSTRACT
West Virginia University is currently in its fourth year of
the Challenge X competition sponsored by General
Motors and the US Department of Energy. The primary
goal of this competition is to convert a Chevrolet
Equinox into a hybrid power train vehicle while reducing
emissions and increasing fuel economy. The main
design of West Virginia University’s vehicle is a diesel-
electric hybrid in a series, through-the-road
configuration. The first year 2005, the competition
focused solely on the vehicle design and competition
paper. The second year 2006, focused on the
installation of all necessary hardware systems into the
vehicle. In the third year 2007, the task was to optimize
the hardware systems and achieve the required 99%
buyoff. This year’s main goal is to complete all systems
of the vehicle in order for the Chevy Equinox to be
consumer ready. The following paper explains the tasks
that were completed to achieve this readiness: cooling
plates were designed tested and installed on the two
electric motor controllers to prevent them from
overheating, the generator controller was repaired and
the code was fine tuned to allow the generator to run
more efficiently, a display screen was added to the
dashboard to allow the operator to gain information
about the hybrid system control, the urea injection on
the exhaust was cleaned and reprogrammed to prevent
it from clogging and to increase its effectiveness in
pollutant reduction, a kick-start system was added to
allow the capacitor pack to be charged from a low
voltage, and a fuel filler was added to allow the operator
to easily refill the tank. For the final completion of the
project at the end of next semester the vehicle’s control
strategy must be fine tuned along with continued testing
and documentation of the urea injection’s reduction in
exhaust pollutants. Full hybrid functionality between the
diesel engine and electric motors must also be improved
and adjusted to allow for easy display to the motor
vehicle operator.
1
WVU Challenge X Team
Department of Mechanical and Aerospace Engineering
West Virginia University
Morgantown, WV 26506
INTRODUCTION
COMPETITION DESCRIPTION
Gas prices have skyrocketed and emission standards
are increasingly becoming more strict and important.
Despite the rise in gas prices and the heavy green
house gases, sport utility and larger vehicles have
become increasingly popular in the past decade, and
simultaneously so has the desire to boost fuel economy
and lower emissions and energy consumption. A
solution was created to help reach this desire called
Challenge X: Crossover to Sustainable Mobility, which
was created by General Motors Corporation (GM), the
Department of Energy, and other government and
industry leaders from throughout the US and Canada.
The Challenge X Program is a four-year competition
from 2005-2008. Seventeen teams were chosen from
across the US to participate in Challenge X. Each team
was challenged to take a standard GM Equinox and
change it to minimize energy consumption, emissions,
and greenhouse gases without compromising the safety,
convenience, and performance consumers expect in a
SUV. Year one focused on modeling, simulation, and
testing the vehicle power train and subsystems chosen
by each school. Technical reports, hardware evaluation,
and other papers submitted were judged during the 2005
competition. Each team that passed the first year
received keys to a 2005 Chevy Equinox. The focus of
the Challenge X Program in years two and three
focused on the teams integrating and refining their
power train and subsystems into their donated GM
Equinox. Year two focused more on the power train
development and demonstration of the energy use and
emissions goals of the competition. The team vehicles
were judged in year three by categories such as towing
capacity and consumer acceptability, bringing the
vehicle to a 99% buyoff condition. ‘Buyoff’ means that
the vehicle is 99% ready for a consumer to buy it off the
showroom floor. The fourth year of the program allows
the teams to further implement innovative technologies
into their vehicles that will help meet consumer
demands for safety, security, and convenience. Each
team will also further implement marketing plans to
promote Challenge X and their vehicles. At the end of
each competition year, each team will meet to be judged Table 1: IC Engine and Exhaust System
and evaluated. The events will include energy use and Components
emission ratings, vehicle performance, engineering, and
K-12 Education Outreach.

ARCHITECTURE OF THE WVU CHALLENGE X

EQUINOX

WVU chose to use a Vauxhall Turbo diesel engine

fueled by B20 bio-diesel fuel. A Maxwell Ultra-capacitor
energy storage system with PML/Flight Link wheel hub
motors drives the rear wheels. The power for the rear
wheels comes from either regenerative braking or the
engine mounted generator. Regenerative braking is the
process by which the electric wheel motors capture
rotational energy and convert it to electrical energy that
can be stored in the capacitor bank. This energy is then
used to power the car during acceleration. During
limited traction scenarios the car uses the engine
mounted generator to charge the capacitor bank when
necessary.

WVU’s hybrid arrangement is known as ‘through the

road’ parallel with combined series architecture. To cut
down on emissions, a diesel particulate filter and a
selective catalytic converter from the Vauxhall exhaust
system were incorporated. The use of biodiesel causes
substantial reduction of unburned hydrocarbons, carbon
monoxide, and particulate matter compared to
emissions from regular diesel fuel. A Urea system was
included into the exhaust system to further lower NOx
emissions.

VEHICLE TECHNICAL SPECIFICATIONS

The tables to follow show all of the hardware that has

been selected and designed over the past four years of
the competition. Table 1 shows the specifications of the
1.9L diesel engine, the transmission, fuel system, and
after treatment. Table 2 shows information about the
high powered golf cart motor generator, the bank of ultra
capacitors, and the PML Flightlink motors that are the
electric drive system. Table 3 has the relays used to
cool and control the ultra-capacitor bank, and the fans
used. Tables 4, 5, and 6 cover the new Motohawk
vehicle controllers and the GMLAN interface hardware.
Table 7 shows the sensor systems.

2
Table 2: Electric Drivetrain Components Table 4: Primary Vehicle Controller Specifications
Component Specifications Source
Mototro I/P: up to 19
Front Hi Performance Inc. Golf Cart Motor [4] n
Motohawk analog
I/P: 3 low freq.
Motor/Generator 8 HP continuous, 18 HP maximum ECU555-80 digital
81 ft-lbs maximum torque 1 VR freq.
36-56 voltage range I/P
up to 2 hall effect freq.
48 pounds I/P
up to 2 2 sensor
7" diameter, 10.5" length O
dual wide I/Ps
band knock detection /
6,000 RPM maximum
I1 emergency stop P
Curtis Controller
I/P
12 3A peak 1A hold injector
Ultracapacitors Maxwell Technologies PC 2500 [5] drivers
O/
23 cells per string, 5 strings P
8 TTL level ignition system
2.5 volts, 2700 farad per cell O/Ps
6 10A low side
6.34" X 2.42" X 2.42" pwm
2 5A -bridge
1.65 pounds per cell H relay pwm
750 kJ total energy storage
1 driver(main power)
500 kJ available storage
O/P
2 1.5 A low side pwm
O/P
2 CAN 2.0B
Wheel Hub channels
1 RS485
Motors PML Technologies [6] channel
EW30/30L wheel motor (2)
Amber Drive (2) Table 5: Secondary Vehicle Controller
236 ft-lbs peak stall torque for 30 sec Specifications
900 RPM maximum
12.75” diameter, 5.28" length
Mototro I/P: up to 34
26.46 pounds
n
Motohawk analog
I/P: 8 low freq.
ECU565-128 digital
4 VR freq.
I/P
Table 3: Relays and ESS Cooling Equipment up to 2 wide range 2 sensor
O lambda sensor I/Ps
dual
Relays
IF
2 dual wide band knock detection
15 amp relay (x8) Crydom solid state
I/P
12 3A peak 1A hold injector
60V output
drivers
O/
3.5-32V input P
16 TTL level ignition system
O/Ps
10 6A low side
500 amp relay
(x6) Tyco Electronics pwm
1 6A tachometer
Kilovac EV200AAANA O/P
2 5A -bridge
500+ amp H
1 10A pwm-bridge
12-900 VDC H pwm
1 relay driver(main power)
O/P
2 CAN 2.0B
ESS Cooling channels
1 RS485
82cfm PC Case Fan channel
1 ISO 9141
80x80x38mm channel
Vantec Torando
Fans (x6) 12V, 9.1W

3
 The equipment listed in tables 1 through 7 has been
implemented into the Chevy equinox. It can be seen in
the Vehicle Packaging Diagram in Figure 1.

Table 6: GMLAN Data Acquisition Interfaces

Intrepid Computer Connection: USB

Controller NEO- or
RS232 (up to
VI 1Mbaud)
High Speed CAN 2.0B
Active
Medium Speed
CAN
Low Speed CAN
Dual or Single
Wire
Computer Connection:
USB
High Speed CAN 2.0B
Intrepid
Controller Active
Dual or Single Figure 1: Vehicle Packaging Diagram
ValueCAN Wire
1Mbaud
Tx/Rx In order to install the ultra-capacitor box which houses
Table 7: Sensor Systems all the capacitors, the rear sub frame had to be
Sensors modified. Figure 2 shows the Chevy Equinox original
Exhaust Pressure Sensor structure. Figure 3 shows the modified sub frame. In
Omega px26 0-1 or 0-100 psi addition to modifying the frame the spare tire housing
linearity ±0.25% had to be removed to make room for the capacitors. A
16.7mV/psi picture from beneath the car in figure 4 shows this. A
Operating Temp: -40 to 85C small clearance cut had to be sacrificed to be able to
include all of the materials needed including the PML
Exhaust High Temperature Sensor Flightlink motors. Their location can be seen in figure 5.
Omega KMQXL-032G-6

ESS Temperature Sensors

Draws 60uA
0.5°C accuracy @ 25°C
10.0mv/°C
Negative 55°C to 150°C Range
LM35 (x13) Operates from 4-30 Volts

Current Sensors
Measures: ±600A
F.W.Bell BBP- Input: 15V, (6mA max)
600H (x3) Output: ±6V (10mV/A)
Measures: ±2000A
Figure 2: Stock Equinox Sub-frame
F.W.Bell IA- Input: 15V, (50mA max)
2000 Output: ±10V (3.3mV/A)

Voltage Sensors
Voltage Divider [6] 11Mohm resistors
Circuit (x6) [6] 1Mohm resistors

Drive Quality Accelerometers

Wilcoxon Research INC.
Model 785A Industrial general
purpose
785A General plus or minus 5%, 25°
Purpose 80G peak
Accelerometer 18-30VDC Figure 3: Modified Sub-frame
(x3) minus 50 to 120° C

Conductivity sensor
Open Circuit 1kohm Resistor

4

Figure 4: View from underneath looking through the
spare tire well
Interference Area
Figure 5: Interference area between structure & PML
Flightlink Motors
CONTROL STRATEGY
CONTROLLER ARCHITECTURE
Several controllers were used for the various tasks the
control strategy encapsulates. The two most important
controllers were the 128-pin Mototron Motohawk
controllers, called Hybrid Control Module 1 (HCM-1) and
Hybrid Control Module 2 (HCM-2). To control the rear
wheels, two PML Amber Drives are used to control the
PML motors, one drive and one motor for each wheel.
The High Power Golf Cart motor (HPGC), used for
power generation for the ultra-capacitor pack, is
regulated by a Curtis controller.
HCM-1
HCM-1’s main functions include CAN communication
between the diesel engine, the Urea injection system,
and the HPGC motor demands. Since the diesel engine
is not the original engine for the vehicle, a program was
written to run it according to the data coming from the
General Motors Limited Area Network (GMLAN), which
detects variables such as engine speed, engine torque,
etc. and communicates them along the CAN. The Urea
injection system is used to lower nitrous oxide (NOx)
emissions. All of its functions and calculations
computed in HCM-1’s program in the form of a state
5
flow. The last function, HPGC motor demand, is used to
power the hybrid motors during traction mode and in
order to jumpstart the ultra-capacitor in the event of a
low voltage.
HCM-2
The rear hybrid system is run entirely through HCM-2.
Besides regulating and monitoring the ESS, it acts as
the brain for the PML drives. It sends signals along the
CAN in order to tell the PML drives how much power to
give the rear motors, whether to drive the motors or
collect power during regenerative braking, and request
vital data about the drives and motors such as
temperature, voltage, and current.
PML Amber Drives
The PML drives control the motors for the rear wheels.
Voltage and current is fed to the rear motors based on
signals received from HCM-2. Also, they send eighteen
individual data readings back to HCM-2 to monitor the
condition of the drives and motors and avoid possible
damage to either.
Curtis Controller
The Curtis controller works directly with HCM-1 to run
the HPGC for traction mode. Depending on engine
speed and other variables, the HPGC will create
electricity to either drive the motors or charge the ultra-
capacitors.
DRIVING MODES
Standard Driving Mode
In regular driving conditions, the hybrid system is used
for high-acceleration scenarios and regenerative
braking. When the throttle demand exceeds a certain
level based on the power the engine is giving, the rear
hybrid motors will contribute to the effort to lower gas
consumption.
Traction Mode
When slippage is detected in the front tires, the control
strategy switches to traction mode. This mode uses
four-wheel drive to maintain control on a wet or icy
surface. Because of this extra draw of power to the rear
motors, the HPGC motor has to run power directly to
them.
Regenerative Braking
Regenerative braking occurs when the vehicle is
slowing down and the rear motors act as generators,
which require a lot of force to create electricity. Thus, it
resists the kinetic energy of the car and stores the
energy in the ESS. However, the PML motors do not
completely turn off when regenerative braking takes
place. The sudden jolt that the motors would create
from switching immediately to generators would not be
smooth in the least, so a certain amount of voltage is
run through the motors based on brake pedal demand to
control the speed of the motor while still generating
energy.

FALL 2007 PROGRESS AND TECHNICAL

CHANGES

The new team for 2007 faced numerous problems with

the current equinox. Appendix A shows the final
schedule the team created to fix these problems. The
problems included:

• A non-functional urea system which needed to be Figure 7: Relocated Air Compressor Location
refined and tested
• An overheating incident was encountered at
competition, and a cooling element needed to be
adapted to the PML controllers
• A controller problem with the generator prevented
our 4X4 mode to operate at all
• No data on hybrid systems was displayed to the
operator of the vehicle, which was one of the causes
of the PML controller melt-down
• A situation when the capacitor pack voltage goes
below 20V on a cold start, where the PML
controllers won’t power up and subsequently could
be damaged by driving
• A problem not having a maintenance charger which
can be plugged into a 120v source for consumer
acceptability
• A problem with the state flow logic for the PML data, Figure 8: Urea Injection System on a Test Bench
where the PML data was not accessible on the CAN
bus The control strategy for the urea injection system
was reworked and tweaked, adding several much
needed variables into the system. A thermocouple
UREA INJECTION SYSTEM position was changed and the thermocouple was
replaced due to the old one being too short and
overheating. The program now uses the
temperature reading to begin urea injection. Once
at 250° C, the program plugs the instantaneous
engine speed and torque from CAN messages, into
a state flow system which references a NOx map to
calculate how much urea to inject. A solenoid is
opened once the exhaust temperature reaches 250°
C and thus pressurizes the system. Upon shutdown
of the vehicle the flush solenoid is opened along
with the injector allowing the entire urea system to
fill with air and push the unused urea back into the
storage tank, preventing urea crystallization and
Figure 6: Urea Injection System Diagram harm to the expensive injector. Figures 6, 7, and 8
show the location of each system under the vehicle
and the urea system on the test bench.

The Urea injection system that was in place was

jumbled, confusing, and not entirely functional. A
large source of the error was that the program read
the engine speed to determine when to inject Urea.

6
 This would be an inaccurate measurement, as the
temperature there varies from the exhaust
temperature. Instead, a thermocouple was installed
right before the Urea injector in the exhaust pipe.
The program now uses that reading to calculate the
amount of Urea to inject. Furthermore, a state flow
replaces the old code entirely. The only surviving
algorithms are the Urea calculation subsystem, the
injector subsystem, and the thermocouple
subsystem, all of which were proven to work
effectively.
PML WATER-COOLING
In order to make sure the PML drive does not overheat,
as has been the case in the past, a PML cooling system
was implemented. Using the power of the 18 HP motor
and the PML drive’s 85% efficiency, it was determined
that under maximum load, each drive produces
approximately 2000 watts of heat. The drives are in a
sealed box located underneath the vehicle; with no heat
escaping the temperature of the drives would rise above
the desired level of 150ºF. Any temperature above 170
ºF can cause damage to the controller. To prevent the
heat from building up in the controller, a new system
was implemented. The system consists of two radiators
located under the hood of the vehicle, which were
attached to the top of the intercooler. In addition to the
radiators, two heat exchanging cooling plates were
mounted in contact with the heat sinks for the PML
drives. A reservoir tank was placed in the system at the
highest point to allow for extra coolant and coolant
expansion. The last segment of the system consists of
a small pump designed for electronics cooling and has a
flow rate of four gallons per minute. The pump was
mounted underneath the rear of the seat next to the
driver’s rear wheel.
realistic especially since this is the worst case and not
entirely realistic.
It is very seldom that the load will be at maximum for an
extended period of time under normal operation of the
vehicle. This scenario would only occur under full
breaking or acceleration for the duration of 30 seconds
or more. Both of these conditions could not last long
since the capacitors can only store so much energy, at
full capacity the system would discharge in less than
one minute. The time that most of the heat would be
generated would be when the vehicle is in four wheel
drive mode where each drive controller could be getting
a constant 9 HP resulting in each controller producing
1000 watts of heat. To test the system before installing
it in the vehicle, a bench test was conducted. The
system was tested by placing a 1200 watt heating
element on the plates cooling surface and using the
pump to propel 100ºF water through the cooling plate.
The temperature of the water increased approximately
three degrees as it passed through the cooling plate,
which was only a few degrees warmer than the liquid at
steady state. This shows that pumping the water
through the plate at that flow rate would adequately
remove heat away from the PML drives.

All of the components in the system are in series with

one another, allowing only one passage for the coolant FIGURE 9: HEAT SYNC CAD DRAWING
so that the flow rate is constant for each component.
Having everything in series forced the designers to use
components capable of handling a high flow rate since
all the fluid must go through each component.

Aluminum was chosen as the material for the cooling

plates because it has good thermal properties, easy to
work with and is cost effective. The plates were
fabricated by cutting out a quarter inch thick aluminum
plate to the proper shape and milling small channels for
the coolant to flow. The last step was to weld a thin top
plate to seal the unit and barbs to connect the hoses to.
The channels were laid out in such a way that the
distance traveled for any path is the same, this helps
evenly distribute the flow inside the plate. Allowable
space and cooling ability determined the dimensions of
the plate. For cooling ability calculations were done
before the plate was made to ensure that it would work.
Figure 10: Bench testing of heat sync
The calculations showed that an inlet water temperature
of 74 ºF was needed and a change of water temperature
across the plate of 2.6 ºF. Both these numbers are
7
GENERATOR REPAIR

A problem arose with the HPGC in the controller. For an

unknown reason, four resistors and a transducer were
overloaded and caused a failure in the system. After
determining the proper resistors and transducers, they
were replaced and the internal programming of the
controller had to be checked, trouble-shot, and the
entire setup tested. This was done through bench
testing (figure 13) using four, 12 volt car batteries
connected in series, a switch, a relay, and two
potentiometers to act as control signals for the
generator. After several test runs, the HPGC and
controller were reinstalled in the car and tested with the
same equipment with the engine running to test the
regenerative capability.

This motor has regenerative capabilities, which is the

main usage of this motor. It is mounted on top of the
diesel engine (figure 11) and is belt driven with a
toothed, blower style belt coming from the crank pulley
and is tensioned by two idler pulleys and one cam pulley
(figure 12).
Figure 12: HPGC Belt Drive

To provide power, the HPGC controller is given a brake

command and begins regenerative braking, sending
power to the capacitor pack. This is done to maintain
the pack at the optimal 48 volts, and during a traction
control event. The problem with the HPGC is that it
must have a minimum pack charge of 36 volts to
provide power. In order to compensate for this, an initial
charging system has been installed.

Figure 11: HPGC Mounted on Diesel Engine

Figure 13: Bench Testing

INITIAL CHARGING SYSTEM

8
The initial charging system is located in the back of the
car, just in front of the capacitor pack. This system was
designed to take a low charge capacitor pack and
charge it to a minimum of 20 volts, but is capable of
charging to 24 volts. The 20 volts allows the PML drive
motors to free spin in a neutral state. The purpose of the
drive motors to free spin is to prevent potential damage
from occurring by forcing them to spin. Once they are
able to free spin, they can capture energy using their
regenerative braking capability in order to charge the
pack to 36 volts, at which point the HPGC can function
properly. The design goal for this system was to
achieve the minimum 20 volt charge in less than 10
minutes, as this was seen as the maximum wait-time a Figure 15: Final Schematic Design of Initial Charge
consumer would be willing to wait. It was also thought System
the system in its entirety should not cost more than
$1500 and be at least 70% efficient. It was thought the MAINTENANCE CHARGER
system should add little cost. The 70% efficiency was
required to prevent the system from completely draining Another system installed on the vehicle that can charge
the vehicle’s battery while in use. the capacitor is the maintenance charger. The
maintenance charger utilizes a 120 volt alternating
The initial charging system is designed to use the current supply coming from a wall outlet to power the
vehicle’s stock 12 volt system to charge the capacitor charger. An extension chord is run from a wall outlet to
pack to the required 20 volts. It does this by using a the back left storage panel of the vehicle. The charger
series of transformers to step the voltage up to 28 volts is located in the capacitor pack compartment. The
and then step the voltage back down to 24 volts. The charger converts the 120 volts into a 48 volt direct
initial design schematic is pictured in figure 14. current supply that is then run to the capacitor pack.

USER DISPLAY

A large problem with the vehicle was the fact that no

data was being reported to the user about the current
hybrid functions or the status of any of the other
systems. A plan to install a computer and monitor and
use beta-version software to communicate on the CAN
bus, provided by Motohawk was implemented. Custom
software was written by WVU to monitor can messages
and display data on the touch screen. Special warning
messages are implemented in the display to warn the
user of critical situations. There is also information
Figure 14: Initial Schematic Design
displayed to the user about the kick start system during
charging of the capacitor pack. In the figures below, are
The feedback protection diode in the initial design was
the computer monitor which was used and mounted on
changed to two relays used to kill the circuit (figure 14).
the dashboard with a custom mount. The CPU was
One relay power feed is connected to the emergency kill
mounted under the seat and hooked up with OEM-style
switch circuit in order to completely isolate the capacitor
wiring loomed under the car. The wiring schematic
pack circuit in an emergency situation. The standard
shows how an ignition wire was used from the car to
state of these relays is open, but, when properly
trigger a relay to turn the monitor on and off as well as
signaled, will close, thus closing both circuits to allow
the USB board.
the system to function. The system ties into the packs
through the plugs in order to maintain the tag-out/lock-
out safety for vehicle repair and maintenance.

9
 the program to control the odd timing associated with
the data retrieval. It cycles through the eighteen
different variables, requesting and receiving data and
storing it in a matrix, and then it sends the motor signal.

CONCLUSION

The final Fall Task Schedules are shown in Appendix A.

While the team did not accomplish all the tasks
originally planned, significant progress was made and all
team members gained valuable experience.
Figure 16: Monitor
Below is a list of uncompleted tasks which need to be
completed before the final competition in May 2008.

• Install new PML controller

• Test cooling system for leaks and evaluate flow
rate
• Modify display program to include fuel economy
and additional hybrid functions
Figure 17: CPU • Create necessary code to utilize jump start
system
• Fabricate fuel tank and associated hardware to
allow for proper ventilation
• Create state flow algorithm to allow for the
CAN Monitor transmission of vital data from the PML
V controllers
G
C A • Finalize urea injection system strategy, including
A
N & complete before and after data
Ignition
C U
A S
B B
L
E C
A
Relay B
L
USB Board Computer E

12 Volt Positive (+)

Negative/Ground (-)
Ignition

Figure 18: Wiring schematic

PML DATA

The ability of the drives to operate according to the

vehicle’s current driving mode was proven over the
summer. Unfortunately, a problem arose where some
abnormality occurred in the PML drives and overheated
the passenger side controller. To prevent any
overheating in the future, the voltage, current,
temperature, and other data from the PML drives needs
to be monitored. Unfortunately, there is only one CAN
wire to the PML drives. This means the data must be
read as well as signals sent to the drives to operate the
motors. Furthermore, a request for data must be sent
before any data is sent, which means three signals must
be sent in a certain order and timed correctly to not
confuse the PML drives. A state flow is introduced into
10
 REFERENCES

1. “Challenge X Website, www.challengex.org” Argonne National Laboratories, Argonne, IL, 2006

2. Last, FI., “Title,” Publisher, City Year
APPENDIX A: FALL 2007 FINAL SCHEDULE

Appendix B: Wiring Diagrams

B.1
Figure B.1: Wiring Under Front Passenger Seat

B.2
Figure B.2: Chassis 128 Pin MotoHawk Wiring
B.3
Figure B.3: Chassis 128 Pin MotoHawk Pin Assignment

B.4
 Figure B.4: 128 Pin MotoHawk Pin Layout

Figure B.5: 128 Pin MotoHawk String J1 Pin Numbering

Figure B.6: 128 Pin MotoHawk String J2 Pin Numbering

** Still Need Excel Sheet Pin Layouts for Chassis & Hybrid MotoHawks **

B.5
 128 Pin MotoHawk - Hybrid
Connector Wire Wire Function Control Core
Pin # J1-A J1-B J1-C J2-A J2-B colors No.
1 1 SPD1
2 2 CNK_VR-
3 3 ISO_9141_K
4 4 ISO_9141_L
5 5 AN15M
6 6 Temperature Sensor (Analog) AN6M
7 7 AN17M
8 8 Temperature Sensor (Analog) AN3M
9 9 DG4
10 10 AN13M
11 11 Transducer Power XDRP_B
12 12 SPD2
13 13 CNK
14 14 Temperature Sensor (Analog) AN1M
15 15 Half Pack (Analog) AN12M
16 16 Half Pack (Analog) AN10M
17 17 Half Pack (Analog) AN8M
18 18 Temperature Sensor (Analog) AN2M
19 19 DG3
20 20 CAM
21 21 Pack Voltage (Analog) AN7M
22 22 TACH
23 23 LSO3
24 24 Transducer Ground XDRG
25 25 Half Pack (Analog) AN9M
26 26 Half Pack (Analog) AN11M
27 27 AN16M
28 28 AN14M
29 29 Temperature Sensor (Analog) AN4M
30 30 Temperature Sensor (Analog) AN5M
31 31 CAM_VR-
32 32 SPD-
33 1 LSU1_VM
34 2 ECU Power KEY_SW
35 3 AN31M
36 4 AN32M
37 5 AN33M
38 6 AN34M
39 7 DG1
40 8 Battery Connection BATT
41 9 Serial Communications CAN1+
42 10 Serial Communications CAN1-
43 11 Transducer Power (5v) (300mA) XDRP-A
44 12 LSU2_UN
45 13 LSU2_VM
46 14 LSU1_IP
47 15 LSU1_IA
48 16 LSU2_IA
49 17 LSU2_IP
50 18 Main Power Relay Driver MPRD
51 19 Fan Control LSO2
52 20 Positive Mains Relay LSO1
B.6
 53 21 LSU1_UN
54 22 SCI+
55 23 SCI-
56 24 Transducer Ground XDRG
57 1 AN24M
58 2 AN21M
59 3 AN25M
60 4 AN22M
61 5 AN23M
62 6 Current Sensor AN29M
63 7 Current Sensor AN28M
64 8 AN30M
65 9 AN20M
66 10 AN18M
67 11 AN19M
68 12 Current Sensor AN26M
69 13 EK4P/DG7
70 14 EK4N/DG8
71 15 AN27M
72 16 DG2
73 17 Serial Communications CAN2+
74 18 Serial Communications CAN2-
75 19 EK1P
76 20 EK1N
77 21 EK2P
78 22 EK2N
79 23 EK3P/DG5
80 24 EK3N/DG6
81 1 INJ01
82 2 INJ07
83 3 INJ02
84 4 INJ08
85 5 INJ06
86 6 INJ04
87 7 INJ03
88 8 INJ05
89 9 H1+
90 10 EST5
91 11 EST6
92 12 EST1
93 13 EST2
94 14 EST3
95 15 Driver Ground DVRG
96 16 Driver Ground DVRG
97 17 H1-
98 18 Driver Power DRVP
99 19 Driver Power DRVP
100 20 EST4
101 21 EST7
102 22 EST_RTN
103 23 EST8
104 24 Driver Ground DVRG
105 1 INJ012
106 2 INJ010
107 3 INJ09
B.7
108 4 INJ011
109 5 EST14/LAMP2
110 6 EST13/LAMP1
111 7 EST15/LAMP3
112 8 EST16/LAMP4
113 9 Driver Ground DVRG
114 10 EST12
115 11 EST11
116 12 LSO5
117 13 EST10
118 14 EST9
119 15 LSO6
120 16 H3+
121 17 LSO7
122 18 LSO9
123 19 Negative Mains Relay LSO8
124 20 LSO10
125 21 Precharge Relay LSO4
126 22 H2+
127 23 H2-
128 24 H3-

B.8
 128 Pin MotoHawk - Chassis
Connector Wire Wire Function Control Core
Pin # J1-A J1-B J1-C J2-A J2-B colors No.
1 1 SPD1
2 2 *ECUP CNK_VR-
3 3 ISO_9141_K
4 4 ISO_9141_L
5 5 AN15M
6 6 AC Pressure Sensor AN6M
7 7 AN17M
8 8 AN3M
9 9 DG4
10 10 AN13M
11 11 Transducer Power XDRP_B
12 12 SPD2
13 13 CNK
14 14 Pedal Read AN1M
15 15 AN12M
16 16 AN10M
17 17 High Speed Input AN8M
18 18 Brake Pedal Position AN2M
19 19 DG3
20 20 CAM
21 21 Low Speed Input AN7M
22 22 TACH
23 23 LSO3
24 24 AC PT Ground XDRG
25 25 Engine Temp. (both fans) AN9M
26 26 AN11M
27 27 AN16M
28 28 Ambient Temperature AN14M
29 29 AN4M
30 30 Brake Pedal Pressure AN5M
31 31 CAM_VR-
32 32 SPD-
33 1 LSU1_VM
34 2 ECU Power KEY_SW
35 3 AN31M
36 4 AN32M
37 5 AN33M
38 6 AN34M
39 7 DG1
40 8 Battery Connection BATT
41 9 Serial Communications CAN1+
42 10 Serial Communications CAN1-
43 11 Triple Relay and AC Power XDRP-A
44 12 *PML Motors (relays for 12v) LSU2_UN
45 13 LSU2_VM
46 14 LSU1_IP
47 15 LSU1_IA
48 16 LSU2_IA
49 17 LSU2_IP
50 18 Main Power Relay Driver MPRD
51 19 High Speed (fan output) LSO2
B.9
52 20 Low Speed (fan output) LSO1
53 21 LSU1_UN
54 22 SCI+
55 23 SCI-
56 24 Transducer Ground XDRG
57 1 AN24M
58 2 AN21M
59 3 AN25M
60 4 AN22M
61 5 AN23M
62 6 AN29M
63 7 AN28M
64 8 AN30M
65 9 AN20M
66 10 AN18M
67 11 AN19M
68 12 AN26M
69 13 EK4P/DG7
70 14 *Temp. Sensor Relay EK4N/DG8
71 15 AN27M
72 16 DG2
73 17 Serial Communications CAN2+
74 18 Serial Communications CAN2-
75 19 EK1P
76 20 EK1N
77 21 EK2P
78 22 EK2N
79 23 EK3P/DG5
80 24 EK3N/DG6
81 1 APP 1 INJ01
82 2 INJ07
83 3 APP 2 INJ02
84 4 INJ08
85 5 INJ06
86 6 INJ04
87 7 INJ03
88 8 INJ05
89 9 H1+
90 10 *Flush Solenoid EST5
91 11 EST6
92 12 EST1
93 13 EST2
94 14 EST3
95 15 Driver Ground DVRG
96 16 Driver Ground DVRG
97 17 H1-
98 18 Driver Power DRVP
99 19 Driver Power DRVP
100 20 EST4
101 21 EST7
102 22 EST_RTN
103 23 EST8
104 24 Driver Ground DVRG
105 1 *Injector INJ012
106 2 *run solenoid INJ010
B.10
107 3 INJ09
108 4 INJ011
109 5 EST14/LAMP2
110 6 EST13/LAMP1
111 7 EST15/LAMP3
112 8 EST16/LAMP4
113 9 Driver Ground DVRG
114 10 EST12
115 11 EST11
116 12 LSO5
117 13 EST10
118 14 EST9
119 15 LSO6
120 16 H3+
121 17 LSO7
122 18 LSO9
123 19 LSO8
124 20 LSO10
125 21 AC LSO4
126 22 H2+
127 23 H2-
128 24 H3-

B.11
APPENDIX C: BIODIESEL MSDS

C.1
C.2
APPENDIX D: ULTRA-CAPACITOR MSDS

D.1
APPENDIX E: ALUMINUM NITRIDE MSDS

E.1
E.2
 APPENDIX F: UREA MSDS

UREA

MSDS Number: U4725 * * * * * Effective Date: 09/22/04 * * * * * Supercedes:

11/11/03

UREA

1. Product Identification
Synonyms: Carbamide resin; Isourea; Carbonyl diamide; Carbonyldiamine
CAS No.: 57-13-6
Molecular Weight: 60.06
Chemical Formula: (NH2)2CO
Product Codes:
J.T. Baker: 4111, 4203, 4204, 4206, 4208, 5594
Mallinckrodt: 3192, 7729, 7816, 8642, 8644, 8647, 8648

2. Composition/Information on Ingredients

Ingredient CAS No Percent Hazardous

--------------------------------------- ------------ ------------ ---------

Urea 57-13-6 99 - 100% Yes

3. Hazards Identification
Emergency Overview
--------------------------
WARNING! HARMFUL IF SWALLOWED OR INHALED. CAUSES IRRITATION TO SKIN, EYES AND
RESPIRATORY TRACT.

SAF-T-DATA(tm) Ratings (Provided here for your convenience)

-----------------------------------------------------------------------------------------------------------

Health Rating: 2 - Moderate (Life)

Flammability Rating: 1 - Slight
Reactivity Rating: 2 - Moderate
Contact Rating: 2 - Moderate
Lab Protective Equip: GOGGLES & SHIELD; LAB COAT & APRON; VENT HOOD; PROPER
GLOVES
Storage Color Code: Green (General Storage)
-----------------------------------------------------------------------------------------------------------

Potential Health Effects

----------------------------------

Inhalation:
Causes irritation to the respiratory tract. Symptoms may include coughing,
shortness of breath. May be absorbed into the bloodstream with symptoms
similar to ingestion.
Ingestion:
Causes irritation to the gastrointestinal tract. Symptoms may include nausea,
vomiting and diarrhea. May also cause headache, confusion and electrolyte
depletion.
Skin Contact:
Causes irritation to skin. Symptoms include redness, itching, and pain.
Eye Contact:
Causes irritation, redness, and pain.
Chronic Exposure:
A study of 67 workers in an environment with high airborne concentrations of
urea found a high incidence of protein metabolism disturbances, moderate
emphysema, and chronic weight loss.
F.1
 Aggravation of Pre-existing Conditions:
Supersensitive individuals with skin or eye problems, kidney impairment or
asthmatic condition should have physician's approval before exposure to urea
dust.

4. First Aid Measures

Inhalation:
Remove to fresh air. If not breathing, give artificial respiration. If
breathing is difficult, give oxygen. Get medical attention.
Ingestion:
Induce vomiting immediately as directed by medical personnel. Never give
anything by mouth to an unconscious person. Get medical attention.
Skin Contact:
Immediately flush skin with plenty of water for at least 15 minutes while
removing contaminated clothing and shoes. Wash clothing before reuse.
Thoroughly clean shoes before reuse. Get medical attention if symptoms occur.
Eye Contact:
Immediately flush eyes with plenty of water for at least 15 minutes, lifting
lower and upper eyelids occasionally. Get medical attention immediately.

5. Fire Fighting Measures

Fire:
Not considered to be a fire hazard.
Explosion:
Reactions with incompatibles may pose an explosion hazard.
Fire Extinguishing Media:
Use any means suitable for extinguishing surrounding fire.
Special Information:
In the event of a fire, wear full protective clothing and NIOSH-approved
self-contained breathing apparatus with full facepiece operated in the
pressure demand or other positive pressure mode.

6. Accidental Release Measures

Ventilate area of leak or spill. Wear appropriate personal protective
equipment as specified in Section 8. Spills: Sweep up and containerize for
reclamation or disposal. Vacuuming or wet sweeping may be used to avoid dust
dispersal.

7. Handling and Storage

To preserve product integrity, store at 25C, excursions permitted between 15C
and 30C. Store in a tightly closed container. Protect container from physical
damage. Isolate from incompatible substances. Containers of this material may
be hazardous when empty since they retain product residues (dust, solids);
observe all warnings and precautions listed for the product.

8. Exposure Controls/Personal Protection

Airborne Exposure Limits:
For Urea:
-AIHA Workplace Environmental Exposure Limit (WEEL):
10 mg/m3, 8-hour TWA
Ventilation System:
A system of local and/or general exhaust is recommended to keep employee
exposures below the Airborne Exposure Limits. Local exhaust ventilation is
generally preferred because it can control the emissions of the contaminant at
its source, preventing dispersion of it into the general work area. Please
refer to the ACGIH document, Industrial Ventilation, A Manual of Recommended
Practices, most recent edition, for details.
Personal Respirators (NIOSH Approved):
If the exposure limit is exceeded and engineering controls are not feasible, a
half facepiece particulate respirator (NIOSH type N95 or better filters) may
be worn for up to ten times the exposure limit or the maximum use
concentration specified by the appropriate regulatory agency or respirator
F.2
 supplier, whichever is lowest.. A full-face piece particulate respirator
(NIOSH type N100 filters) may be worn up to 50 times the exposure limit, or
the maximum use concentration specified by the appropriate regulatory agency,
or respirator supplier, whichever is lowest. If oil particles (e.g.
lubricants, cutting fluids, glycerine, etc.) are present, use a NIOSH type R
or P filter. For emergencies or instances where the exposure levels are not
known, use a full-facepiece positive-pressure, air-supplied respirator.
WARNING: Air-purifying respirators do not protect workers in oxygen-deficient
atmospheres. If heat is involved, an ammonia/methylamine, dust/mist cartridge
may be necessary.
Skin Protection:
Wear protective gloves and clean body-covering clothing.
Eye Protection:
Use chemical safety goggles and/or full face shield where dusting or splashing
of solutions is possible. Maintain eye wash fountain and quick-drench
facilities in work area.

9. Physical and Chemical Properties

Appearance:
White crystals or white powder.
Odor:
Develops odor of ammonia.
Solubility:
Very soluble in water.
Specific Gravity:
1.32 @ 20C/4C
pH:
7.2 (10% in water)
% Volatiles by volume @ 21C (70F):
0
Boiling Point:
Decomposes.
Melting Point:
132 - 135C (270 - 275F)
Vapor Density (Air=1):
No information found.
Vapor Pressure (mm Hg):
No information found.
Evaporation Rate (BuAc=1):
No information found.

10. Stability and Reactivity

Stability:
Stable under ordinary conditions of use and storage.
Hazardous Decomposition Products:
Urea decomposes upon heating and can form products including ammonia, oxides
of nitrogen, cyanuric acid, cyanic acid, biuret, carbon dioxide.
Hazardous Polymerization:
Will not occur.
Incompatibilities:
Urea reacts with calcium hypochlorite or sodium hypochlorite to form the
explosive nitrogen trichloride. It is incompatible with sodium nitrite,
gallium perchlorate, strong oxidizing agents (permanganate, dichromate,
nitrate, chlorine), phosphorus pentachloride, nitrosyl perchlorate, titanium
tetrachloride and chromyl chloride.
Conditions to Avoid:
Incompatibles.

11. Toxicological Information

Urea: Oral rat LD50: 8471 mg/kg. Investigated as a tumorigen, mutagen,

reproductive effector.
F.3
 --------\Cancer Lists\------------------------------------------------------
---NTP Carcinogen---
Ingredient Known Anticipated IARC Category
------------------------------------ ----- ----------- -------------
Urea (57-13-6) No No None

12. Ecological Information

Environmental Fate:
When released to soil, this material will hydrolyze into ammonium in a matter
of days to several weeks. When released into the soil, this material may leach
into groundwater. When released into water, this material may biodegrade to a
moderate extent. When released into water, this material is not expected to
evaporate significantly. This material has an experimentally-determined
bioconcentration factor (BCF) of less than 100. This material is not expected
to significantly bioaccumulate. When released into the air, this material is
expected to be readily degraded by reaction with photochemically produced
hydroxyl radicals. When released into the air, this material is expected to
have a half-life of less than 1 day.
Environmental Toxicity:
No information found.

13. Disposal Considerations

Whatever cannot be saved for recovery or recycling should be managed in an
appropriate and approved waste disposal facility. Processing, use or
contamination of this product may change the waste management options. State
and local disposal regulations may differ from federal disposal regulations.
Dispose of container and unused contents in accordance with federal, state and
local requirements.

14. Transport Information

Not regulated.

15. Regulatory Information

--------\Chemical Inventory Status - Part 1\---------------------------------
Ingredient TSCA EC Japan Australia
----------------------------------------------- ---- --- ----- ---------
Urea (57-13-6) Yes Yes Yes Yes

--------\Chemical Inventory Status - Part 2\---------------------------------

--Canada--
Ingredient Korea DSL NDSL Phil.
----------------------------------------------- ----- --- ---- -----
Urea (57-13-6) Yes Yes No Yes

--------\Federal, State & International Regulations - Part 1\----------------

-SARA 302- ------SARA 313------
Ingredient RQ TPQ List Chemical Catg.
----------------------------------------- --- ----- ---- --------------
Urea (57-13-6) No No No No

--------\Federal, State & International Regulations - Part 2\----------------

-RCRA- -TSCA-
Ingredient CERCLA 261.33 8(d)
----------------------------------------- ------ ------ ------
Urea (57-13-6) No No No

Chemical Weapons Convention: No TSCA 12(b): No CDTA: No

SARA 311/312: Acute: Yes Chronic: Yes Fire: No Pressure: No
Reactivity: No (Pure / Solid)

Australian Hazchem Code: None allocated.

F.4
 Poison Schedule: None allocated.
WHMIS:
This MSDS has been prepared according to the hazard criteria of the Controlled
Products Regulations (CPR) and the MSDS contains all of the information
required by the CPR.

16. Other Information

NFPA Ratings: Health: 1 Flammability: 0 Reactivity: 0
Label Hazard Warning:
WARNING! HARMFUL IF SWALLOWED OR INHALED. CAUSES IRRITATION TO SKIN, EYES AND
RESPIRATORY TRACT.
Label Precautions:
Avoid breathing dust.
Keep container closed.
Avoid contact with eyes, skin and clothing.
Use only with adequate ventilation.
Wash thoroughly after handling.
Label First Aid:
If swallowed, induce vomiting immediately as directed by medical personnel.
Never give anything by mouth to an unconscious person. In case of contact,
immediately flush eyes or skin with plenty of water for at least 15 minutes.
Remove contaminated clothing and shoes. Wash clothing before reuse. If
inhaled, remove to fresh air. If not breathing, give artificial respiration.
If breathing is difficult, give oxygen. In all cases, get medical attention.
Product Use:
Laboratory Reagent.
Revision Information:
MSDS Section(s) changed since last revision of document include: 7.
Disclaimer:
************************************************************************************************

Mallinckrodt Baker, Inc. provides the information contained herein in good

faith but makes no representation as to its comprehensiveness or accuracy.
This document is intended only as a guide to the appropriate precautionary
handling of the material by a properly trained person using this product.
Individuals receiving the information must exercise their independent judgment
in determining its appropriateness for a particular purpose. MALLINCKRODT
BAKER, INC. MAKES NO REPRESENTATIONS OR WARRANTIES, EITHER EXPRESS OR IMPLIED,
INCLUDING WITHOUT LIMITATION ANY WARRANTIES OF MERCHANTABILITY, FITNESS FOR A
PARTICULAR PURPOSE WITH RESPECT TO THE INFORMATION SET FORTH HEREIN OR THE
PRODUCT TO WHICH THE INFORMATION REFERS. ACCORDINGLY, MALLINCKRODT BAKER, INC.
WILL NOT BE RESPONSIBLE FOR DAMAGES RESULTING FROM USE OF OR RELIANCE UPON
THIS INFORMATION.
************************************************************************************************

Prepared by: Environmental Health & Safety

PHONE NUMBER: (314) 654-1600 (U.S.A.)

F.5