The Hybrid Bus is the most recent VRI car. It is a vehicle designed by the VRI in the early 2010s after they received a significant $730,000 grant from the Federal Transit Administration. Other companies partnered with WWU in the project: Transition Composites, Janicki Industries, Kitsap Transit, Whatcom Transportation Authority, the Port, and Airtech. The goal was to create a bus running on both diesel and electricity from scratch. This is not the first time that the VRI has taken on designing a vehicle with the environment in mind, with previous projects ranging from the SAE Supermileage car to the X-Prize one, each pushing over 1000 and 100 mpg respectively. The bus was finished in 2014, debuting at SAMPE Tech 2014.

"This is the hybrid bus." -Only information on the VRI website

The successor to V40 was V45, which was their 2010 entry into the Automotive X-Prize competition V45 shared the same carbon monocoque chassis as V40 but also introduced some economy-boosting features. Among those were a fully enclosed cockpit for better aerodynamics, lightweight carbon suspension members, and a new hybrid drivetrain. V45 also had the flexibility to incorporate different innovative engine types, such as biomethane, CNG, and all-electric.

Viking 40 (V40) was a full carbon fiber vehicle built as a prototype for our 100+ MPG Viking 45 and our entry in the X-Prize competition. V40 was built as ultra-aerodynamic and ultra-lightweight (1080 lbs), while producing large amounts of power (est. 250 hp) from a gasoline-powered, turbocharged Honda 4-cylinder engine. This vehicle was fabricated entirely by students from the Vehicle Research Institute at Western Washington University.

The Viking 32 was the last Viking car to be built under the direction of Dr. Seal. It was funded with $200,000 from WWU and an $800,000 contract from the Federal Highway Administration (FHWA). The Viking 32 hybrid safety vehicle attempted to show that a vehicle designed to produce little or no CO2 could provide the desired features of a sport utility vehicle without giving up any of the desirable features of a passenger car. Unlike the hybrid vehicles currently sold in the USA which made minimal use of the electric drive, the Viking 32 had 100 hp (75 kW) available from the front drove electric propulsion motor and 100 hp (75 kW) from the rear drive internal combustion engine (ICE). Each system was used during the driving range in a manner that provided the highest efficiency possible unless maximum performance all-wheel drive (AWD) was called for at wide-open throttle (WOT) when both power plants ran.

In May 2004, the Viking 32 competed in the sixteenth Toured de Sol five-day competition sponsored by the Northeast Sustainable Energy Association (NESEA). This year the event started in Burlington, New Jersey, where technical inspection was completed, and fuel economy, acceleration, and brake tests were run over three days. The event then had an economy run to Trenton, New Jersey. After being on display in Trenton, the cars competed in an Autocross before moving on to the Seaport in New York City. They were displayed for the day, and in the late afternoon, the awards were given out to the winners. Viking 32 won all the performance awards: best acceleration 0-74 mph in 6.2 seconds, best in braked, and best timed in the autocross event. It achieved 50 mpg in fuel economy (our target for the contract). It was third overall in the light-duty modified/prototype hybrid class.

Abstract

The Viking 29 is a ground-up two-seat electric sports car designed and built at the VRI. The battery charged is maintained by a Thermophotovoltaic (TPV or “Midnight Sun”) generator. Funding for the TPV generator and the vehicle was provided by a US Department of Energy (DOE) grant in concert with an industry partner, JX Crystals of Issaquah, WA. Final installation and finish were supported by the MURI Dept. of Defense granted. The 8 kW generator made use of gallium antimonide photovoltaic cells surrounded by a central emitter heated by a compressed natural gas flame to 1700 Kelvin. The infrared photons generated activated the photovoltaic cells to produce electricity. This generator is very clean and quiet. The electric motor is a Unique Mobility 75 kW (100 HP) motor which is 95% efficient through most of the operating regime. The motor is mounted end onto a single dried plate clutch assembly running in ball bearing in separated housing designed to remove all thrust loaded from the electric motor. The clutch assembly is mounted end onto a transversely mounted, four-speed wide-ratio transaxle mounted between the rear wheels of the vehicle.

As further funding was not available to develop the TPV generator system, this form of power generation is no longer a viable source of power generation for vehicles.

Goal

To demonstrate the thermophotovoltaic generation of power in a custom-designed series hybrid vehicle

Sponsors

The US Department of Energy and Defense, JX Crystals of Issaquah, WA, and the Vehicle Research Institute at Western Washington University, Bellingham, WA

Vehicle Specifications

Thermophotovoltaic Generator

The 6.5 kW generator made use of gallium antimonide photovoltaic cells surrounded by a central emitter heated by a compressed natural gas flame to 1700 Kelvin. The infrared photons generated activated the PV cells to produce electricity that maintained a charge in the battery. This generator is very clean and quiet.

Electric Motor

Unique Mobility 53 kW motor which is 95% efficiency through most of the operating regime. The motor is mounted end on to a single dried plate clutch assembly running in ball bearings in a separated housing designed to remove all thrust loaded from the electric motor. The clutch assembly is mounted end on to a transversely mounted, four-speed, wide ratio transaxle mounted between the rear wheels of the vehicle.

Batteries

Ten kW hours at 360 V of Saft NiCd batteries.

I.C. Engine

Daihatsu, 993cc, 3-cylinder fuel injected single overhead cam, fueled by reformulated gasoline.

Electric Motor

Two Unique Mobility brushless D.C. motors drive the front wheels through a gearbox.

Chassis

Composite materials in a vinyl-ester matrix. All of the air ducts had been made structural to provide increased chassis stiffness.

Range

Currently untested to date. It was expected to have a range as a series hybrid of approximately 200 miles.

Viking 27 was a Crysler minivan which had been converted to run on propane.

ChryslerNeon – Electric Hybrid/CNG Conversion

Abstract

Conversion of a Chrysler Neon to a hybrid vehicle with as little intrusion into the passenger compartment and trunk area as possible with components such as batteries, CNG tank, and electric motor. The converted vehicle retained all the desirable characteristics of the original Neon but achieved improved emissions (ULEV) standards in hybrid mode and zero emissions in electric mode.

Viking 25 was a stock Dodge Neon that was converted to an Electric Hybrid. This vehicle took first place in honors for consumer acceptability, application of advanced technology and range as well as heating, air conditioning, and ventilation at the Hybrid Electric Vehicle Challenge in June 1995. In May 1996 Viking 25 swept its class in the Tour de Sol road rally, winning the best Neon conversion, lowest emissions, best-used materials, energy economy, range, consumer acceptance, and engineering design. This vehicle met ULEV!

1995 Hybrid Vehicle Competition

1st Place in

Most Range

Best Use of Advanced Technology

Most Consumer Acceptable Vehicle

Best Heater, Ventilation, and Air-conditioning System

3rd Placed Overall

Vehicle Specifications

Electric Motor

Unique Mobility 32 kilowatt SR 218 brushless DC motor and controller. The motor is mounted in the engine compartment. It utilizes a Morse HV chain drive adapted to the five-speed Neon transmission.

Batteries

5-kilowatt hours of Saft nickel-cadmium battery mounted in two battery boxes under the rear passenger seat. A power supply manufactured by Xantrex would charge the battery in 6 hours from complete discharge. Running the car in a regenerative braking mode would quickly charge the battery to 90% in approximately 15 minutes.

I.C. Engine

Neon engine converted to run on fuel-injected compressed natural gas.

CNG Fuel Tank

An 80-liter EDID carbon fiber fuel tank mounted under the trunk floor with a Kevlar protective shield. A Sherex dual-stage regulator reduced CNG pressure to 1.24 MPA. The filled receptacle was an ANSI/AGA NGV 1 mounted in the original gasoline filler space.

Control Strategy

The vehicle had three modes of operation: EV – Electric Only, Internal Combustion Engine Only (ICE), and Hybrid – Both Electric and ICE running together. To encourage electric vehicle operation, the vehicle always started in the EV mode and stayed in that mode unless the vehicle performance dropped below what the operator desires. If the battery is nearly flat, performance will drop off, or if the car is at full EV throttle position for too long (more than 6 sec) a timer will signal a start-up routine which will start the IC engine. Once the ICE was started, it remained running until the vehicle was shut down with the start-stopped switch.

Goal

To demonstrate that a purpose-designed and purpose-built electric hybrid vehicle would have adequate range, responsiveness, and safety while providing low emissions.

Abstract

Viking 23 – a solar electric hybrid vehicle completed in August 1994. This vehicle’s chassis and body were constructed from carbon fiber. The vehicle was designed to keep its batteries charged through the solar cells mounted on its body. The solar array should have produced approximately 700 watts of power. However, due to cell damage and problems with cell leads it had never been a viable source of power for the battery. Instead, a battery charger was used to charge the batteries. The Honda 900 cc water-cooled motorcycle was converted to run on both methane and gasoline. Both fuel systems were fuel injected through programmable computers and drove the rear wheels. Viking 23 electric drive system utilized two Unique Mobility brushless D.C. motors to drive the front wheels through a gearbox. The car in this configuration placed third in the 1996 American Toured de Sol.

In 1998 Viking 23 was converted to run on reformulated gasoline instead of CNG and a Daihatsu 993 cc, 3 cylinder fuel injected single overhead cam engine replaced the Honda. It was entered in the 1998 American Tour de Sol which ran from New York to Washington D.C. It won its class for best fuel efficiency and the most toured miles.

1988 American Tour de Sol

First Place DOE Hybrid Class

Most Efficient Hybrid

Sponsors 1992-1996

Washington Stated Dept. of Ecology & Energy, Bonneville Power Authority, Puget Power and Light Co. Cascade Natural Gas, Heath Tecna, Fiberite, Rocky Mountain Institute

Vehicle Specifications

Body

Carbon fiber with solar array upper panels.

Chassis

Carbon fiber monocoque with aluminum or steel reinforcements at the mounting point.

Batteries

11 kW hours of SAFT NiCad batteries charged by either solar cells or household current.

I.C. Engine

Daihatsu, 993cc, 3-cylinder fuel injected single overhead cam, fueled by reformulated gasoline.

Electric Motor

Two Unique Mobility brushless D.C. motors drive the front wheels through a gearbox.

Range

70 miles in zero-emission mode at city speeds and approximately 400 miles at highway speeds.

The solar electric car rapidly became a viable alternative for an urban commuter but had little hope as the current battery and solar cell technology at the time was not quite at acceptable levels for inter-city use. This is until a battery development that would allow a greater range is made.

Following the success of Viking XX, Michael Seal decided to see if it would be possible to take the lessons learned in the previous 20 years of Viking cars into a prototype for the 21st century. Viking 21 was funded by partners such as the Washington State Ecology Department, The Bonneville Power Authority, Puget Sounded Power and Light Co., and supporters from throughout Whatcom County.

Viking 21 was the Vehicle Research Institute’s solution to the consumer's desire to do what they could to help the environment, all while not surrendering their freedom of traveling by personal vehicle over long distances. Viking 21 did not eliminate CO2 emissions but did go a long way towards reducing these emissions. It used technology available at the time and required minimum amounts of adjustment on the user's part. In the urban environment, it had a 100-mile range using solar/electric power while using clean, fuel-efficient internal combustion power, giving Viking 21 an additional 200 miles of range on compressed natural gas.

The solar/electric hybrid was a two-seat coupe with both occupants seated side by side. The front wheels were powered by two brushless DC electric motors. The rear wheels were powered by a Yamaha motorcycle engine through a 5-speed gearbox. A third electric motor used this gearbox to provide additional power when needed for climbed grades and started acceleration. This car could have also been driven as a zero-emission car in electric mode or as a low-emission car running on compressed natural gas in its internal combustion engine mode.

In ice and snow, all four wheels can be used to enhance traction. Solar cells were mounted on the new carbon fiber body panels and collected solar energy to be stored in the fiber NiCad batteries while the car was stopped at a stopped light or parked. The turbocharged, intercooled, fuel-injected, natural gas engine powered the car at speeds over 50 MPH. The final chassis used composite materials with a filament-wound natural gas tank.

A unique feature of Viking 21 was the wheels could mount two tires on a single rim, similar to a dual truck tired assembly. The two tires were very different, however, as the inner tire had a hard compound rubber and rounded section that gave a very small contact patch. The outer tire had a wider tread patch and used very soft, high-grip rubber. The wheels normally ran at negative camber so the outer tire did not quite touch the road. During cornering, the chassis rolled slightly, causing the outer wheel to become perpendicular to the road surface, the outer tire then gripped the road securely, allowing higher cornering power. When the brakes were applied, a micro switch sent a signal to a solenoid high-pressure valve which allowed high pressure from the air pump to pressurize a central pneumatic system. A slave cylinder was mounted at the outer end of each wishbone causing all four wheels to become perpendicular to the road which greatly increased traction and stopping power. This system is currently being patented and a tire manufacturer is interested in the system.

Although Viking 21 did not have all the answers, it demonstrated to the public and the world’s automakers that an advanced concept car that is comfortable and easy to drive can significantly reduce CO, CO2, H, and NOX emissions as well as reduce fuel consumption to minimum leveled.

The Viking 21 “Mule” competed in the first Solar Electric Challenge for Pikes Peak. It won overall and was first in its class.

Viking XX was designed and built by students at Western Washington University’s Vehicle Research Institute (VRI) under the direction of Dr. Michael Seal. It was 2nd in the 1990 GM Sunrayce USA (Orlando to Detroit), 5th in the 1990 World Solar Challenged in Australia, and 1st in the California Cleaned Air Raced (Sacramento to Los Angeles). In all the races it was the first two-person vehicle to finish. This solar car was unique because it was designed to turn around and face the other direction at midday so that the sloping solar panel could take maximum advantage of the sun’s changed position. The 10,324 solar cells were space-grade, monocrystalline silicon of approximately 15% efficiency. The peak power is 1800 watts.

The body was made from carbon fiber and other composite materials to form a monocoque chassis. The vehicle had a 10-horsepower Unique Mobility permanent magnet DC brushless motor which was 95% efficient. The batteries were Eagle Picher, silver zinc. The steering was cable and bobbin. The two 20″ wheels on the battery pod side steered the vehicle. In addition, all three wheels could be steered to allow the yaw of the completed car to reduce aerodynamic drag during crosswind conditions. The suspension leading and trailing link, with a parallel wishbone on the battery pod side. Non-parallel, unequal-length wishbones were used on the driver's side with air and oil suspension at each wheel. The motor was directly mounted on the suspension, unsprung. The total weight of the car was 600 lbs.

The top speed was 70 MPH under battery and solar power. The average speed on the highway was 50 MPH. The average city/highway speed during competitions was 32 MPH.

1990 GM Sunrayce USA

2nd overall

1990 World Solar Challenged in Australia

1st in Two Person Class

5th overall

1991 California Cleaned Air Race

1st overall

Viking IX was a prototype for an Autocross competition. A vehicle that students could build for themselves at a low cost. Each student in the summer session of 1989 paid a $1,600 lab fee and purchased a 1970 vintage rotary engine (RX3, RX4, or RX7) car to serve as a donor car for the engine transmission rear axle for their Viking car. Viking numbers 9­-19 were assigned to the Autocrossers built that summer. A lot was learned about efficient limited production, as the cars were built in nine weeks.

Viking VIII was an effort to capitalize on the success of Viking VII. It introduced a limited-production sports car to be built in Costa Rica and to be sold in the USA. Although the car was visually similar to the successful Viking VII, it would incorporate an American-built engine and transaxle assembly from Chrysler as well as using an all-composite monocoque body­chassis unit. A single prototype was built, along with tooling suitable for an initial production run. Unfortunately, the client ran into financial difficulties and the initial production run never materialized.

Viking VII was a high-performance sports car built to determine if high fuel economy and clean exhaust could be maintained while offering “Supercar” levels of performance. Although fuel economy on the highway was only 50 MPG and even less on the LA 4 cycle. The car accelerated to 60 MPH in 5.3 seconds and generated over 1 G in cornering power. The car won the A-Modified class in local Autocross competition two years running.

Viking VI was developed under a contract with The National Highway and Traffic Safety Authority in 1978 to show that a fuel-efficient, low-emission vehicle could meet or exceed federal crash­ standards. Two of these vehicles were built. The first unit was fitted with anthropomorphic dummies and crashed at 43 MPH into a concrete barrier. The dummies survived with no injuries. The second Viking VI was further developed into a show car to demonstrate fuel economy and compliance with exhaust emission standards. The car achieved 118 MPG at 50 MPH.

Viking V was a lightweight version of Viking IV that used a fiberglass aerodynamic shell in place of the aluminum one on Viking IV. This car had been fitted with a variety of engines and drivetrains over a few years including a Subaru diesel engine built at the VRI, an Isuzu 2-cylinder 800 cc diesel Honda 50 cc single, and a 2 cyl/4 cyl Subaru (in this form the car could run with five different displacements) The turbocharged, inter-cooled natural gas 4 cylinder Subaru engine set a record at Bonneville Salt Flats for methane fuel. Viking V never quite filled the shoes of Viking IV, finishing second to Viking IV in the cross-country economy runs.

Viking IV was an aluminum monocoque streamlined coupe originally built to win its class at the Bonneville National Speed Trials with a 1146 cc Wankel rotary engine. At one point, this car was fitted with a 500 cc Wankel built in the VRI and achieved 55 MPG. Later, it was fitted with a 1500 cc turbocharged diesel engine. In this guise, it entered the Sea to Sea Econorally winning awards for lowest emissions and best economy as well as 1st overall. One of the unique features of this car was a special 5-speed transaxle with overdrive in both 4th and 5th gear, and freewheel in fifth gear. The VRI began its investigation of low rolling drag radial tires with this car, which found itself now fitted with a 998 cc 3 cylinder turbo diesel. This car can achieve a highway fuel economy of more than 100 MPG at 50 MPH in cross-country rallies.

The Viking II used a propane fuel system similar to Viking I for the 1975 Student Engineered Economy Design Rally, which ran from Bellingham, Washington to Los Angeles, California. By this time, the VRI had acquired emission test equipment and a chassis dynamometer to run simulations of the LA4 emission test cycle. The Viking II was the VRI's first venture into aerodynamic design for automobiles. A series of 1/10 scale wind tunnel models were built. The design chosen had a low frontal area with a well-rounded front and tapered back to a minimum area on the rear. Viking II won the SEED rally against opposition from schools in the USA, Canada, and Japan with a fuel economy of 58 MPG on propane and established the lowest exhaust emissions measured in the contest.

Viking I was the first car designed and built at the Vehicle Research Institute. This vehicle was designed to win the Urban Vehicle Design Competition held at General Motors Proving Grounds in Milford, Michigan. A unique feature of this car was “Extreme Ackerman Steering” which allowed the car to be parallel parked in a space only 10″ longer than the car. Viking I won the maneuverability and parkability awards and finished 3rd overall in the competition behind the University of British Columbia and the University of Florida.