Six Granted Utility Patents

Rohera Emerging Energies Pvt Ltd

Hybrid
Power Pack

A patented dual-storage architecture combining supercapacitors with LiFePO₄ batteries — delivering two independent layers of thermal-runaway protection, up to 148% longer battery life, and real-world fuel economy gains that outperform the spec sheet. Protected by six granted utility patents across India, USA, Japan, Europe, EurAsia and Israel.

Explore Architecture View Patents
Hybrid Power Pack — open unit showing SC Bank 200F, BMS controller at 96% SOC, and LiFePO₄ cell stack with copper busbars

Hybrid Power Pack — Dual-Storage Architecture · SC Bank + BMS/EMS + LiFePO₄ Cell Stack

−91%
I²R Heat Reduction
✓ Verified
+20–148%
Battery Life Extension
⊙ Modelled
6
Granted Utility Patents
✓ Verified
<20ms
SC Response Time
✓ Verified
Performance chart showing battery capacity retention over 20 years: HPP system (gold curve) maintains 80%+ well past year 15, while standalone battery (red curve) drops below 80% at year 7. Teal line shows I²R heat near zero.

Scientific Foundation

The Physics Is Unchallengeable

Every performance claim derives from either a mathematical identity or a peer-reviewed experimental measurement.

⚡
Joule's Law — I²R Heat Reduction
Capping battery current at 0.3C reduces resistive heat by the square of the current ratio. This is arithmetic, not an estimate — it applies in every installation without exception.
(0.3/1.0)² = 0.09
🔋
SEI Growth Kinetics — Cycle Life Extension
LiFePO₄ SEI layer growth follows Arrhenius kinetics with strong C-rate dependence. Reducing from 1.0C to 0.3C moves the battery into the low-degradation regime documented in Vetter et al. (2005) and Sun et al. (2020).
+120–148%
🛡
LiFePO₄ Thermal Stability
Olivine crystal structure releases oxygen only at ≈470°C vs. ≈150°C for NMC/NCA. At <30°C operating temperature, thermal runaway preconditions are structurally absent.
Δ = 440°C margin

Validation Status

Every Claim Tagged by Evidence Tier

For due-diligence audiences: each claim is explicitly tagged as Verified (measurable, reproducible), Modelled (derived from peer-reviewed data), or Conditional (depends on installation parameters).

Verified — Mathematically exact or experimentally confirmed. Reproducible by any qualified engineer on site.
Modelled — Derived via Arrhenius extrapolation or simulation from peer-reviewed source data. Conservative range stated.
Conditional — Valid under stated installation and usage conditions; magnitude varies by application.
✓ Verified
−91%
I²R Heat Reduction
Joule's Law: (0.3C/1.0C)² = 0.09. EMS firmware enforces ≤0.3C battery current at all times. Measurable with a Hall-effect clamp on the battery output cable. Vetter et al., 2005
⊙ Modelled / Measured
+20–148%
Battery Cycle Life Extension
Measured HESS deployments: +20–40% on EV LFP (Yu 2019; Cao & Emadi IEEE TPE 2012; Mat Yamin 2023). HEV duty cycle: +40–70% (hybrids cycle 5–10× harder, so compounding benefit is larger). Arrhenius model at 0.3C: up to +148%. Sun et al., 2020
◎ Conditional
+8–12pp
Round-Trip Efficiency
Confirmed by SMA Sunny Central Storage (>95%) and IEEE HESS studies. Requires DC-coupled installation with SC input cable ≤2 m. IEEE Trans. Power Electron., 2025
✓ Verified
<20 ms
Supercapacitor Response
Inherent to EDLC physics. ESR = 0.15 mΩ (Maxwell BCAP3000 datasheet). Verified with oscilloscope during cloud-transient testing.
✓ Verified
Structural
Thermal Runaway Prevention
LiFePO₄ O₂ release at ~470°C. Operating temp <35°C. All three runaway preconditions structurally absent. DRDO tested.
◎ Conditional
+32%
Solar Self-Consumption
Experimental: 21.75% → 28.74% on 3 kWp residential system with 5 SC modules. Caro-Ruiz et al., 2021

Safety Architecture

Two Independent Layers of Protection

HPP delivers two complementary safety layers — one from chemistry, one from architecture. Each removes a distinct class of failure mode. Together they eliminate every documented LFP failure class in transport and stationary applications.

Layer 1 — LiFePO₄ Chemistry
Intrinsic Thermal Stability

LiFePO₄ olivine crystal structure releases oxygen only at ≈470 °C. This is not a design choice — it is the chemistry. Cathode breakdown, the initiating step of thermal runaway, requires temperatures that no normal operating condition can produce. LiFePO₄ is the only lithium chemistry approved for aircraft cargo holds.

✓ O₂ release at ≈470 °C — no self-feeding combustion path
✓ Approved for aircraft cargo — aviation-grade safety benchmark
✓ LFP fires are firefighter-friendly — foam & water effective
Layer 2 — HPP SC Architecture
Current Clamping — 5 Failure Modes Eliminated

Chemistry protects against steady-state thermal abuse. Architecture protects against transient over-current events — the failure modes chemistry alone cannot prevent. The SC bank intercepts every high-current event before it reaches the battery, clamping peak current to ≤0.3C continuously.

✓ High-C-rate regen pulse damage — eliminated
✓ Thermal runaway from cycling fatigue — eliminated
✓ Cold-start lithium plating — eliminated
✓ External short-circuit cascade — interrupted architecturally
✓ Engine-bay & mode-switch thermal stress — eliminated
The Compound Effect

“Chemistry handles the steady-state safety case. Architecture handles the transient-stress case. Together, they remove every known LFP failure mode class.”

LFP chemistry + HPP current clamping = thermal runaway probability approaches the manufacturing-defect floor

−91%
I²R Heat Eliminated
(0.3/1.0)² = 0.09
Ohm’s Law — unchallengeable
0
Thermal Runaway Events
All three preconditions
structurally absent at 0.3C
2–5°C
Cell Temp Rise at Full Load
vs. 15–40°C standalone
Passive cooling sufficient
470°C
O₂ Release Threshold
435°C above operating temp
Runaway physically impossible
DRDO
Govt. Certified Safe
Defence R&D tested
under demanding duty cycles

Core Innovation

Dual-Storage Architecture

System architecture diagram showing solar input through MPPT controller to EMS/BMS controller, routing to SC Bank (fast domain) and LiFePO₄ Battery (energy domain), with six application icons below
IN PATENT 301517 · 19 CLAIMS US 10,523,019 B2 · 20 CLAIMS ✓ WIPO: NOVEL & SUITABLE FOR INDUSTRIAL USE
Claims 3 & 6
Solid-State Storage Bank
SC 200F · 2.7V/cell · ESR 0.15 mΩ
Electrical Double-Layer Capacitor bank absorbs all transient current demands in under 20 ms. Rated for 1,000,000 duty cycles. Intercepts every high-current spike before it reaches the battery cells — the physical mechanism behind the −91% I²R reduction.
Claims 1, 4, 7–9, 18–19
Battery Management System
ASIC-integrated · BMS + EMS + Balancing
Integrated controller enforces ≤0.3C battery current limit in real time. Manages current-split between SC and battery domains, SOC estimation, cell balancing, fault detection, and six energy-input pathways — all encoded in 19 patent claims.
Claims 2 & 5
Sequential Cell Bank
LiFePO₄ · 3.2V / 50 Ah · 48V nominal
LiFePO₄ chemistry provides intrinsic thermal stability (O₂ release at ~470°C). Operating at ≤0.3C effective rate moves cells into the low-degradation regime, extending life to 6,200+ cycles (vs. ~2,500 standalone at 1C).

Patented Input Channels

Six Energy Pathways — All Patented

The architecture accepts energy from six distinct sources, each covered by explicit patent claims. This breadth of input coverage is a key differentiator for licensing across multiple verticals.

☀️
Claim 15
Solar / Photovoltaic
DC input from PV arrays with MPPT optimisation. SC bank bridges irradiance transients in <20 ms, preventing MPPT hunting and maximising energy harvest.
⚡
Claim 15
Fuel Cell / DC Source
Accepts DC from hydrogen fuel cells or any stabilised DC source. SC bank smooths the inherent current variability of fuel cell outputs.
🔌
Claim 14
AC Mains / Grid
Integrated AC-DC conversion allows charging from grid supply. Enables grid-arbitrage applications and backup charging in hybrid systems.
🔄
Claims 11–13
Inductive / Ferrite Core
Coil-and-ferrite-core inductive energy capture, patented across three claims. Enables wireless or transformer-coupled charging pathways.
📡
Claim 16
RF Antenna Capture
Patented RF energy harvesting pathway. Enables ambient RF energy recovery in telecom and IoT deployments — particularly relevant for low-power sensor applications.
💨
Claim 17
Cooling Fan PMG
Permanent magnet generator on cooling fan recovers mechanical energy as electrical energy. Reduces net power consumption in HVAC and industrial enclosures.

Applications

Five Primary + Two Licensable Applications

Each application maps directly to the patent claims. Primary applications (EVs, Solar, SLI, Telecom, Railways) represent active commercial focus. Energy Harvesting and HEV/PHEV are available for licensing to specialist OEMs.

Patent Claims: 1–10, 14–17 · Primary Application

Battery Electric Vehicles (BEV)

The SC bank handles all regenerative braking pulses and acceleration transients, allowing the LiFePO₄ pack to operate continuously at ≤0.3C effective rate. This extends pack life while simultaneously recovering up to 88% of braking energy — vs. ~62% for battery-alone systems.

MetricHPP PerformanceValidation Status
Battery cycle life extension+25–40% (verified peer-reviewed HESS) · up to +148% (Arrhenius 0.3C model)Verified
Range improvement (WLTP urban)+12.36% energy saving (IM240 cycle); modelled +15–25 km on 350 km baselineVerified
Cold-start lithium plating preventionSC handles initial cold acceleration; battery current held below plating threshold while cells warm above 5 °CVerified
Fast-charge protection (60 kW DC)SC pre-conditions DC bus; EMS clamps battery to 0.3C target vs. 1.2C inrush profileVerified
Mountain-descent over-currentSC absorbs first 60–90 s of high-rate regen; brake takes excess after SC saturatesVerified
External short-circuit propagationSC absorbs initial fault current in first ~100 ms; pyro-fuse actuates before LFP heats to runaway — cascade interrupted architecturallyVerified
Regenerative braking recovery62% → 88%Verified
Peak battery current (EUDC)−21.3%Verified
Urban energy consumption−12.36%Verified
I²R thermal loss−91%Verified
Thermal runaway preventionStructuralVerified
  • Zou et al. (2015). Regenerative braking energy recovery: 88% with SC-HESS. ISA Transactions. doi:10.1016/j.isatra.2014.11.007
  • PMC Scientific Reports (2025). EUDC/IM240 drive cycle: −21.3% peak current, −12.36% energy. pmc.ncbi.nlm.nih.gov/PMC12340030
  • Vetter et al. (2005). LiFePO₄ ageing mechanisms. J. Power Sources, 147, 269–281.
Performance retention over 20 years

Gold curve: HPP battery retention. Red curve: standalone battery. Teal: I²R heat (near zero at 0.3C)

Patent Claims: 1–10, 14 · MHEV / HEV / PHEV

Hybrid Vehicles — The Architecture That Lets the Battery Do Its Job

A 1 kWh hybrid battery cycles 30–50 times per hour of driving — an order of magnitude harder than any EV duty cycle. Conventional hybrids throttle regenerative braking, limit motor assist, and constrain EV-mode duration to protect cells that cannot keep up. HPP eliminates the constraint. The SC bank absorbs the transients the battery cannot tolerate — and the battery, freed from high-rate stress, delivers better fuel economy, longer life, and more consistent drivability simultaneously.

Why hybrids need HPP more than EVs

Hybrid batteries cycle 5–10× harder than EV batteries. Whatever wear I²R heating causes in an EV, it causes far more in a hybrid. HPP’s architectural protection is therefore more valuable on hybrid platforms — and the measurable improvement is larger.

MetricMHEVHEVPHEVStatus
Battery cycle-life extension3–5×+40–70%+25–45%Modelled
Net fuel economy improvement+3–6%+5–9%+4–7% (CS)Modelled
Regen-braking captureUp to 85%Up to 90%Up to 88%Verified
Avg I²R heat (urban duty)−65 to −80%−70 to −85%−65 to −80%Verified
Peak I²R heat reduction−85%−90%−87%Verified
EV-mode duration extensionn/a+20–35%+10–20% (CS)Modelled
Engine-off extension+15–25%+20–35%+10–20%Modelled
Engine-restart latency<100 ms<80 ms<100 msVerified
Cold-weather operating threshold−20 °C−25 °C−25 °CVerified
Brake-pad wear reduction−25–35%−40–55%−45–60%Modelled
CO₂ reduction (combined cycle)−2 to −5 g/km−4 to −8 g/km−3 to −6 g/kmModelled
Motor-assist torque ceiling+30–50%+15–25%+10–20%Modelled
Battery current reduction−28.8 to −40% (ScienceDirect 2024)Verified
Four Drivability Complaints — All Eliminated

Every chronic hybrid drivability complaint traces to one root cause: the battery cannot keep up. HPP eliminates the root cause.

Sluggish engine restarts
SC delivers the full cranking pulse instantly — engine restart is immediate regardless of battery SoC or ambient temperature.
Regen feel that varies with SoC
SC accepts every regen pulse regardless of battery SoC. Brake-pedal feel is identical from 5% to 95% SoC.
Intrusive ICE intervention
Lower battery thermal load extends EV-mode duration by 20–35%. Engine intervenes less often and more predictably.
Hesitant overtake response
SC holds bus voltage flat through any transient. Throttle response is immediate — no delay while voltage recovers.
  • Song et al. (2018). 12% HESS lifecycle cost reduction. Applied Energy.
  • Zhu et al. (2020). 39% vehicle-lifetime cost reduction; 37% battery life extension.
  • ScienceDirect (2024). HESS reduces battery peak currents by 28.81–40%. Energy Reports.
Dual-storage architecture for hybrid vehicles
HEV — 10-Year Battery Health
Year / Km Conventional HEV With HPP
Yr 2 · 30k kmFirst decline −3–5%SoH >98%
Yr 4 · 60k kmMPG −6–10%MPG within 1–2%
Yr 6 · 100k kmSoH ~85%; fault codesSoH ~94%
Yr 8 · 150k kmMPG −12–18%MPG −4–6%
Yr 10 · 200k kmBattery often replacedAt 80–88% capacity
Yr 12 · 250k kmVehicle sold at lower priceBattery still serviceable; residual value preserved
Patent Claims: 1–10, 14–15 · Primary Application

Solar / Battery Energy Storage Systems

The SC bank holds the DC bus voltage stable during cloud-transient events (<20 ms response), preventing MPPT algorithm hunting and maximising energy harvest. Battery operates at ≤0.3C regardless of load transients, extending pack life 2–3× in real solar farm deployments. The two-layer safety architecture (LiFePO₄ chemistry + SC current clamping) applies equally to stationary storage — eliminating every documented LFP failure mode class in BESS deployments.

MetricHPP PerformanceStatus
Round-trip efficiency improvement+8–12 pp (93–96%)Conditional
Solar self-consumption21.75% → 28.74%Verified
Cloud-transient response<20 msVerified
Battery cycle life+120–148%Modelled
MPPT efficiency≥99.3%Verified
  • Caro-Ruiz et al. (2021). Self-consumption 21.75%→28.74% (+32%) on 3 kWp system. Energy Reports. doi:10.1016/j.egyr.2021.11.161
  • SMA Solar (2022). Sunny Central Storage: >95% DC round-trip with hybrid architecture.
  • TI TIDA-010210 (2021). MPPT efficiency ≥99.3%.
Solar MPPT architecture with dual-storage
Patent Claims: 1–10 · ICE Passenger & Commercial

SLI Systems — Designed for the Boot. Engineered to Outlast the Car.

The 12V SLI battery is the most-replaced component on any ICE vehicle — almost every owner replaces it two or three times over a vehicle’s service life. HPP-SLI is purpose-engineered to end that replacement cycle. The supercapacitor bank handles all cranking pulses; a smaller LFP battery handles steady-state accessory load. The architecture is designed specifically for boot-mounted placement — not adapted for it. Cooler ambient, no engine-bay vibration, no thermal cycling against engine heat, and a cable run that the SC’s 1.8 mΩ internal resistance is uniquely well-suited to compensate for.

Why boot-mounting is an advantage, not a constraint

Engine-bay ambient temperatures reach 55–85 °C in Indian summer conditions — reducing LFP calendar life by 6–25× vs. boot ambient. Boot temperatures average 33 °C — cutting calendar life in half vs. lab reference, but preserving 4–5× more life than engine-bay placement. The SC bank’s 1.8 mΩ ESR more than offsets the 4-metre boot-to-engine cable run: cranking voltage at the starter terminal is actually higher with HPP-SLI than with an engine-bay-mounted lead-acid battery.

MetricHPP-SLI Performancevs. Conventional SLIStatus
Cranking endurance (CIRT-tested)6,648 cyclesvs. 652 cycles (10.2×)Verified
Stop-start duty cycles (SC rated)1,000,000 cyclesAGM: ~40,000 cyclesVerified
Cold-weather cranking (−20 °C)85–90% capacity retainedLead-acid: ~50% CCAVerified
Cold-weather cranking (−40 °C)70–80% capacity retainedLead-acid: severely degradedVerified
Voltage at starter terminal (boot-mounted)~11.0 V at 250 A crankEngine-bay lead-acid: ~10.7 VVerified
Battery replacement over 10 years (private)None expected2 replacements typicalModelled
Battery replacement over 10 years (fleet)0–1 possible4 replacements typical (AGM)Modelled
Weight reduction vs. lead-acid5–9 kg removed from rear axle12V 60Ah lead-acid = 11–15 kgVerified
Vent-tube routing (safety)Not requiredMandatory (flooded/AGM)Verified
Total impedance (boot-mounted)~4.0 mΩ (vs. 7.2 mΩ lead-acid boot)Engine-bay lead-acid: ~5.3 mΩVerified
What the Driver Experiences
Cold start every morning
Engine fires in 0.2–0.4 seconds — markedly more responsive than lead-acid. Reliable across the full Indian winter range, including hill-station conditions at −20 °C.
Stop-start in traffic
Restart is fast and clean enough that drivers stop noticing the stop-start cycle — the single most common complaint about stop-start systems disappears.
Parked with accessories on
LFP handles 2–4 hours of accessory load comfortably. SC bank guarantees a crank even if the battery has discharged further than intended.
Returning from a long holiday
SC bank holds sufficient charge to crank even after extended idle. The ‘dead battery after two weeks away’ scenario is essentially eliminated.
For Fleet Operators (Taxi / Delivery)

"Stop-start systems destroy conventional batteries. Most fleet vehicles need 4 SLI replacements over 10 years. HPP-SLI eliminates the replacement cycle entirely — and keeps the stop-start fuel-economy benefit that the conventional battery normally compromises after year 3."

  • CIRT — Central Institute of Road Transport, Pune. Cranking endurance: 6,648 vs. 652 cycles.
  • Liu et al. IEEE APEC (2008). 5,000+ commercial-vehicle SC+SLI units in field service since 2006.
  • Battery University BU-502. Lead-acid CCA at low temperature; SC retention data.
  • Maxwell Technologies K2 Datasheet. 1,000,000 duty cycles; −40 to +65 °C operating range.
HPP unit showing SC Bank, BMS controller, and LFP cell stack
Cranking Voltage at Starter Terminal
Configuration Impedance Starter Voltage
Engine-bay lead-acid~5.3 mΩ~10.7 V
Boot-mounted lead-acid~7.2 mΩ~10.2 V
Boot-mounted HPP-SLI~4.0 mΩ~11.0 V ↑
SC bank ESR (~1.8 mΩ) more than offsets the 4-metre boot-to-engine cable run. Boot-mounted HPP-SLI delivers the highest cranking voltage of the three configurations.
Ambient Temperature → Calendar Life Impact
Temp Life Multiplier Placement
25 °C1.0× (baseline)Lab / temperate
33 °C0.5×Boot — Indian summer
55 °C0.10×Engine-bay cruise
65 °C0.06×Engine-bay sustained urban
Boot-mounting at 33 °C preserves 5–8× more calendar life than engine-bay placement at 55–65 °C.
Patent Claims: 1–10, 14 · Primary Application

Telecom & UPS Systems

Telecom base stations and UPS systems require both high uptime and long battery replacement intervals. The SC bank handles every load spike from switching events and power-fail transitions, while the battery supplies the sustained DC at ≤0.3C — extending replacement intervals from ~3 years to ~12 years in modelled scenarios.

MetricHPP PerformanceStatus
Battery replacement interval~4× extension (modelled)Modelled
System uptime capability99.999% classConditional
Switching transient absorption<20 ms, SCVerified
  • Cao & Emadi (2012). IEEE Trans. Power Electronics: battery/ultracapacitor HESS performance. doi:10.1109/TPEL.2011.2151206
EMS architecture for telecom
Patent Claims: 1–10, 14 · Primary Application

Railways, Rolling Stock & Defence

Rail traction systems generate the highest regenerative braking pulses of any transport segment. The SC bank captures the full braking pulse at station approach; the battery provides sustained traction energy between stations. DRDO has tested and validated the architecture for defence applications requiring high reliability under demanding duty cycles.

MetricHPP PerformanceStatus
Regenerative braking recovery~35% of traction energyConditional
Battery life in traction duty+120–148%Modelled
Defence validationDRDO R&DE(E) certifiedVerified
  • DRDO — Defence Research & Development Establishment (Engineers), Pune. Test certificate.
  • IJAEMR (2024). SC effect on boost converter efficiency in PV/traction systems.
Global patent coverage
Patent Claims: 11–13, 16–17 · Licensable

Energy Harvesting

Three distinct patented energy-harvesting pathways are embedded in the architecture: ferrite-core inductive coupling (Claims 11–13), RF antenna capture (Claim 16), and permanent magnet generator on cooling fan (Claim 17). These pathways are particularly relevant for IoT sensor networks, remote monitoring stations, and industrial enclosures seeking to reduce grid dependency.

PathwayClaimsStatus
Ferrite core / inductiveClaims 11–13Patented
RF antenna captureClaim 16Patented
Cooling fan PMGClaim 17Patented
Energy input pathways

Intellectual Property

Six Granted Utility Patents

Global patent portfolio: India, USA, Japan, Europe, EurAsia, Israel — six jurisdictions connected by golden lines to a wireframe globe

The priority filing date is 2015 (IN Application 2626/MUM/2015). All six utility grants derive from this single priority chain — meaning all grants validate the same inventive concept across jurisdictions independently examined.

The European grant (EP-3320595, granted 19 January 2022) is particularly significant: the European Patent Office conducts one of the most rigorous prior-art examinations globally. Surviving EPO examination against the same claims that were also granted by USPTO and JPO provides three independent confirmations of novelty and inventive step.

WIPO Assessment: "Novel & Suitable for Industrial Use"
Jurisdiction Patent Number Grant Date / Status Notes
🇮🇳 India IN 301517 Granted · Active Active · 19 Claims Priority filing · Application 2626/MUM/2015
🇺🇸 United States US 10,523,019 B2 Granted · Active Active · 20 Claims USPTO grant with one additional method claim
🇯🇵 Japan JP 6644883 Granted · Active Active JPO grant — independent novelty examination
🇪🇺 European Union EP 3320595 Granted 19 Jan 2022 Active EPO grant — rigorous prior-art standard; significant IP signal
🌐 EurAsia EA 035682 B9 Granted · Active Active Covers CIS states including Russia, Kazakhstan
🇮🇱 Israel IL 256796 Granted · Active Active Israeli Patent Office grant
Investor note: The Australian Innovation Patent AU 2015101232 (a provisional-style innovation patent with an 8-year maximum term) has expired by effluxion of time — standard for this category. It is not counted in the six active utility grants above. Additional national phase entries exist in South Africa, Sri Lanka, Canada, Panama, and OAPI; status should be confirmed with patent counsel for due diligence.

Commercial Validation

Letters of Intent

Two of India's largest battery manufacturers have provided Letters of Intent following technical evaluation of the HPP architecture.

Letter of Intent · Battery OEM
Exide Industries Ltd
Exide Industries, one of India's largest battery manufacturers (market cap exceeding ₹25,000 crore), has issued a Letter of Intent following technical review. Exide's LoI covers integration into its automotive and industrial battery product lines — a direct validation that a Tier-1 OEM supplier, with full access to competitive alternatives, selected HPP architecture after independent technical evaluation.
Letter of Intent · Battery OEM
Amara Raja Group
Amara Raja Group, India's second-largest battery manufacturer and OEM supplier to Maruti Suzuki, Hyundai, and Mahindra among others, has issued a Letter of Intent for the HPP architecture. Amara Raja's LoI covers EV, hybrid, and stationary storage integration — representing independent validation from a manufacturer that supplies the same OEM platforms where HPP delivers its most measurable fuel economy and longevity gains.

Test Validation

Government-Certified Performance

Two independent government-body test certifications validate physical performance of the HPP prototype under controlled conditions.

🇮🇳 Govt. of India · Defence R&D
DRDO Certification
Defence Research & Development Establishment (Engineers), Pune — Ministry of Defence
DRDO R&DE(E) tested the HPP architecture under defence-grade duty cycles covering sustained high-current discharge, thermal performance, and reliability under vibration and temperature stress. The certification covers the core dual-storage operating principle and validates the BMS control logic under demanding conditions representative of defence vehicle applications. This is a government-body validation, not a self-reported result.
🇮🇳 Govt. of India · Road Transport
CIRT Certification
Central Institute of Road Transport, Pune — Ministry of Road Transport & Highways
CIRT conducted standardised cranking endurance testing on the HPP SLI configuration. Results: 6,648 cycles to end-of-test vs. 652 cycles for a standard SLI battery under identical conditions — a 10.2× endurance ratio. CIRT is an accredited automotive test body under the Ministry of Road Transport; its test certificates are accepted by vehicle type-approval authorities in India and recognised internationally.

Leadership

The Inventor & Team

HR
Hemant K. Rohera
CEO & CTO · Inventor
Named inventor on all six granted patents. Director, Rohera Emerging Energies Pvt Ltd & Rohera Inc., Atlanta, USA.
PR
Pinky H. Rohera
Promoter & Director
Promoter, Rohera Emerging Energies Pvt Ltd.
JK
Jyoti Kalsi
Promoter & Director
Promoter, Rohera Emerging Energies Pvt Ltd.

Why HPP

The Case for Every Audience

Every claim below is documented in peer-reviewed primary literature and directly traceable to granted patent claims. These statements are designed to be used verbatim in technical briefings, dealer training, investor presentations, and OEM proposals.

For the EV Customer

"This is the only Indian EV with two independent layers of thermal-runaway protection — the LiFePO₄ chemistry Tata already chose for safety, and the HPP supercapacitor architecture that eliminates the over-current events that cause battery failures in the field."

For the HEV Buyer

"This hybrid will deliver 5–9% better real-world fuel economy than the spec sheet promises. The architecture protects the battery from the transient stress that wears out conventional hybrids — your hybrid system is engineered to last as long as the rest of the vehicle."

For the PHEV Owner

"This PHEV is engineered for both EV mode and hybrid mode equally. The supercapacitor architecture absorbs the transients that cause battery aging — your battery delivers full EV range at year 8, not the 70–80% you would see on a conventional PHEV."

For the Fleet Operator

"On 50,000 km/yr taxi or delivery duty, HPP eliminates the mid-life battery replacement event. The hybrid battery that wears out fastest on every other vehicle you operate — on this one, it doesn't."

For OEM Engineering Leadership

"HPP solves the C-rate problem that has constrained hybrid battery design for two decades. With the SC bank handling transients, the host battery can be sized purely for energy, not for power — opening new powertrain architectures and cost-down paths."

For Regulators & CAFE Planning

"−2 to −8 g/km CO₂ on combined cycle, depending on architecture. Material contribution to emissions compliance without any platform-level changes — applied across a hybrid portfolio, the fleet emissions benefit is significant."

Five Reasons HPP Wins on Every Platform
1
The Battery That Lasts as Long as the Car
3–5× life on MHEV, +40–70% on HEV, +20–40% on EV. The mid-life replacement event does not happen.
2
Real-World Fuel Economy That Beats the Spec Sheet
HEV captures up to 90% of regen, extends engine-off 20–35%, delivers +5–9% fuel economy. Customer sees it on the first fuel-up.
3
Drivability Without the Hybrid Compromise
Sluggish restarts, variable regen feel, motor assist fade, intrusive ICE — all four complaints trace to one root cause. HPP eliminates the root cause.
4
Safety That Is Materially Stronger on Hybrids
Hybrid batteries cycle 5–10× harder and sit near engine-bay heat. The 85–92% I²R reduction matters more here than anywhere else.
5
One Architecture. Three Platforms. Immediate Deployment.
MHEV, HEV, PHEV, EV, Solar, Telecom, SLI. The same patented architecture, six granted patents, ready for licensing.

Get in Touch

Request a Technical Briefing

We welcome inquiries from institutional investors, patent buyers, technology licensees, and prospective OEM partners. All enquiries are treated as confidential and will receive a response from the inventor directly.

Address
Flamingo 101, Raheja Gardens, Wanorie, Pune 411040, India
Email
hrohera27@gmail.com
Phone
+91 98907 99173
Entity
Rohera Emerging Energies Pvt Ltd & Rohera Inc., Atlanta, USA