Hybrid Synergy Drive ( HSD ) is the brand name of Toyota Motor Corporation for hybrid car drive train technology used in vehicles with Toyota and Lexus marques. First introduced to the Prius, this technology is an option on several other Toyota and Lexus vehicles and has been adapted for the Mirai hydrogen powered electric drive system, and for the Prius plug-in hybrid version. Previously, Toyota also licensed its HSD technology to Nissan for use in the Nissan Altima Hybrid. Its component supplier, Aisin Seiki Co., offers similar hybrid transmissions to other car companies.
HSD technology produces a full hybrid vehicle that allows the car to run on electric motors only, compared to most other brand hybrids that can not and are considered a mild hybrid. HSD also incorporates electric motors and planetary gearsets that do the same thing with continuous variable transmissions. Synergy Drive is a drive-by-wire system with no direct mechanical connection between engine and engine control: both accelerator/accelerator and gear lever on HSD car send only electrical signals to the control computer.
HSD is the original refinement of the Toyota Hybrid System ( THS ) used on Toyota Prius from 1997 to 2003. The second generation system THSÃ, II first appeared on the redesigned Prius in 2004. The name was changed to anticipate its use in vehicles outside the Toyota brand (Lexus; the derived HSD system used in Lexus vehicles has been called Lexus Hybrid Drive , implemented in Camry 2006 , and will eventually be implemented on the Prius "Third Generation" 2010, and Prius 2012 c. THSÃ, III is designed to improve power and efficiency, and also increase the "scalability" (adaptability for larger and smaller vehicles), at where ICE/MG1 and MG2 have separate deduction paths, and combined in a "compound" gear connected to the final and differential reduction gear train, were introduced to Lexus's all-wheel drive and rear-wheel drive models. In May 200 7 Toyota has sold one million hybrids worldwide, two million by the end of August 2009, and exceeded 5 million marks in March 2013. In September 2014, more than 7 million Lexu and Toyota hybrids have been sold worldwide. The United States accounts for 38% of global TMC global sales in March 2013.
Video Hybrid Synergy Drive
Principles
Toyota's HSD system replaces the normal gear transmission with an electromechanical system. An internal combustion engine (ICE) provides the most efficient power over a small speed range, but the wheel should be pushed over the full speed range of the vehicle. In a conventional car, an actuated transmission provides different discrete engine torque power requirements to the wheels. The geared transmissions may be manual, clutch, or automatic, with a torque converter, but both allow the engine and wheel to rotate at different speeds. The driver can adjust the speed and torque transmitted by the engine with the accelerator and the transmission mechanically transmits virtually all available power to the rotating wheel at different rates of the engine, with a factor similar to the gear ratio for the currently selected gear. However, there are a number of "gears" or gear ratios the driver can choose from, usually four to six. This limited gear ratio forces the engine crankshaft to rotate at a speed at which the ICE is less efficient, ie, liters of fuel produces less joules. The optimal torque engine torque requirements for various vehicle driving conditions and acceleration can be measured by limiting the RPM tachometer level or engine noise compared to actual speed. When a machine is required to operate efficiently across a wide range of RPMs, due to its coupling to transmission drives, manufacturers are limited in their choice to improve engine efficiency, reliability, or lifetime, and reduce engine size or weight. This is why engines for generator-engines are often much smaller, more efficient, more reliable, and live longer than those designed for automobiles or other variable speed applications.
However, a continuously variable transmission allows the driver (or car computer) to effectively select the optimal gear ratios required for the desired speed or power. Transmission is not limited to a set of fixed gears. The absence of this constraint frees the machine to operate at the optimum (most efficient) speed (RPM). The most efficient speed (RPM) for ICE is often around 1500-2000 RPM for typical power required to drive the car. An HSD vehicle will usually run the engine at optimum efficiency speed whenever power is required to charge the battery or speed up the car, turning off the engine completely when less power is required.
Like CVT, HSD transmission continuously adjusts the effective gear ratio between the engine and the wheel to maintain engine speed while the wheels increase the rotation speed during acceleration. This is why Toyota describes HSD-equipped vehicles having e-CVT ( electronic continuously variable transmissions ) when needed to classify transmission types for a list of standard specifications or regulatory purposes.
Power flow
In a conventional car design, the alternator is driven separately with an integral rectifier (DC generator) and the starter (DC motor) is considered an accessory mounted on an internal combustion engine (ICE) that normally drives the transmission to power the wheels that drive the vehicle. The battery is only used to power the car's internal combustion engine and run the accessory when the machine is not running. Alternator is used to recharge the battery and run the accessories while the machine is running.
The HSD system replaces the gear, alternator, and starter motor with:
- MG1 , an AC motor generator that has a permanent magnet rotor, is used as a motor when initiating ICE and as a generator when charging high voltage batteries
- MG2 , an AC motor generator, also has a permanent magnet rotor, used as the main driving force and as a generator, whose regeneration power is directed to a high voltage battery
- Power electronics , including three DC-AC inverters and two DC-DC converters
- Computerized control system and sensor
- HVB energy source high-voltage electrical energy during acceleration and submerge electrical energy during regeneration braking
Through power splitters, parallel parallel series parallel HSD systems allow the following intelligent power flows:
- Additional power
- HVB - & gt; DC-DC Converter - & gt; Battery 12VDC
- 12VDC battery - & gt; A variety of additional functions of standard and automatic energy saving
- Charging machine (Recharging and/or heating the catalytic converter and/or HVAC interior comfort)
- ICE - & gt; MG1 - & gt; HVB
- Battery or EV drive
- HVB - & gt; MG2 - & gt; wheel
- Machines & amp; motor drive (Medium acceleration)
- ICE - & gt; wheel
- ICE - & gt; MG1 - & gt; MG2 - & gt; wheel
- Drive engine with load (Highway driving)
- ICE - & gt; wheel
- ICE - & gt; MG1 - & gt; HVB
- Engines and motor drives with payload (Great power situations like on a steep hill)
- ICE - & gt; wheel
- ICE - & gt; MG1 - & gt; HVB
- ICE - & gt; MG1 - & gt; MG2 - & gt; wheel
- Full power or gradual slowdown (Maximum power situation)
- ICE - & gt; wheel
- ICE - & gt; MG1 - & gt; MG2 - & gt; wheel
- HVB - & gt; MG2 - & gt; wheel
- B-mode braking
- Wheels - & gt; MG2 - & gt; HVB
- Wheels - & gt; MG1 - & gt; ICE (ECU - Electronic Control Unit - using MG1 to play battery-drenched ICE - allows more payloads from MG2, and also connects ICE to wheels causing "RPM ICE" engine braking to increase when HVB levels are too much to receive regen MG2, or increase the effort of the driver pushing the brake pedal)
- Regenerative braking
- wheels - & gt; MG2 - & gt; HVB
- Braking hard
- Front disk/rear drum (rear disc in UK) - & gt; wheel
- All disks - & gt; wheels (2010 and later, except Prius c 2012, which uses the front disk, rear drum).
MG1 and MG2
- MG1 (Secondary motor genset): Motor to start ICE and generator to generate power for MG2 and to recharge high voltage traction battery, and, through DC-to-DC converter , to recharge an additional 12 volt battery. By regulating the amount of electric power generated (by varying torque and mechanical speed of MG1), MG1 effectively controls the transmission of continuous transaxle variables.
- MG2 (Main motor generator): Drive the wheels and regenerate power for HV battery energy storage when braking the vehicle. MG2 drives the wheels with electric power generated by engine-driven MG1 and/or HVB. During regenerative braking, MG2 acts as a generator, converting kinetic energy into electrical energy, storing this electrical energy in the battery.
Transmission
Mechanical mechanical gearing of the system enables the mechanical power of ICE to be divided into three ways: extra torque on wheels (below constant rotational speed), extra rotational speed on wheels (under constant torque), and power for electric generators. The computer running the appropriate program controls the system and directs the flow of power from different engine motor sources. This power split achieves the benefits of continuous variable transmission (CVT), except that the torque/speed conversion uses electric motors rather than direct mechanical gear connections. HSD cars can not operate without computers, power electronics, batteries, and motor-generators, although in principle can operate when the internal combustion engine is lost. (See: Plug-in hybrid) In practice, cars equipped with HSD can be driven one or two miles without gasoline, as an emergency measure to reach the gas pump.
Transaxle HSD contains a set of planetary gears that adjust and combine the amount of torque from the engine and motor (s) as required by the front wheel. It is a sophisticated and elaborate combination of gearing, electric motor generators, and computer controlled electronic controls. One of the motor-generators, MG2, is connected to the output shaft, and thus the torque pair into or out of the drive shaft; feeding electricity to MG2 adds torque to the wheels. The tip of the drive shaft machine has a second differential; one of these differential legs is attached to the internal combustion engine and the other foot is attached to the second motor generator, MG1. Differentials connect the rotation speed of the wheel with the engine rotation speed and MG1, with MG1 being used to absorb the difference between the wheel and engine rotation. Differential is the epicyclic gear set (also called "power separation device"); it and two generator motors are all contained within a single transaxle housing that is bolted to the engine. Special coupling and sensors monitor the rotational speed of each shaft and total torque on the drive shaft, for feedback to the control computer.
In Generation 1 and Generation 2 HSD, MG2 is directly connected to the ring gear, which is a 1: 1 ratio, and which does not offer torque multiplication; while in Generation 3 HSD, MG2 is connected to the ring gear via 2.5: 1 planet gear set, and which, consequently, offers a 2.5: 1 torque multiplication, this being a major benefit of Generation 3 HSD as it provides a smaller, yet more powerful MG2. However, the secondary benefit is MG1 will not be pushed into overspeed as often as possible, and otherwise will mandate to employ ICE to reduce this excess speed; this strategy improves HSD performance as well as saves fuel and wear on ICE.
High voltage batteries
The HSD system has two main battery packs, a High Voltage (HV) battery, also known as a traction battery, and a 12 volt lead acid battery known as a Low Voltage (LV) battery, which acts as an additional battery. The LV battery supplies electricity to electronics and accessories when the hybrid system is turned off and the main voltage of the high voltage battery is off.
The traction battery is a nickel-metal hydride hydride battery pack (NiMH). The first-generation Toyota Prius battery pack consists of 228 cells packaged in 38 modules, while the second-generation Prius consists of 28 Panasonic Nickel metal hydride hydride modules, each containing six 1.2-volt cells, connected in series to produce nominal voltage of 201, 6 volts. The ability of the Prius gene packet discharge power is about 20 kW with 50% charge (SoC) status. Power capability increases with higher temperatures and decreases at lower temperatures. Prius has a computer solely dedicated to maintaining the battery at optimum temperature and optimal charge rate.
Like the second-generation Prius, the third generation Prius battery consists of the same 1.2-volt cell type. It has 28 modules of 6 cells for a total nominal voltage of only 201.6 volts. A boost converter is used to generate a 500 Volt DC supply voltage for the inverter for MG1 and MG2. Electronic cars only allow 40% of the total rated battery capacity (6.5 AmpÃÆ'¨re hour) to be used to extend battery life. As a result, the SoC is allowed to vary only between 40% and 80% of the rated full charge. The batteries used in Highlander Hybrid and Lexus RX 400h are packed in different metal battery casing with 240 cells that produce 288 volt high voltage.
A button labeled "EV" maintains the mode of the electric vehicle after it is turned on and under most low load conditions less than 25 mph (40 km/h) if the traction battery has enough charge. It allows driving all the electricity without fuel consumption up to 1 mi (1.6 km). However, the HSD software switches to EV mode automatically whenever it can. Only the Toyota Prius Plug-in Hybrid has a stronger electric range in an 11-mile (18 km) electric gasoline blast operation (EPA rating) until the battery runs out. The Prius PHEV is equipped with a 4.4 kWh lithium-ion battery developed with Panasonic weighing 80 kg (180 pounds) compared to a nickel-metal hydride battery from the third generation Prius, which has a capacity of only 1.3 kWh, and weighs 42 kg ( 93 pounds). Larger battery packs allow all-electric operation at higher speeds and longer distances than the conventional Prius hybrids.
The following table details the capacity of HV batteries for some models of 2013-2014 Lexus and Toyota vehicles.
Maps Hybrid Synergy Drive
Operation
HSD drives work by cutting electrical power between two motor generators, running the battery pack, to remove the load on the internal combustion engine. Because the power boost of the electric motors is available for a period of rapid acceleration, the ICE can be streamlined to match just the average load on the car, not the size with peak power demands for fast acceleration. Smaller internal combustion engines can be designed to run more efficiently. Furthermore, during normal operation, the engine may operate at or near ideal speed and torque for power, economy or emission, with batteries that absorb or supply appropriate power to balance the demand placed by the driver. As long as the traffic stops the internal combustion engine can even be turned off for more economy.
The combination of efficient car design, regenerative braking, shutting down the engine for traffic stops, significant electrical energy storage and efficient internal combustion engine design provide significant efficiency gains on HSD-powered cars - especially in city driving.
Operation phase
Toyota Prius has a modest acceleration but has a very high efficiency for medium-sized four-door sedans: usually much better than 40 mpg (US) (5.9 l/100 km) is a typical urban short-lived; 55 mpg (4.3 l/100 km) is not uncommon, especially for extended drives at medium speed (longer drives allow the engine to warm up completely). This is roughly double the fuel efficiency of a four-door sedan that is also equipped with a conventional power train. Not all the extra efficiency of the Prius is due to the HSD system: the Atkinson cycle engine itself is also specially designed to minimize engine drag through the offset crankshaft to minimize drag piston during power strokes, and a unique intake system to prevent drag caused by vacuum manifold ("pumping loss ") versus the normal Otto cycle across most machines. Furthermore, the Atkinson cycle recovers more energy per cycle than Otto due to longer power strokes. The disadvantages of the Atkinson cycle are reduced torque, especially at low speeds; but HSD has a very large low speed torque available from MG2.
The Highlander Hybrid (also sold as Kluger in several countries) offers better acceleration performance compared to non-hybrid versions. The hybrid version runs from 0-60 mph in 7.2 seconds, trimming almost a second from the time of the conventional version. Hp net is 268 hp (200 kW) compared to conventional 215 hp (160 kW). The top speed for all Highlanders is limited to 112 mph (180 km/h). Fuel economy is typical for Highlander Hybrid levels between 27 and 31 mpg (8.7-7.6 l/100 km). The conventional Highlander is rated by EPA with 19 cities, 25 mpg highways (12.4 and 9.4 l/100 km).
Driving HSD mileage depends on the use of gasoline engines as efficiently as possible, which requires:
- extended drive , especially in winter: Internal cabin heating for passengers goes against HSD design. HSD is designed to produce as little waste heat as possible. In a conventional car, this waste heat in winter is usually used to heat the internal cabin. In the Prius, running the heater requires the engine to keep running to generate heat that can be used cabin. This effect is most noticeable when turning off climate control (heating) when the car stops with the engine running. Usually the HSD control system will turn off the engine because it is not needed, and will not start again until the generator reaches its maximum speed.
- moderate acceleration : Because hybrid cars can throttle back or actually shut down the engine during moderate, but not fast, acceleration, they are more sensitive than a conventional car to a driving style. Hard acceleration forces the engine into a high power state while acceleration is making the engine in lower power, high efficiency state (coupled with battery increase).
- braking stages : Regenerative brakes reuse braking energy, but can not absorb energy as fast as conventional brakes. Braking gradually restores energy for reuse, improves mileage; hard braking dumps energy as heat, just like a conventional car. The use of "B" (braking) of the selector on the transmission control is useful on long downhill runs to reduce heat and wear on conventional brakes, but not restore additional energy. The use of "B" is continually banned by Toyota because it can increase excessive wear on certain gears.
Most HSD systems have battery sized for maximum increase during single acceleration from zero to top speed of vehicle; if there is more demand, the battery can be completely discharged, so an extra torque boost is not available. Then the system returns to only available power from the machine. This results in a substantial decrease in performance under certain conditions: the initial Prius model can reach more than 90 mph (140 km/h) at 6 degrees upward, but after about 2,000 feet (610 m) the height of the batteries is exhausted and the car can only reach 55-60 mph at the same slope (until the battery is recharged by driving under less demanding circumstances).
Prius Platform Generation
The Toyota Hybrid System/Hybrid Synergy Drive design now has four generations since the original Japanese Toyota Prius 1997 market. Power train has the same basic features, but there are a number of significant improvements.
The schematic diagram illustrates the power flow path between two electric generator motors MG1 & amp; MG2 , Internal Combustion Engine ( ICE ), and front wheels through the planet's "Device Power Device" element. The Internal Combustion Engine is connected to the planetary gear carriers and not to individual teeth. The wheel is connected to the ring gear.
There has been a gradual and sustained increase in the special capacity of traction batteries. The original Prius uses cell D 1.2 wrapped in shrunken sheath, and all subsequent THS/HSD vehicles have used special 7.2Ã, V-inserted battery modules.
Called Toyota Hybrid System for the early Prius generation, THS was followed by THS II in the 2004 Prius, with the next version called Hybrid Synergy Drive. THS depends on the battery voltage: between 276 and 288Ã,V. Hybrid Synergy Drive adds a DC to DC converter that increases the battery's potential to 500Ã,V or more. This allows smaller batteries to be used, and a more powerful motor. Hybrid_Synergy_Drive_.28HSD.29 "> Hybrid Synergy Drive (HSD)
Although not part of such HSD, all HSD vehicles from Prius 2004 and beyond have been equipped with an electric AC compressor, not a conventional type of machine. This eliminates the need to continue running the engine when cabin cooling is required. Two positive temperature coefficient heaters are installed in the heater core to supplement the heat provided by the engine.
In 2005, vehicles such as the Lexus RX 400h and Toyota Highlander Hybrid added four-wheel drive operation with the addition of a third electric motor ("MGR") on the rear axle. In this system, the pure rear axle is electrically powered, and there is no mechanical connection between the engine and the rear wheels. It also allows regenerative braking on the rear wheels. In addition, the motor (MG2) is connected to the front-wheel transaxle using a second planetary gearset, making it possible to increase the motor power density. Ford also developed a similar hybrid system, which was introduced in the Ford Escape Hybrid.
In 2006 and 2007, further development of the HSD drivetrain, under the name of Lexus Hybrid Drive, was applied to the Lexus GS 450h/LS 600h sedan. The system uses two grips (or brakes) to change the gear ratio of the second motor to the wheels between the ratios of 3.9 and 1.9, for low speed and high speed. This reduces the power that flows from MG1 to MG2 (or vice versa) during higher speeds. The electric lines are only about 70% efficient, thus reducing power flow while improving the overall performance of the transmission. The second planetary gearset is extended with a second carrier and solar equipment into ravigneaux type teeth with four axes, two of which can be held alternately with brake/clutch. The GS 450h and LS 600h systems use rear-wheel drive and drivetrains all-wheel drive, respectively, and are designed to be stronger than the non-hybrid versions of the same model line, while providing equivalent engine grade efficiency.
Third Generation
Toyota CEO Katsuaki Watanabe said in an interview February 16, 2007 that Toyota "aims to reduce, by half, both the size and cost of third generation HSD systems". The new system will feature lithium-ion batteries in the coming years. Lithium-ion batteries have a higher energy-to-weight ratio compared to NiMH, but operate at higher temperatures, and are subject to thermal instability if not manufactured and controlled properly, increasing security issues.
Fourth Generation
On October 13, 2015 Toyota made a general breakdown of the Next Generation Hybrid Synergy Drive that will be introduced in the 2016 model year. Transaxle and traction motors have been redesigned, providing a reduction in their combined weight. The traction motors themselves are much more compact and have a better power-to-weight ratio. In particular there is a 20 percent reduction in mechanical losses due to friction compared to previous models. Motor Speed ​​Reduction Device (a set of planetary devices found only in Transaxles P410 and P510 Third Generation), and which connects the traction motors directly to the Power Divider Device, and subsequently to the wheel, has been replaced with parallel gear on the Fourth Generation P610 transaxle. The 2012- Prius c retains the P510 transaxle. The Transaxle P610 uses helical gears instead of the straight-through pacges used in previous transaxles, and that runs more smoothly and quietly, while also accommodating higher mechanical loads.
With Fourth Generation HSD, Toyota also offers a four-wheel drive option, dubbed the "E-Four", in which the rear traction motors are electronically controlled, but not mechanically coupled to the front inverter. In fact, the "E-Four" system has its own rear inverter, although this inverter draws power from the same hybrid battery as the front inverter. "E-Four" is not offered in Prius models imported into the United States. However, "E-Four" is an integral part of the Rav 4 Hybrid model that is offered in the United States, and all like Rav 4 Hybrids is "E-Four" only.
List of vehicles with HSD technology
The following is a list of vehicles with Hybrid Synergy Drive and related technologies (Toyota Hybrid System I/II/III/IV; Lexus Hybrid Drive)
- Toyota Prius
- with THS I: December 1997-October 2003
- with THS II: October 2003-end of 2010
- with THS III: end of 2010-end of 2015
- with THS IV: end of 2015-present, except Prius c which retains THS III
- Toyota Estima Hybrid
- with THS I: June 2001-December 2005
- with THS II: June 2006-now
- Toyota Alphard Hybrid
- with THS I: July 2003 - March 2008
- with THS II: September 2011-now
- Lexus RX 400h/Toyota Harrier Hybrid (March 2005-present)
- Toyota Highlander/Kluger Hybrid
- with THS I: July 2005-September 2008
- with THS II: October 2008-now
- Lexus GS 450h (March 2006-present)
- Toyota Camry Hybrid (May 2006-present)
- Lexus LS 600h/LS 600hL (April 2007-current)
- Toyota Crown Majesta (April 2012-present)
- Toyota Crown (April 2008-present)
- Toyota A-BAT (concept truck)
- Nissan Altima Hybrid (2007-present)
- Lexus RX 450h (2009-present)
- Toyota Sai (2009-present)
- Lexus HS 250h (2009-present)
- Lexus CT 200h (end 2010-present) THS III
- Toyota Auris (July 2010-present)
- Toyota Prius c (March 2012-present) THS III
- Toyota Yaris Hybrid (March 2012-present) THS III
- Toyota Prius V (2012-current)
- Lexus ES 300h (2012-present)
- Toyota Avalon Hybrid (end 2012-present)
- Toyota Corolla Axio (August 2013-present)
- Toyota Corolla Fielder (August 2013-present)
- Lexus IS 300jam (2013-present)
- Lexus GS 300h (2013-current)
- Toyota RAV4 Hybrid (2013-present)
- Lexus NX 300h (2015-current)
- Lexus RC 300h (2015-current)
- Toyota C-HR (2016-present) THS IV
- Lexus LC 500h (2018)
Patent problem
Antonov
In the fall of 2005, Antonov Automotive Technology BV Plc has sued Toyota, the parent company of Lexus brand, for alleged patent infringement related to key components in the RX 400h drivetrain and compact Toyota Prius hybrid. The case has been awaiting discretion since April 2005, but the settlement negotiations have not produced mutually acceptable results. Antonov eventually took the legal route in the German court system, where decisions are usually made relatively quickly. The patent holder tries to impose a levy on every vehicle sold, which could make the hybrid SUV less competitive. Toyota fought back by attempting to formally cancel the relevant Antonov patents. The court movement in the Microsoft Word document format can be read here.
On September 1, 2006 Antonov announced that the Federal Patent Court in Munich did not uphold the validity of the German part of the Antonov patent (EP0414782) against Toyota. A few days later, a court in DÃÆ'¼sseldorf decided that driveline Toyota Prius and Lexus RX 400h driveline did not infringe the patent of the CVT Antonov hybrid.
Ford
Ford Motor Company independently developed a system with a major technology similar to Toyota's HSD technology in 2004. As a result, Ford licensed 21 patents from Toyota in exchange for patents related to emissions technologies.
Paice
Paice LLC receives patents for hybrid vehicles upgraded with controlled torque transfer units (US Pat. 5343970, Severinsky; Alex J., "Hybrid electric vehicles", issued 1994-09- 06 ) and have additional patents related to hybrid vehicles. In 2010 Toyota agreed to license Paice patents; settlement provisions are not disclosed. In the settlement "The parties agree that, although some Toyota vehicles have been found to be equal to Paice's patents, Toyota invented, designing and developing the Prius and Toyota hybrid technology independently of any discovery of Dr. Severinsky and Paice as part of Toyota. Paice previously signed an agreement with Ford to patent Paice's license.
Comparison with other hybrids
Aisin Seiki Co., which is owned by Toyota, supplies its version of its HSD transmission system to Ford for use as a "Powersplit" e-CVT in Ford Escape hybrid and Ford Fusion Hybrid.
Nissan licensed Toyota HSD for use in the Nissan Altima hybrid, using Aisin Seiki T110 transaxle just like in the Toyota Camry Hybrid. Infiniti M35h 2011 uses a different system from one electric motor and two clutches.
In 2010 Toyota and Mazda announced a supply agreement for the hybrid technology used in Toyota's Prius model.
General Motors, DaimlerChrysler and BMW Global Hybrid Cooperation are similar in that it combines the power of a single engine and two motors. In 2009, the Presidential Duty Task Force in the Automotive Industry said that "GM is at least one generation behind Toyota in the development of a sophisticated 'green' powertrain."
In contrast, Honda Integrated Motor Assist uses ICE and a more traditional transmission where the flywheel is replaced with an electric motor, thereby reducing complexity and improving serviceability due to its familiar layout.
After sales
Some of the initial hybrid plug-in hybrid vehicle conversion has been based on the HSD version found on the Prius model in 2004 and 2005. Conversion of early lead-acid batteries by CalCars has shown 10 miles (16 km) of ev-only and 20 miles (32 km) mixed mileage mixed mode range. A company that plans to offer a conversion to a consumer named EDrive system will use Valence Li-ion batteries and has 35 miles (56 km) of electrical range. Both of these systems leave the existing HSD system largely unchanged and can also be applied to other hybrid powertrain flavors by simply replacing the NiMH batteries with higher capacity batteries and chargers to recharge them about $ 0.03 per mile from household outlets standard.
See also
- Toyota hybrid comparison
- Light hybrids
- Hybrid car
- Inverter (power)
- Baitolar Transistor Isolated Gate
- Variable frequency drive
- Global Hybrid Cooperation
- Integrated Motor Assist
- List of hybrid vehicles
References
The 2016 Prius is on THS II. "http://www.toyota-global.com/innovation/environmental_technology/technology_file/hybrid/hybridsystem.html"
External links
- HSD Explanation in HowStuffWorks
- Explanation of Planet Dental in HowStuffWorks
- Toyota Hybrid Synergy Drive movie
- Animation shows how HSD works
- Animated Power Sharing Device that shows
- MG1 and MG2
Source of the article : Wikipedia
0 Comments