VISVESWARAYA TECHNOLOGICAL UNIVERSITY Jnana Sangama, Belgaum 590018

SEMINAR REPORT
ON

Hybrid Synergy Drive

Submitted in partial fulfillment of the academic requirement for the award of the degree of

Bachelor of Engineering In Electronics & Communication

Submitted By

Abrar Ahmed Shariff 1AT06EC003

Under the guidance of:

Mrs. Mamatha N Lecturer, Dept. of Electronics & Communication Atria Institute of Technology Bangalore 560024

ATRIA INSTITUTE OF TECHNOLOGY Department of Electronics & Communication Engineering Anandnagar, Bangalore-560024 2010-2011
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Atria Institute of Technology, Bangalore

Acknowledgment

I am sincerely grateful to Mrs Sundari Tribhuvanam, Head of Department, Electronics and Communication at Atria Institute of Technology and my seminar guide to provide me the adequate facilities, by which I could be able to present my seminar effectively. I express my gratitude to her for giving me constant support and valuable suggestions during the course of presenting my seminar.

I would like to thank Mrs. Mamatha N, my seminar guide, Lecturer at Atria Institute of Technology for her constant support, cooperation and valuable inputs at all steps. I also would like to express my thankfulness to all the staff in the Electronics and Communication Department at Atria Institute of Technology, without whom my seminar topic would be a distant dream.

I also would like to express my gratitude to my family and my friends without their help and support; I wouldnt be able to accomplish anything.

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Contents
1. Abstract..5 2. Principle..6 3. Characteristics of Hybrid Systems...6 4. The three types of hybrid systems7 5. Series Hybrid System.7 6. Parallel Hybrid System..7 7. Series/Parallel Hybrid System...7 8. Engine and motor operation in each system8 9. Hybrid System Comparison..8 10. Whats special about hybrid synergy drive?............................................9 11. Hybrid Transmission..10 12. Major components of hybrid synergy drive11 13. Battery11 14. Engine.12 15. Electric Motor....13 16. Power Split Device.14 17. Regenerative Braking....15 18. Generator....16 19. Power control unit,..17 20. Inverter...17 21. Voltage Boosting Converter..17 22. EDC/ DC converter17 23. Reduction Gear...18 24. E.C.U...19 25. Step by step operation19 26. Starting off..19 27. Low speed driving...19 28. Cruising20
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29. Cruising/Recharging...21
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30. Full acceleration..21 31. Deceleration /Regenerating Energy..22 32. At rest...22 33. Myths about hybrid vehicles..23 34. Conclusion.......24 35. List of vehicles with H.S.D.25 36. Bibliography26

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Abstract

Hybrid Synergy Drive (HSD) is a set of hybrid car technologies developed by Toyota and used in the company's Prius, Highlander Hybrid, Camry Hybrid, Lexus RX 400h/RX 450h, Lexus GS 450h, Lexus LS 600h/LS 600hL, and Lexus HS 250h automobiles. It is also used in the Nissan Altima Hybrid. HSD technology produces a full hybrid vehicle and allows the car to perform on the electric motor only as opposed to most other brand hybrids which cannot and are considered mild hybrids; it also combines an electric drive and a planetary gear set which performs similarly to a continuously variable transmission. The Synergy Drive is a drive-by-wire system with no direct mechanical connection between the engine and the engine controls: both the gas pedal/accelerator and the gearshift lever in an HSD car merely send electrical signals to a control computer. HSD is a refinement of the original Toyota Hybrid System (THS) used in the 1997 2003 Toyota Prius. The second generation system THS II first appeared on the redesigned Prius. The name was changed in anticipation of its use in vehicles outside the Toyota brand (Lexus; the HSD-derived systems used in Lexus vehicles were termed Lexus Hybrid Drive since 2006). The Lexus Hybrid Drive system has since been touted for its increase in vehicle power as well as environmental and efficiency benefits. By May 2007 Toyota sold one million hybrids and by the end of August 2009 had sold a total of two million. Toyota hybrids make up approximately 75% of United States hybrid sales.

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PRINCIPLE

Automobile hybrid systems combine two motive power sources, such as an internal combustion engine and an electric motor, to take advantage of the benefits provided by these power sources while compensating for each other's shortcomings, resulting in highly efficient driving performance. Although hybrid systems use an electric motor, they do not require external charging, as do electric vehicles.

Characteristics of Hybrid Systems

Hybrid systems possess the following four characteristics: 1) Energy-loss reduction The system automatically stops the idling of the engine (idling stop), thus reducing the energy that would normally be wasted. 2) Energy recovery and reuse The energy that would normally be wasted as heat during deceleration and braking is recovered as electrical energy, which is then used to power the starter and the electric motor. 3) Motor assist The electric motor assists the engine during acceleration. 4) High-efficiency operation control The system maximizes the vehicle's overall efficiency by using the electric motor to run the vehicle under operating conditions in which the engine's efficiency is low and by generating electricity under operating conditions in which the engine's efficiency is high. The series/parallel hybrid system has all of these characteristics and therefore provides both superior fuel efficiency and driving performance.

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The three types of Hybrid Systems

The following three major types of hybrid systems are being used in the hybrid vehicles currently on the market:

1) Series hybrid system

The engine drives a generator, and an electric motor uses this generated electricity to drive the wheels. This is called a series hybrid system because the power flows to the wheels in series, i.e., the engine power and the motor power are in series. A series hybrid system can run a small-output engine in the efficient operating region relatively steadily, generate and supply electricity to the electric motor and efficiently charge the battery. It has two motors-a generator (which has the same structure as an electric motor) and an electric motor. This system is being used in the Coaster Hybrid.

2) Parallel hybrid system

In a parallel hybrid system, both the engine and the electric motor drive the wheels, and the drive power from these two sources can be utilized according to the prevailing conditions. This is called a parallel hybrid system because the power flows to the wheels in parallel. In this system, the battery is charged by switching the electric motor to act as a generator, and the electricity from the battery is used to drive the wheels. Although it has a simple structure, the parallel hybrid system cannot drive the wheels from the electric motor while simultaneously charging the battery since the system has only one motor.

3) Series/parallel hybrid system

This system combines the series hybrid system with the parallel hybrid system in order to maximize the benefits of both systems. It has two motors, and depending on the driving conditions, uses only the electric motor or the driving power from both the electric motor and the engine, in order to achieve the highest efficiency level. Furthermore, when necessary, the system drives the wheels while simultaneously generating electricity using a generator. This is the system used in the Prius and the Estima Hybrid.
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Engine and Motor Operation in each system

The chart below shows how the ratio of use between engine and motor differs depending on the hybrid system. Since a series hybrid uses its engine to generate electricity for the motor to drive the wheels, the engine and motor do about the same amount of work. A parallel hybrid uses the engine as the main power source, with the motor used only to provide assistance during acceleration. Therefore, the engine is used much more than the motor. In a series/parallel hybrid (THS in the Prius), a power split device divides the power from the engine, so the ratio of power going directly to the wheels and to the generator is continuously variable. Since the motor can run on this electric power as it is generated, the motor is used more than in a parallel system. Ratio of engine and motor operation in hybrid systems (conceptual diagram)

Hybrid system comparison Fuel economy improvement Driving performance HighIdling Energy efficiency Total Continuous high Acceleration stop recovery operation efficiency output control Series Parallel Series/parallel

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Excellent

Superior

Somewhat unfavorable

Whats special about Hybrid Synergy Drive?

The Toyota HSD replaces a normal geared transmission with an electromechanical system. Because an internal combustion engine (ICE) delivers power best only over a small range of torques and speeds, the crankshaft of the engine is usually attached to an automatic or manual transmission by a clutch or torque converter that allows the driver to adjust the speed and torque that can be delivered by the engine to the torque and speed needed to drive the wheels of the car. When required to classify the transmission type of an HSD vehicle (such as in standard specification lists or for regulatory purposes), Toyota describes HSD-equipped vehicles as having E-CVT (Electronically-controlled Continuously Variable Transmission).

In the "standard" car design the alternator (AC generator) and starter (DC motor) are considered accessories that are attached to the internal combustion engine (ICE) which normally drives a transmission to power the wheels propelling the vehicle. A battery is used only to start the car's internal combustion engine and run accessories when the engine is not running. The alternator is used to recharge the battery and run the accessories when the engine is running. HSD replaces the gear box (transmission), alternator and starter motor with a pair of powerful motorgenerators (designated MG1 and MG2, ~60 Hp total) with a computerized shunt system to control them, a mechanical power splitter that acts as a second differential, and a battery pack that serves as an energy reservoir. The motor-generator uses power from the battery pack to propel the vehicle at startup and at low speeds or under acceleration. The ICE may or may not be running at startup. When higher speeds, faster acceleration or more power for charging the batteries is needed the ICE is started by the motor-generator (acting as a starter). These features allow the ICE to normally be turned off for traffic stopsaccessory power (including air conditioning if needed) is normally provided by the battery pack.

When a moving vehicle operator wants the vehicle to slow down the initial travel of the brake pedal engages the motor-generator(s) into generator mode converting much of the forward motion into electrical current flow which is used to recharge the batteries while slowing down the vehicle. In this way the forward momentum regenerates (or converts) much of the energy used to accelerate the vehicle back into stored electrical energy) Harder braking action engages standard front disk and rear drum brakes which are also provided for faster stops and emergency use. This wastes energy which could have been recovered and is discouraged for normal use.

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Hybrid Transmission
The hybrid transmission consists of the power split device, the generator, the electric motor and the reduction gears, etc. The power from the engine is split into two by the power split device. One of the output shafts is connected to the motor and the wheels while the other is connected to the generator. In this way, the motive power from the engine is transmitted through two routes, i.e., a mechanical route and an electrical route. An electronically controlled continuously variable transmission is also provided, which can change speed while continuously varying the rpm of the engine and the rpm of the generator and the electric motor (in relation to vehicle speed). THS II also reduces friction loss by about 30% by using ball bearings in the transmission and low-friction.
System Start-up and Stop

Like modern jet planes, THS II hybrid vehicles use by-wire control, in which the driver's instructions are converted into electrical signals (through wires) to be used in integrated control. In by-wire control, system reliability is the highest control priority. When a smart key sends information indicating that the driver has gotten inside the vehicle, the system power supply is turned on. First, whether or not the hybrid computer itself is functioning normally is monitored, and an operational check is performed before the ignition button is pressed. When the ignition button is pressed, the system checks whether or not various sensors, the engine, the motor, the generator and the battery are functioning normally. Then, the switches for the components in the high-voltage system, such as the motor, the generator and the battery, are turned on, making the vehicle ready to run. This is the start-up control sequence. When the driver presses the ignition button again before leaving the vehicle, the components in the high-voltage system are disconnected and, after confirming that such systems are turned off, the hybrid computer shuts down. Safety checks are also being carried out while the vehicle is moving, and, based on various types of information such as changes in driving conditions, the system controls the vehicle so that it can operate in an emergency mode in the unlikely event of failure in the hybrid system or lack of fuel.

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Major components of hybrid Synergy Drive:

Battery

World's top level input/output to weight ratio - light weight In addition to being light-weight, the high power output nickel metal hydride (Ni-MH) battery used in the Toyota hybrid technology provides a high input/output to weight ratio. (power output in relation to weight) The cooling system for the battery cells including the cooling duct is optimized, while components such as the system main relay are designed for reduction in size and weight. Furthermore, the system maintains the battery charge at a constant level at all times by monitoring and computing the cumulative amount of discharge under acceleration, and recharging by regenerative braking or with surplus power under normal running conditions. The hybrid battery (traction battery) has a limited service life. The lifespan of the hybrid battery (traction battery) can change in accordance with driving style and driving conditions.

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Engine

The gas/petrol engine used in Toyota hybrid technology is more energy-efficient, producing higher output than conventional gas/petrol engines. The new (2009) Prius' 1.8L 2ZR-FXE high-expansion-ratio Atkinson cycle engine replaces the former 1.5L 1NZ-FXE. The wealth of torque created by an increased displacement decreases the engine rpm during high-speed cruising. Further improvements in fuel efficiency have been achieved through the following new mechanisms. Electric water pump The water pump is now driven by electricity from the battery. Elimination of the drive belt decreases mechanical loss, and the flow of the coolant can be controlled even more precisely according to the vehicle's conditions. Exhaust heat recirculation system: This system utilizes exhaust heat -what used to go wasted- for the heater and to warm up the engine, allowing quicker heater and engine warmups. Cool-EGR system Flow volume of the exhaust gas is controlled carefully by the electric EGR valve and is channeled into the intake manifold, alleviating negative pressure in the manifold and decreasing pumping loss in the engine. Cooling the exhaust gas with the EGR cooler actualizes large volume EGR. Roller rocker arm The valve train system features roller rocker arms, decreasing friction loss in valve movements. Maximum power output: 73kW(99PS)/5,200 rpm Maximum torque: 142Nm(14.5kgfm)/4,000 rpm
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Electric Motor

Employing synchronous A/C motor for compact packaging, light weight and high efficiency Toyota's hybrid technology uses synchronous A/C motors, which can efficiently produce strong torque up into the high revolution ranges and provide freedom to control motor revolutions and torque. Toyota has also succeeded in making electric motors more compact, light-weight and efficient, for smoother starts/acceleration. - 3-phase A/C - Optimum control of the angle between rotating magnetic field and rotor magnets - Permanent rotor magnets positioned in the ideal V-figure configuration Max. output:60 kW (82PS) Max. torque:207 Nm (21.1 kgfm)

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Power Split Device

Splitting power produced by the gas/petrol engine between the drive train and the generator The power splitting device distributes the power produced by the gas/petrol engine to the drive train and to the generator. To divide the power efficiently, it uses a planetary gear consisting of a ring gear, pinion gears, a sun gear and a planetary carrier. 1. The rotating axle of the planetary carrier is directly connected to the gas/petrol engine and rotates the perimeter ring gear and the sun gear inside via the pinion gears. 2. The rotating axle of the ring gear is directly connected to the electric motors, and thus transfers the driving power to the wheels. The axle of the sun gear is directly connected to the generator and converts the power produced by the gas/petrol engine into electric energy.

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Regenerative Braking

Reuse of kinetic energy by using the electric motors to regenerate electricity Toyota's hybrid technology can reuse kinetic energy by using its electric motors to regenerate electricity in what is called "regenerative braking". Normally, electric motors are turned by passing an electric current through it. However, if some outside force is used to turn the electric motors, it functions as a generator and produces electricity. This makes it possible to employ the rotational force of the driving axle to turn the electric motors, thus regenerating electric energy for storage in the battery and simultaneously slowing the car with the regenerative resistance of the electric motors. The system coordinates regenerative braking and the braking operation of the conventional hydraulic brakes so that kinetic energy, which is normally discarded as friction heat when braking, can be collected for later reuse in normal driving mode. Typically, driving in city traffic entails a cycle of acceleration followed by deceleration. The energy recovery ratio under these driving conditions can therefore be quite high. To take advantage of this situation, the system proactively uses regenerative braking when running the car in the low speed range. Taking the Prius as an example, the system can save the energy equivalent of 1 of gas/petrol while running in city traffic for 100 km.

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Generator

High speed rotation for higher maximum power output As with electric motors, Toyota's hybrid technology uses a synchronous AC generator capable of high speed axial rotation, realizing substantial electrical power while the car is running in the mid-speed range. Toyota has put together the ideal generator, high output electric motor and gas/petrol engine combination to enhance low to mid-speed range acceleration. The new Prius (2009) has a more compact, light-weight design realized through centralized winding of the coils.

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Power Control Unit

Toyota's hybrid technology is equipped with a Power Control Unit that consists of an inverter, a Voltage-Boosting Converter and an AC/DC converter to run the car on electric motors.

Inverter
The inverter converts DC supplied by the battery to AC to turn the electric motors and to use in the generator. Conversely, it converts AC generated by the electric motors and the generator into DC to recharge the battery. Direct cooling of switching device is featured in the new (2009) Prius, improving cooling efficiency and enabling inverter downsizing and weight reduction.

Voltage-Boosting Converter
The Voltage-Boosting Converter steplessly increases the normal 201.6 V DC supply voltage to a maximum of 650 V to feed the electric motors and the generator as required. This means more power can be generated from a small current to bring out high performance from the high output motors, enhancing overall system efficiency. It also means that the inverter could be made smaller and lighter.

EDC/DC Converter
The DC/DC converter steps down the 201.6 V supply voltage from the battery to 12 V, to be used by ancillary systems and electronic devices like the ECU.

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Reduction Gear

Reduction gear amplifies torque from the electric motors Toyota's hybrid technology incorporates the newly developed reduction gear. The reduction gear is designed to reduce the high rpm of the front electric motors so that the power produced can be transferred to the wheels, with the added benefit of torque amplification, i.e. with greater power. This torque amplification effect, coupled with higher revving capability of the front electric motors, combines to provide seamless acceleration at will.

E.C.U: The Brain, Running the car safely, comfortably and at maximum efficiency

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The various devices of the car are centrally controlled by the ECU*, which could be said to be the car's "brain". HYBRID SYNERGY DRIVE uses the ECU to constantly monitor the operational status of these devices, and of energy consumption, on a real-time basis. This

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enables it to execute quick, precise and comprehensive management to run the car safely, comfortably and with maximum efficiency.
y y y y y

Monitors operational status of each hybrid component (petrol engine, generator, electric motors, battery) Monitors braking data received via car's control network Monitors instructions (accelerator pedal opening angle, gear shift position) from the driver Monitors energy consumption of driver assisting-operated systems (e.g. air-conditioning, headlamps, navigation system etc.) Controls each device electronically, based on information derived from monitoring activities listed above, to ensure safe, comfortable and efficient operation of the car.

* ECU: Electric Control Unit

Step By Step Operation :

Starting Off

Taking advantage of the electric motors' low-speed torque at start-off When the car starts off, Toyota's hybrid vehicles use only the electric motors, powered by the battery, while the gas/petrol engine remains shut off. A gas/petrol engine cannot produce high torque in the low rpm range, whereas electric motors can - delivering a very responsive and smooth starts.

Low-speed Driving
Energy-efficient motor-driven running

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A gas/petrol engine is not energy efficient in running a car in the low-speed range. On the other hand, electric motors are energy efficient in running a car in the low-speed range.

Therefore, Toyota's hybrid vehicles use the electric energy stored in its battery to run the car on the electric motors in low-speed range. *If the battery charge level is low, the gas/petrol engine is used to turn the generator to supply power to the electric motors.

Cruising

Energy-efficient driving, using the gas/petrol engine as the main power source Toyota's hybrid vehicles use the gas/petrol engine in the speed range in which it operates with good energy efficiency. The power produced by the gas/petrol engine is used to drive the wheels directly, and depending on the driving conditions, part of the power is distributed to the generator. Power produced by the generator is used to feed the electric motors, to supplement the gas/petrol engine. By making use of the engine/motor dual powertrain, the energy produced by the gas/petrol engine is transferred to the road surface with minimal loss. *If the battery charge level is low, the power output from the gas/petrol engine is increased to increase the amount of electricity generated to recharge the battery

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Cruising/Recharging

Recharging the battery with surplus energy Since Toyota's hybrid vehicles operate the gas/petrol engine in its high efficiency range, the gas/petrol engine may produce more power than is necessary to drive the car. In this case, the surplus power is converted to electric energy by the generator to be stored in the battery.

Full Acceleration

Dual power for acceleration one class higher When strong acceleration is called for (e.g., for climbing a steep slope or overtaking) the power from the battery is supplied to the electric motors to supplement driving power. By combining the power from the gas/petrol engine and the electric motors, Toyota's hybrid vehicles deliver power comparable to cars having one class larger engine displacement of one class higher.
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Deceleration/Regenerating Energy

Deceleration is considered to describe a decrease or negative change of speed or velocity

Storing regenerated energy under deceleration in the battery: Under braking or when the accelerator is lifted, Toyota's hybrid vehicles use the kinetic energy of the car to let the wheels turn the electric motors, which function as regenerators. Energy that is normally lost as friction heat under deceleration is converted into electrical energy, which is recovered in the battery to be reused later.

At Rest

Shutting down entire power train when the car is at rest

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The gas/petrol engine, the electric motors and the generator are automatically shut down when the car comes to rest. No energy is wasted by idling. *If the battery charge level is low, the gas/petrol engine is kept running to recharge it. In some cases, the gas/petrol engine may be turned on in conjunction with the air-conditioner switch operation.

Myths about Hybrid Vehicles:

Hybrids pose a threat to first responders U The brightly-colored orange wires are heavily protected and run underneath the floor in the center of the vehicle. Rescue workers can cut through any door or even a window-area without any fear of coming in contact with them. Hybrid vehicles need to be plugged-in U Never! You never plug in the battery-pack. The engine and regenerative braking provide the necessary electricity. Hybrid Batteries need to be replaced U There have been no failures in service to date and there is an 8 year / 160,000 km warrantee on all hybrid components. Hybrids are small and underpowered U As explained in the last couple of slides, this is simply not the case. Hybrids out-perform their conventional counterparts and often come equipped with features not found on other models. Electromagnetic Fields in hybrids are harmful to human health U EMFs inside and outside of Toyota hybrids are at the same low levels as conventional gasoline vehicles. Therefore there are no additional health risks to drivers, passengers or by-standers. Hybrids are only about improving fuel economy U In addition to improved fuel efficiency, hybrid vehicles produce less smog forming emissions, and offer improved performance.

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Conclusion

Hybrid key benefits

The benefits of Hybrid Synergy Drive are clear, low CO2 emissions and outstanding fuel economy can be combined with seamless acceleration and outstanding reliability while in electric mode the full hybrid system enables silent, emission free driving.

What comes next?

The flexibility of Hybrid Synergy Drive also allows Toyota to continue investigating a broad range of advanced energy sources and different types of eco-cars engineered to fit your personal driving needs. In pursuing our goal of zero emissions, we're developing the FT-EV II, an electric vehicle for urban use and short commute. Plug-In hybrid vehicles will go on sale in two years time. Capable of being recharged from a standard electrical socket this vehicle will have an extended range in the silent, emission free Electric Vehicle mode.

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List of vehicles with HSD

              Toyota Prius with THS: December 1997October 2003 with THSII: October 2003present Lexus RX 400h / Toyota Harrier Hybrid (March 2005) Toyota Highlander/Kluger Hybrid with THSI: July 2005September 2008 with THSII: October 2008-Present Lexus GS 450h (March 2006) Toyota Camry Hybrid (May 2006) Lexus LS 600h/LS 600hL (April 2007) Toyota A-BAT (concept truck) Nissan Altima Hybrid 2007Lexus RX 450h 1 2009Lexus HS 250h 1 2009-

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Bibliography  Most of data collected from Toyota hybrid synergy source  Toyota official website  Some images copied from websites
www.gooogle.com/images/hybrid+synergy+drives

Text material from the official Toyota website and

http://en.wikipedia.org/wiki/Main_Page

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