Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Comparative Assessment of Hybrid Vehicle Power

Split Transmissions

John M. Miller, P.E., PhD

J-N-J Miller, P.L.C.
Design Services

January 12, 2005 4’th VI Winter Workshop Series Slide 1

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Outline of Topics
Slide #
• Session 1: Historical developments……. 3
• Session 2: Toyota, THS-I and THS-II….. 21
• Session 3: Ford-Volvo-Aisin, FHS……… 64
• Session 4: GM-Allison, AHS-2…………. 75
• Session 5 Renault, IVT…………………. 85
• Conclusion and wrap up…………………. 93

• Presentation time: ½ day

January 12, 2005 4’th VI Winter Workshop Series Slide 2

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: Hydrostatic

• Hydrostatic power split

– Maintains direct mechanical power path
– Input power splits (k/(k+1)) mechanical + (1/(k+1)) hydraulic
– Controllable speed summer (differential) maintains desired
output

Hydrastatic Power Split Var Fixed

Transmission Disp Hydraulic lines Disp
Pump Motor

Gear Output
ICE Gearbox diff.
Mechanical Power Path

January 12, 2005 4’th VI Winter Workshop Series Slide 3

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: ElectroMechanical

• The classic electro-mechanical power split transmission

developed by TRW and published in a 1971 SAE paper
is the basis of today’s electric power split systems. G.H.
Gelb, N. A. Richardson, T.C. Wang, B. Berman, “An Electromechanical Transmission
for Hybrid Vehicle Powertrains,” SAE paper no. 710235, Jan. 1971

• One electric machine provided the function of “speeder”

• A second electric machine provided the function of a
“torquer”
• In the original TRW system there are no clutches and no
step ratio gear shifts – the essentials of power split.

January 12, 2005 4’th VI Winter Workshop Series Slide 4

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: ElectroMechanical

• TRW Electromechanical Transmission – EMT

– ICE drives the planetary SUN gear
– The “speeder” (generator) M/G connects to the carrier
– The “torquer” (motor) M/G is connected to the ring gear via an
additional gear ratio.
– Ring gear output shaft transmits summation power to the vehicle
driveline.

January 12, 2005 4’th VI Winter Workshop Series Slide 5

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: ElectroMechanical

• Electromechanical Transmission
– Has 5 operating modes
– Relies on single planetary gear
– Requires 2 electric M/G’s
R FD
ωs
Speeder M/G Torquer ωΤ
C
M/G

ICE S 3φ

ωe

3φ
Battery
Pack

January 12, 2005 4’th VI Winter Workshop Series Slide 6

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: ElectroMechanical

• EMT Operating Modes

• Mode 1: low acceleration events when ICE power
exceeds the road load
– Excess engine power is used to charge the battery by using
M/G1 and M/G2 in their generating mode
– When engine power matches road load but has insufficient
torque, the “torquer” M/G acts as a motor to deliver additional
power to the wheels by discharging the battery.
• Mode 2: low speed, launch and light cruise
– The “speeder” M/G remains in generator mode and delivers
engine power to the “torquer” via the electric path.
– Excess electric power may be delivered to the battery

January 12, 2005 4’th VI Winter Workshop Series Slide 7

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: ElectroMechanical

• EMT – operating regimes

R FD
ωs
Speeder M/G Torquer ωΤ
C
M/G
Vehicle Accel (m/s2)

ICE S 3φ

ωe
Mode 3
Mode 2 3φ
Battery
Pack

Mode 1 Mode 4
Vehicle Speed (mph)

Mode 5

January 12, 2005 4’th VI Winter Workshop Series Slide 8

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: ElectroMechanical

• Mode 3: High load condition

– Road load torque and power exceed the available engine torque
and power.
– The battery (ESS) contributes additional boost power to both the
motor “torquer” and generator “speeder”.
• Mode 4: High cruising speeds
– “Speeder” is locked up and the engine is throttled up
– “Torquer” is operated in motoring or generating mode as needed
• Mode 5: Deceleration
– Both M/G’s operate in generating mode to recuperate vehicle
kinetic energy to battery (ESS).

January 12, 2005 4’th VI Winter Workshop Series Slide 9

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: ElectroMechanical

• EMT operating regimes R FD

ωs
Speeder M/G Torquer ωΤ
C
M/G

ICE S 3φ

ωe
Vehicle Accel (m/s2)

3φ
Battery
Pack
Mode 3
Mode 2

Mode 1 Mode 4
Vehicle Speed (mph)

Mode 5

January 12, 2005 4’th VI Winter Workshop Series Slide 10

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: Flywheel Hybrids

• During 1970’s to early 1980’s U.S. DOE sponsored programs

investigated ICE-Flywheel hybrid concepts
– FES is the primary energy storage system
– Some used mechanical CVT’s as matching elements
Flywheel

C3
FD

Hypoid
ICE Gear CVT Chain
Drive
Assembly

C1 C2

January 12, 2005 4’th VI Winter Workshop Series Slide 11

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: Flywheel Hybrids

• Some systems used a planetary gear matching element between

the driveline and the flywheel, FES
– City bus applications were common development platforms
DOE Program
FW Brake Energy
FD Recovery
16 T City Bus
100 kW CIDI
750 Wh FW
Speed
Summer 4:1
Epicyclic
FW + Gear
MT Reduction

CIDI Input

Clutch FW
January 12, 2005 4’th VI Winter Workshop Series Slide 12
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments:Battery + Flywheel

• A novel combination relied on Lead-acid battery energy storage and
a flywheel for dynamic storage
– Battery for continuous and low dynamic events
– FES for high dynamic events and for power boosting

Battery -FW combination EV

XM FD
M/G
Batt FW
18 kWh 90 Wh

mv = 910 kg ηFW = 52%

mbatt = 500 kg Battery only EV range ~ 57 mi

mpass = 273 kg Battery + FW EV range = 80 mi
mGVW = 1683 kg

January 12, 2005 4’th VI Winter Workshop Series Slide 13

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments:Battery + Flywheel

• Battery + FES system was an early attempt at combination energy
storage systems for continuous and dynamic loading events
– FES recharges during deceleration events AND
– FES can be recharged from the battery – at slow and efficient rates

P Accel Cruise Coast Brake Idle

FW
Power Battery Power
t
Battery
FW Power charges
FW

January 12, 2005 4’th VI Winter Workshop Series Slide 14

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Historical Developments: Early Hybrids

• 1905 H. Piper files U.S. patent for a petrol-electric hybrid vehicle.
Goal was to use the electric motor to assist the ICE so that higher
speeds (25 mph) could be achieved.
– Unfortunately, within a couple years the ICE was improved to the
point that such speeds became commonplace.
• 1921 Owen Magnetic Model 60 Touring vehicle
– Uses gasoline engine to run a generator
That supplies electric power to motors
Mounted in each of the rear wheels.
• 2004 Ford Hybrid Escape
– Launches in electric mode 0Æ25 mph

January 12, 2005 4’th VI Winter Workshop Series Slide 15

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Hybrid Functions

• Hybrid functionality improves dramatically as M/G power increases

to 50% of targeted peak power – synergy with ICE

PowerTrain Conventional Conventional Conventional Downsized Downsized Downsized

Elect. M/G Belt ISG Belt ISG Belt ISG Crank-ISG Crank-ISG Offset ISG
14V 42V 42V 42V 150V >300V
Ancillaries Conventional Conventional Electric Electric Electric Electric

Battery Flooded Pb- VRLA, 30kg VRLA, 30kg NiMH, 20 kg NiMH, 40kg NiMH, 60kg
Acid, 25 kg
Functions:
Idle Stop
Regen
Energy Mg’mt
Launch assist

ZEV

%FE Benefit 3 7 10 30 35 <40

January 12, 2005 4’th VI Winter Workshop Series Slide 16

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

ICE versus Electric: Achieving a balance

• What do we mean by synergy with ICE?

• Toyota: Hybrid Passenger Vehicle Industry leader
– Prius hybrid: THS-I generation of hybrid functionality
– New Prius hybrid: THS-II generation based on hybrid synergy drive
– Toyota Prius-II has electric power steering, electronic controlled brakes
and electric drive air conditioning.
PICE PM/G
Toyota Motor Co has managed to 100 kW
THS-II
Raise the battery warranty from 8 years HSD Batt
On PRIUS-I to 150,000 miles (10 yr) EV
On PRIUS-II CV
THS-I

How?
By more intelligent operation and by
Improving the battery terminations for
0 50 100
Lower ESR (higher efficiency) Electric Fraction, Ef

January 12, 2005 4’th VI Winter Workshop Series Slide 17

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Vehicle Performance Targets

• Hybrid vehicles today must deliver the performance customers expect. The
new HSD Prius-II was released for sale October 2003 in North America.
Prius-I sales for 2003 were some 38,000 in NA and customers are now
lining up to purchase the new Prius-II. CY2004 sales target in N.A. is
70,000
Hybrids typically do not have towing
tz85
21s
capability
tz60
11s – until the new Ford hybrid Escape
introduced Oct. 2004 that has a tow
capability of 1500# (non-hybrid Escape is
rated 3500# towing). Full size pickups are
Maximum rated 6500# towing.
ZEV Range: Launch Accel
Grade 30% 0.45g
Towing Capacity

Acceleration benchmarks:
Prius I, 0Æ60 mph time = 12.5s
WOT speed Prius II, 0Æ60 mph time = 10.5s
Gradeability 90 kph 0% grade Hybrid Escape, 0Æ60 mph time = 11.2s
for 20 min. 6% 180 kph

January 12, 2005 4’th VI Winter Workshop Series Slide 18

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Vehicle Performance Targets

• Applying the vehicle performance targets

Axle Torque

mmax, tire adhesion

limited

Torque for
30% grade
Total Power
ion

rolling, aero, grade

iss

limited speed
sm

e
grad
ran

6 %
d at , 20 min
,T

d lo a h
Roa in 90 kp
ax

grade
Pm

sus ta 0-
Lo ad at
R o ad

V6% Vmax at
WOT & 0-grade Vehicle Speed, V

January 12, 2005 4’th VI Winter Workshop Series Slide 19

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Vehicle Performance Targets

• So how do recent hybrid vehicle products now offered “stack-up” in

terms of performance?
– Historically, performance targets have dictated a peak specific power
(combined in case of a hybrid) of 10 kW/125 kg power plant

Vehicle Curb mass Engine M/G Electric Peak specific

Power Power Fraction power
(kg) (kW) (kW) (%) (kW/125 kg)
Civic 1242 63 10 14 7.35
Prius 1254 53 33/10 38 8.6
Escape 2053 80 65/28 45 8.8
HSD 1295 57 50/10 47 10.3

Hybrid Synergy Drive, HSD, goal is to match V6 performance with an

I4 through “electric supercharging”
January 12, 2005 4’th VI Winter Workshop Series Slide 20
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Session 2

• Toyota Hybrid System:

– THS-I and THS-II
– Tire dynamics
– Hybrid modes
– Power Split operation during cruise

January 12, 2005 4’th VI Winter Workshop Series Slide 21

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Comparison of Toyota Hybrid Technology:

THS-I & THS-II Power Train & Vehicle
• Example to illustrate Prius-II vehicle specifications in comparison to Prius-I

Prius I Prius II
Engine displacement 1.5 liter, DOHC, I4 1.5 liter, DOHC, I4
Compression ratio 13:1 Atkinson Cycle 13:1 Atkinson Cycle
Valve system 4V/cylinder, VVT-i 4V/cylinder, VVT-i
Engine Power 52 kW at 4,500 rpm 57 kW at 5,000 rpm
Engine Torque 111 Nm at 4,200 rpm 111 Nm at 4,200 rpm
Emissions SULEV Advanced Tech. PZEV
Fuel Economy 52/45/48 mpg city/hwy/combined 60/51/55 mpg city/hwy/combined
Transmission Electronic CVT Electronic CVT
Vehicle curb weight 1257 kg 1313 kg
Drag coefficient, Cd 0.29 0.26
Frontal area * 2.23 m2 2.29 m2
Tires P175/65R14 P185/65R15

January 12, 2005 4’th VI Winter Workshop Series Slide 22

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Comparison of Toyota Hybrid Technology:

THS-I & THS-II Power Train & Vehicle
• To understand vehicle propulsion we start at the wheels
– Code: P175/65R14 = <veh type> <W, tread width> <H in %W> <Drim>

Tire code: P=passenger, 123mm

H tread width/sidewall height as xx%
W
Wtread, R, rim diameter (inch)
Drim rw

V (mph)

Drim + 2( H % xWtread )
rw = 0.98 = 0.292m Prius-I and 0.3045m Prius-II from which the final drive
2 ratio comes out to Gr=3.95:1 in Prius-I and 4.0:1 in Prius-II

January 12, 2005 4’th VI Winter Workshop Series Slide 23

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Comparison of Toyota Hybrid Technology:

THS-I & THS-II Power Train & Vehicle
• Finding the driveline final drive ratio, gfd
– Must know Vmax and Nm-max
– Need tire dynamic rolling radius, rw

rw

V (mph)

Vmax

g fd axle
ωa, ma
gfd = (Ω max/ V max)rw
driveline
ωdl, mdl gfd = 586.3(0.292) /(0.447V max)
Motor, Ωmax gfd = 383 / V max = 3.95 | v max = 97 mph

January 12, 2005 4’th VI Winter Workshop Series Slide 24

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Comparison of Toyota Hybrid Technology:

THS-I & THS-II Power Train & Vehicle
• Comparison of Prius-I and Prius-II continued

Prius-I Prius-II
Motor/Generator Interior Permanent Magnet, Permanent Reluctance
IPM Machine, PRM
M/G Power 33 kW 1,040 to 5,600 rpm 50 kW, 1,200 to 1,540 rpm
M/G Torque 350 Nm 0 to 400 rpm 400 Nm, 0 to 1,200 rpm
System Voltage 274V 500V max
Battery type Sealed NiMH Sealed NiMH
Battery Power 21 kW (25 kW max) 21 kW improved internal
resistance
Battery voltage 273.6V, 228 cells 201.6 V, 168 cells

January 12, 2005 4’th VI Winter Workshop Series Slide 25

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS-II System
• THS-II achieves higher voltage local dc bus using a conventional half bridge
converter (i.e., one additional phase leg of power electronics).
• Present cost of hybridization for THS-I and THS-II systems are $66/kW to $93/kW
while cost of an SI powertrain is ~$30/kW

1500 uF, 600V, PPS-

polyphenylene sulfide
dc link bus capacitor

500V (2.5x boost)

500V Power Elect.
Half-bridge
boost
converter

Boost Ind 1500 uF

250A, 10 kHz 600V
S/A M/G
NiMH
6 Ah
201.7 V 10 kW 50 kW
233 Apk 30 kW, 8-pole IPM
1400 W/kg 50 kW, 8-pole IPM

January 12, 2005 4’th VI Winter Workshop Series Slide 26

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS-II System
• NiMH battery with double welded terminations for 30% reduced ESR &
more compact package.
500V (2.5x boost)

Half-bridge
boost
converter

Boost Ind 1500 uF

250A, 10 kHz 600V
S/A M/G
NiMH
6 Ah
201.7 V 10 kW 50 kW
233 Apk
1400 W/kg

Link Ind
Expanded view of power electronics ~100mm
package. NiMH battery cable cube
connector:

January 12, 2005 4’th VI Winter Workshop Series Slide 27

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS-II System
• Mechanical & Electrical Architecture
• Motor/Generators are under full electronic control

Battery wheels

Integrated Power
& Control Electronics M/G2 R

ICE C FD

M/G1 S

Power Split, E-CVT

January 12, 2005 4’th VI Winter Workshop Series Slide 28

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Power Split Device

• Mechanical and Electrical Architecture

– Depend fundamentally on the dynamics of a planetary gear set
– Epicyclic gears provide speed summation
– Torque splits according to port loading (power balance)
ωr Fundamental equation of the planetary
Uc Gear set: ratio of the difference in
Angular speeds between an inner epicyclic
rc ωc Gear and a common gear and a second
ωp Inner gear and the common gear equals
rs rp A constant – the basic ratio.
ωs
rr vs
ω s − ωc Nr
=− = −k
Planet
Sun ω r − ωc Ns
(ω s − ω c ) = −k (ω r − ω c )
Ring (inside and/or outside gear)
ω s + kω r − (1 + k )ω c = 0
January 12, 2005 4’th VI Winter Workshop Series Slide 29
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Power Split Device

• Planetery gear set
– The basic ratio is negative for inside gears and positive for an outside
epicyclic gear.
• Dynamics of the planetary gear set (ω is angular speed and m is
torque, MKS units)
R
Rr
k= = basic _ ratio
C Rs
ω s + kω r − (k + 1)ω c = 0
S
1 1
ωs ωr
ηs M s − ηr M r − J sω& s + J rω& r = 0
ωc k k
k +1 k +1
ηc M c + ηr M r − J cω& c − J rω& r = 0
k k
Prius I & II: Nr = 78, Np=24, Ns=30 from which k=78/30 = 2.6

January 12, 2005 4’th VI Winter Workshop Series Slide 30

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Power Split Dynamics

• THS power split dynamics

V
SOC
Cb Battery wheels
Uoc ωm, ωr,
mm, mr, ωa rw
Pb
Jm Jr ma,
M/G2 ωe,
R Ga2r Ja
me,
Je
Pe ICE C Gr2s ωfd, FD
Ge2s mfd,
Jfd
M/G1 S ωg,
mg,
Jg

January 12, 2005 4’th VI Winter Workshop Series Slide 31

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Power Split Dynamics

• Expressions for M/G2 (motor) and M/G1 (gen) torque can be derived
by inspection of the THS architecture
– System inertias are lumped parameter
– Generator effects (couple) are reflected to engine and motor ports

g r 2s  g r 2s   g r 2s 
mdl = mm − me +  J eq − J gc ω e + 
 &  J gc − J mq ω& m
g e2s  g e2s   g e2s 
mg =
1
(me − J eω& e − J gcω& m )
g e2s
k Steady state driveline torque expression showing
mdlss = mm + me Torque contribution of motor and engine mechanical
k +1 Path split

January 12, 2005 4’th VI Winter Workshop Series Slide 32

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Strategy

• Engine and electric system matching are essential to

realize geographical preferences in the market
– The power split device & the electric machine CPSR – constant
power speed ratio are key elements in this strategy
FE Gear shift ratio coverage =
wheels (mpg) 5 5.5 6.5
AT
Japan 10-15 Europe EC
1900 kg sedan 1900 kg sedan

M/G R
US combined
Gear 2900 kg SUV
ICE C FD
box

S/A S 4 4.5 5 5.5 6 6.5 7

Gsrc

Note: most input coupled transmissions have the ICE at the planet carrier port

January 12, 2005 4’th VI Winter Workshop Series Slide 33

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Strategy

• To further develop the propulsion system strategy we first define the power
split operating modes
• Then, an efficiency optimizing strategy is defined for highway cruise that
aims to hold the ICE in or near the high plateau’s of BSFC – brake specific
fuel consumption (g/kWh)

wheels
Epicyclic
Inverter
274 V R
M/G2

ICE C FD
Batt
M/G1 S
Ultra-cap

Power Split, e-CVT

Un-Buffered ESS

January 12, 2005 4’th VI Winter Workshop Series Slide 34

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Strategy

• Operating modes
– In this study five modes will be
defined
• Batt-EV & Regen mode
• Normal driving mode
• Battery charge mode
• Power boost mode
• Negative split mode

• Some power split systems

enter negative split as a means
to further lug the engine (lower
its speed at given torque)
January 12, 2005 4’th VI Winter Workshop Series Slide 35
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Strategy

• Positive split is primarily used (which is most of the time)

when ESS state of charge, SOC, is low, vehicle speed is
relatively low and the engine delivers power to the ESS –
battery.
• Negative split is used when the ESS, SOC is high,
vehicle is under cruise condition with engine ON.
– ESS discharges into generator (runs in motoring quadrant(s))
– Generator in motoring mode drives engine speed lower to further
optimize fuel efficiency
• Series mode is used when parked, during idle and for
reverse (Batt-EV mode).

January 12, 2005 4’th VI Winter Workshop Series Slide 36

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Modes

• Batt-EV (electric drive and regeneration mode)
– Engine OFF and generator not used.
– Also called series mode
Batt-EV and Regeneration Mode

G Inverter ESS
E
N
Battery

M
O
ICE T Note: series mode
For reverse – speed
Constrained in S/W
By rev limiter.
FD

January 12, 2005 4’th VI Winter Workshop Series Slide 37

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Modes

• Normal driving, cruise mode
– Engine ON, power splits from engine to wheels mechanically and via
generator electrically.
– ESS has nominal SOC, electrical power circulates from engine via
generator to the motor where it sums mechanically with engine
mechanical path power Normal Driving Mode

G Inverter ESS
E
N
Battery

M
O
ICE T

FD

January 12, 2005 4’th VI Winter Workshop Series Slide 38

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Modes

• Battery charge mode

– Vehicle parked or during idle

Battery Charging Mode

G Inverter ESS
E
N
Battery

M
O
ICE T

FD

January 12, 2005 4’th VI Winter Workshop Series Slide 39

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Modes

• Power boost mode

– Engine torque augmentation
– Similar to EMT mode 3, engine has insufficient torque/power to meet
road load demand
Power Boost Mode

G Inverter ESS
E
N
Battery

M
O
ICE T

FD

January 12, 2005 4’th VI Winter Workshop Series Slide 40

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Modes

• Negative split mode
– Forced engine lugging to optimize fuel economy
– Engine control strategies also come into play in the form of advanced or
retarded VVT when SOC is low
• Advanced VVT lowers speed, but higher torque op point
• Retarded VVT increases speed, lowers torque op point
Negative Split Mode

G Inverter ESS
E
N
Battery

M
O
ICE T

FD

January 12, 2005 4’th VI Winter Workshop Series Slide 41

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Strategy

• Overall strategy is to operate the engine at high torque, low speed,

most efficient operating points
– Atkinson cycle provides inherent ~10% higher thermodynamic
combustion efficiency
– Improves highway FE G Inverter ESS
E
N
Battery
Torque reserve (me-ωe) constrained
200
15
for driveability mapping points
Brake mean effective pressure x100 (kN/m 2)

Te

Engine power (kW)

Torque (Nm)

14

13 Peng
70
M
12

11
60 O
150
10
210
215
50 ICE T
9 220
230
8
250
100 7 40
270
6

5 30
300
4

50 3 400
20 FD
2

1
700
BSFC
0 0
10
1000 1500 2000 2500 3000 3500 4000 4500 5000
Engine speed (rpm)

January 12, 2005 4’th VI Winter Workshop Series Slide 42

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Strategy

• Efficiency optimizing strategy for cruise mode
– Define using N/V plot
– Piecewise linear approximation of the engine control strategy
– Generator speed responds to these discontinuties – artifact of the method
4
1 .10
3
5.544×10

N m( i)
Angular speed, rad/s

5000
N e( i)

N g( i)
0
0

3
− 3.712×10 5000
0 20 40 60 80 100
0 V( i) 100
Speed, mph
Note that the generator speed is restricted to 3rd quadrant operation. Lowering
Generator speed increases engine speed and vice versa regardless of
Motor speed (i.e., vehicle speed)
January 12, 2005 4’th VI Winter Workshop Series Slide 43
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

THS: Propulsion System Strategy

• Lever “stick” diagrams are Engine Veh
Acceleration
sometimes used to illustrate the S/A
Speed Speed

interplay of engine and electric Speed

Engine
M/G’s in the power split system. Crankin
g

Battery wheels
ise
Cru
Vehicle Speed S C R
M/G2 R unch
h ic le la
Ve
M/G2 rpm

ICE C FD 400
292.004136
Engine rpm

Component Speeds (m/s, rad/s)

M/G1 S 10 .V( i )
M/G1 rpm 200
ω r( i )

Power Split, E-CVT ω c( i )

ω s( i ) 0

167.170167 200
0 2 4 6 8 10
0 t( i ) 10
Time (s)

January 12, 2005 4’th VI Winter Workshop Series Slide 44

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Power Split Propulsion System Strategy

• The strategy to be employed can be described in look up table

format (and applied to the THS-I system)
Vehicle Speed Engine Speed Motor Speed Generator Speed Battery Power
V (mph) Ne (rpm) Nm (rpm) Ng (rpm) Pb (W)
0 OFF 0 0 0

30 OFF 1733 -4504 -3,290

40 1500 2310 -608 +670

50 1800 2890 -1027 +430

60 1700 3465 -2888 -860

70 2200 4043 -2604 -1110

80 2800 4620 -1937 +430

January 12, 2005 4’th VI Winter Workshop Series Slide 45

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• Observations on the selected Power Split strategy

– Batt-EV mode 0Æ30mph then
– Batt-charge mode at 40 and 50 mph
– Power boost mode at 60 and 70 mph
– ICE to near WOT torque at 80 mph

• At max vehicle speed the PS motor will be at max speed

– As will the planetary gear set

• Engine operation at WOT torque (Ne~ 4000 rpm) will

occur during high load conditions, grade, etc.
January 12, 2005 4’th VI Winter Workshop Series Slide 46
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• The maximum Batt-EV mode speed is limited by the generator max

speed
– Ne = 0 engine is OFF
– Ng = 6500 rpm maximum
Ω gm rw
Vci =
G
E
Inverter ESS kg fd
N Battery
680.6(0.292)
M Vci = = 19.35m / s
O 2.6(3.95)
ICE T
19.35
Vci = = 43.3mph
0.447
FD

Max engine cut-in speed can be approached

By very gradual acceleration in Batt-EV mode

January 12, 2005 4’th VI Winter Workshop Series Slide 47

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• First step is to calculate the road load during cruise

Ft = R0 mv g cos α + 0.5 ρ air C d A f V 2 + mv g sin α
R0 = 0.008
mv = 1254kg
g = 9.902m / s 3
α = 0 − grade
ρ air = 1.225kg / m 3 @ STP
C d = 0.29(Pr ius )
A f = 0.9WH = 2.31m 2

• Froll = 98.33N and Faero = 0.4103V2

January 12, 2005 4’th VI Winter Workshop Series Slide 48

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• Steps used in the evaluation of power split operation

• 1st: Calculate the road load for the stated condition
• 2nd: Reflect the road load to the driveline – speed and
torque
• 3rd: Assign the engine speed per the strategy
• 4th: Use the planetary gear speed equation to determine
the generator speed,
• 5th: Calculate the engine mechanical path torque per the
planetary gear torque expression (see power split device
slides)
• 6th: Calculate all power flows and insure balance to
match the stated battery loading condition.
January 12, 2005 4’th VI Winter Workshop Series Slide 49
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

Electric power path:
• V=30 mph Generator
ηmi = ηm*ηi = 0.91*0.94 = 0.855
PM/G = 0 Pb =-3.9 kW
Pg = 0
ωg = -471.6 r/s
mg = 0 G Inverter ESS
E
N
Battery

M
O
Motor/Ring Gear
T Pm = 2.81 kW
ICE
ωm = 181.4 r/s
mm = 15.5 Nm
Engine
Pem = 0
ωe = 0 gfd = 3.95
mem = 0 FD ηfd = 0.82
me = 0
Pe = 0
Driveline
Pdl = 2.81 kW
ωdl =181.4 r/s Vehicle
mdl=15.5 Nm V = 30 mph
Ft = 172 N
Pt = 2.31 kW

January 12, 2005 4’th VI Winter Workshop Series Slide 50

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• Engine and M/G maps for 30 mph

T
(Nm) Generator map
Atkinson Engine Map
80
Torque (Nm)

115

60 73
210
0

90
220
20

55 kW
82
230

240

65 35 kW
40 88
250

Consumption
270

g/kWh
35 20 kW
290

15 kW 20 93
10 kW
0 8 kW

0 1000 2000 3000 4000 5000 0

Engine Speed (rpm) 0 1 2 3 4 5 6
Speed (krpm)

January 12, 2005 4’th VI Winter Workshop Series Slide 51

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

Electric power path:
ηmi = ηm*ηi = 0.91*0.94 = 0.855
• V=40 mph Generator PM/G = 585W Pb = +670W
Pg =1.47 kW
ωg = -63.74 r/s
mg = 6.74 Nm G Inverter ESS
E
N
Battery

M
Motor/Ring Gear
O
T
Pm =0.5 kW
ICE
ωm = 241.9 r/s
mm = 2.07 Nm
Engine
Pem = 4.5 kW
ωe = 157 r/s gfd = 3.95
m em = 28.62 FD ηfd = 0.82
m e = 41.2
Pe = 6.47 kW
Driveline
Pdl =5 kW
Pdlm = 4.5 kW Vehicle
Pdle = 0.5 kW V =40 mph
ωdl =241.9 r/s Ft = 229.5 N
mdl=20.67 Nm Pt = 4.1 kW

January 12, 2005 4’th VI Winter Workshop Series Slide 52

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• Engine and M/G maps for 40 mph

T
(Nm) Generator map
Atkinson Engine Map
80
Torque (Nm)

115

60 73
210
0

90
220
20

55 kW
82
230

240

65 35 kW
40 88
250

Consumption
270

g/kWh
35 20 kW
290

15 kW 20 93
10 kW
0 8 kW

0 1000 2000 3000 4000 5000 0

Engine Speed (rpm) 0 1 2 3 4 5 6
Speed (krpm)

January 12, 2005 4’th VI Winter Workshop Series Slide 53

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

Electric power path:
• V=50 mph ηmi = ηm*ηi = 0.91*0.94 = 0.855
Generator PM/G =1.31 kW Pb = +430 W
Pg = 2.035 kW
ωg = -107.5 r/s
mg = 18.93 Nm G Inverter ESS
E
N Battery

M
Motor/Ring Gear
O
T Pm =1.12 kW
ICE
ωm = 302
m m = 3.71 Nm
Engine
Pem = 7.14 kW
ωe = 188.5 r/s gfd = 3.95
m em = 37.9 Nm FD ηfd = 0.82
m e = 48.7 Nm
Pe = 9.175 kW
Driveline
Pdl =8.27 kW
Pdlm = 7.14 kW Vehicle
Pdle = 1.12 kW V =50 mph
ωdl =302.3 r/s Ft = 303 N
mdl= 27.35 Pt = 6.78 kW
January 12, 2005 4’th VI Winter Workshop Series Slide 54
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• Engine and M/G maps for 50 mph

T
(Nm) Generator map
Atkinson Engine Map
80
Torque (Nm)

115

60 73
210
0

90
220
20

55 kW
82
230

240

65 35 kW
40 88
250

Consumption
270

g/kWh
35 20 kW
290

15 kW 20 93
10 kW
0 8 kW

0 1000 2000 3000 4000 5000 0

Engine Speed (rpm) 0 1 2 3 4 5 6
Speed (krpm)

January 12, 2005 4’th VI Winter Workshop Series Slide 55

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

Electric power path:
ηmi = ηm*ηi = 0.91*0.94 = 0.855
• V=60 mph Generator Pb = -860 W
PM/G = 4.824 kW
Pg =4.64 kW
ωg = -302.5r/s
mg = 15.33 Nm G Inverter ESS
E
N
Battery

M
O
Motor/Ring Gear
T Pm =4.125 kW
ICE
ωm = 362.8 r./s
mm = 11.4 Nm
Engine
Pem = 8.745 kW
ωe = 178 r/s gfd = 3.95
mem = 49.1 Nm FD ηfd = 0.82
me = 75.2 Nm
Pe = 13.385 kW
Driveline
Pdl =12.87 kW
Pdlm = 8.745 kW Vehicle
Pdle = 4.125 kW V =60 mph
ωdl =362.8 r/s Ft = 393.5 N
mdl=35.47 Nm Pt = 10.6 kW

January 12, 2005 4’th VI Winter Workshop Series Slide 56

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• Engine and M/G maps for 60 mph

T
(Nm) Generator map
Atkinson Engine Map
80
Torque (Nm)

115

60 73
210
0

90
220
20

55 kW
82
230

240

65 35 kW
40 88
250

Consumption
270

g/kWh
35 20 kW
290

15 kW 20 93
10 kW
0 8 kW

0 1000 2000 3000 4000 5000 0

Engine Speed (rpm) 0 1 2 3 4 5 6
Speed (krpm)

January 12, 2005 4’th VI Winter Workshop Series Slide 57

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

Electric power path:
• V= 70 mph ηmi = ηm*ηi = 0.91*0.94 = 0.855
Generator PM/G = 5.532 kW Pb = -1.1 kW
Pg = 5.18 kW
ωg = -272.6 r/s
mg = 19 Nm G Inverter ESS
E
N Battery

M
O
Motor/Ring Gear
T Pm =4.73 kW
ICE
ωm = 423.3 r/s
mm = 11.17 Nm
Engine
Pem = 14.37 kW
ωe = 230 r/s gfd = 3.95
m em = 62.5 Nm FD ηfd = 0.82
m e = 85 Nm
Pe = 19.55 kW
Driveline
Pdl =19.1 kW
Pdlm = 14.37 kW Vehicle
Pdle = 4.73 kW V =70 mph
ωdl =423.3 r/s Ft = 500 N
mdl=45.12 Nm Pt = 15.65 kW

January 12, 2005 4’th VI Winter Workshop Series Slide 58

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• Engine and M/G maps for 70 mph

T
(Nm) Generator map
Atkinson Engine Map
80
Torque (Nm)

115

60 73
210
0

90
220
20

55 kW
82
230

240

65 35 kW
40 88
250

Consumption
270

g/kWh
35 20 kW
290

15 kW 20 93
10 kW
0 8 kW

0 1000 2000 3000 4000 5000 0

Engine Speed (rpm) 0 1 2 3 4 5 6
Speed (krpm)

January 12, 2005 4’th VI Winter Workshop Series Slide 59

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

Electric power path:
• V=80 mph ηmi = ηm*ηi = 0.91*0.94 = 0.855
Generator PM/G =5.116 kW Pb = +430W
Pg = 6.486 kW
ωg = -202.8
mg = 21.6 Nm G Inverter ESS
E
N
Battery

M
Motor/Ring Gear
O
T Pm =4.374 kW
ICE
ωm = 483.7 r/s
mm = 9.04 Nm
Engine
Pem = 22.786 kW
ωe = 293 r/s gfd = 3.95
mem = 77.8 Nm FD ηfd = 0.82
me = 100 Nm
Pe = 29.27kW
Driveline
Pdl =27.16 kW
Pdlm = 22.786 kW Vehicle
Pdle = 4.374 kW V =80 mph
ωdl =483.7 r/s Ft = 623 N
mdl=56.15 Nm Pt = 22.3 kW

January 12, 2005 4’th VI Winter Workshop Series Slide 60

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• Engine and M/G maps for 80 mph

T
(Nm) Generator map
Atkinson Engine Map
80
Torque (Nm)

115

60 73
210
0

90
220
20

55 kW
82
230

240

65 35 kW
40 88
250

Consumption
270

g/kWh
35 20 kW
290

15 kW 20 93
10 kW
0 8 kW

0 1000 2000 3000 4000 5000 0

Engine Speed (rpm) 0 1 2 3 4 5 6
Speed (krpm)

January 12, 2005 4’th VI Winter Workshop Series Slide 61

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS Propulsion System in Cruise Mode

• Composite engine and M/G maps T

(Nm) Generator map
Atkinson Engine Map
80

60 73
Torque reserve
82
for driveability
(me-ωe) constrained 40 88
mapping points
Torque (Nm)

115 20 93
0
20

90 0
210
220

0 1 2 3 4 5 6
250

55 kW
230

Speed (krpm)
240
270

65 35 kW
T
Consumption (Nm)
g/kWh Motor map
35 20 kW
300
290

15 kW
Electric subsystem
10 kW 240
0 8 kW
73 torque reserve for
0 1000 2000 3000 4000 5000
200
82 power boosting
Engine Speed (rpm)
120 88

80 93

0
0 1 2 3 4 5 6
Speed (krpm)

January 12, 2005 4’th VI Winter Workshop Series Slide 62

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

PS System Summary

• Conclusions
– Cruise mode control strategy must optimize both engine and
generator efficiency
– Hybrid strategy pushes engine operation high on T-N map
resulting in reduced engine torque for transients
– Motor operates at relatively low power levels during cruise
– But, the motor maintains sufficient reserve to augment the
engine torque during transient maneuvers, passing, negotiating
grades, braking, etc
– Battery SOC is maintained via the generator by additional
loading on the engine
– During boosting the battery augments generator power

January 12, 2005 4’th VI Winter Workshop Series Slide 63

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Session 3

• Ford-Volvo-Aisin, FHS System

– Very similar to the THS system, with the addition of output
gearing
– Still an input coupled power split
– Motor is now offset geared from planetary ring gear
– Power and control electronics are now integral to the e-CVT
transmission.
• Hybrid Escape introduced in Oct. 2004 as MY2005 hyb
SUV

January 12, 2005 4’th VI Winter Workshop Series Slide 64

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Hybrid Escape e-CVT

• Ford Hybrid System

HV Battery

e-CVT

2.3L ICE

Planetar
2.3L y Output To
Atkinson Gear Gear Wheels
Cycle
Engine
Traction AC-DC Traction
Generato Inverters Motor
r
Mechanica
Traction l Path
Electrical
HV Battery Path

January 12, 2005 4’th VI Winter Workshop Series Slide 65

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Hybrid Escape e-CVT

• Model development An ultracapacitor and battery combination is

Shown to illustrate that ESS system
300 V upgrades are possible and also
recommended for increased ESS longevity

Batt
Ultra-cap
Inverter
wheels

N1
R1
N2 FD
ICE C1
M/G2 N2
S1 M/G1
OWC
Output
B1
Epicyclic Gears
Input
Fixed link, PowerSplit with Gear

January 12, 2005 4’th VI Winter Workshop Series Slide 66

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Hybrid e-CVT: Sidebar on ESS

• It is small wonder then, with this discussion of hybrid vehicles and energy storage systems that
energy storage may indeed represent a >$10B market by 2010.
Self
Energy Power Operatin Storage Discharg Current Future
Battery Cycle Principal Vehicles Other
Density Density g Temp. Temp. e Rate Maturity Cost Cost
Type Life Manuf. Used_In Notes
[Wh/kg] [W/kg] [C] [C] [% per [$/kWh] {$/kWh]
month]
CARTA
Trojan,
bus,
Hawker,
Lead-Acid 25 to 35 75 to 130 200 to 400 -18 to +70 ambient 2 to 3 production 100 to 125 75 Solectria
Exide,
E10
Interstate
(sealed)

Audi Duo, Potential: 55

Delphi, GM EV1 Wh/kg, 450
Advanced
35 to 42 240 to 412 500 to 800 production Horizon, (VLRA), W/kg, and
Lead Acid
Electrosource Solectria 2000 cycle
Force life

Toyota
RAV4-EV,
Toyota
Potential:
Panasonic, Prius,
Nickel-Metal 115 to 120 Wh/kg,
50 to 80 150 to 250 600 to 1500 prototype 525 to 540 Ovonic, Chrysler
Hydride 300 and 2200
SAFT Epic
cycle life
minivan,
Honda EV,
Chevy S-10

Potential:
Nickel- 1000 to WWU Viking
35 to 57 50 to 200 -40 to +60 -60 to +60 10 to 20 mature 300 to 600 110 SAFT 2200 cycle
Cadmium 2000 23
life

Nissan Altra Potential:

Lithium-Ion 100 to 150 300 400 to 1200 laboratory SONY, SAFT
EV 1000 Wh/kg

January 12, 2005 4’th VI Winter Workshop Series Slide 67

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Hybrid e-CVT: Sidebar on ESS

• Ultracapacitors are becoming a viable ESS technology

Above, 2700F BoostCAP & New

D-Cell BoostCAP.
Below, D-Cell 15V 58 F module

January 12, 2005 4’th VI Winter Workshop Series Slide 68

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Power Split: Electrical System Modeling

• Motor-generator and power electronics are modeled

conventionally:
– M/G as torque source or sink dependent on angular speed with
load dependent loss
– Inverter as switching elements with load dependent losses
• Control strategy is modeled as state transition map
based on hybrid dynamical systems theory
– Each operating mode must be modeled:
– (1) standstill, (2) Creep, (3) Power split, (4) Parallel, (5) Regen
brake
• Electrical Energy Storage System model for state-of-
charge variation with load demand

January 12, 2005 4’th VI Winter Workshop Series Slide 69

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Power Split: Electrical System Modeling

• State transition map Enter

q1 e2
Standstill
q3
e3 PowerSplit
In state q4 we have that (ρ=1/k): e11
e10
1 e1
ωe = ωr e7 q4
1+ ρ e6 e8
Parallel
ωg = 0 Brake B1=ON

Je me e9
Jr + ω
& = + mm − m f e4 q5
1+ ρ
e
(1 + ρ ) 2 regeneration
q2 e5
Creep
State Transition Map, ex

January 12, 2005 4’th VI Winter Workshop Series Slide 70

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Power Split: Electrical System Modeling

• Model must account for ESS SOC variation

Pbat = Vd I b = I b (Voc − I b Ri ) = Pavail

Battery Ri Ib dWc
= Voc C br
d ( SOC )
= Pstored = Voc I b
dt dt
d ( S 0C )
Vd Pbat ∴ I b = C br
Voc dt
Substitute for Ib in equation for Pbat
Then solve the resulting quadratic to obtain:

d ( SOC )  d ( SOC ) 
Pbat = C br Voc − Ri C br 
dt  dt 
Define Cbr = battery rated capacity, Ah
Find _ that :
Noting that: RiCbr = τbat
d ( SOC ) −
=
(V 2
oc )
− 4 Pbat Ri − Voc
dt + 2 Ri C br

January 12, 2005 4’th VI Winter Workshop Series Slide 71

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Power Split: Electrical System Modeling

• Mechanical System Modeling G fd U (t )

ω f (t ) = G fd Ω a =
rw
300 V rw  1 dU (t ) 
m f (t ) =  Ro M v g + ρC d A f (U (t ) + U o ) + M v g sin(α ) + M v
2

G fd  2 dt 

For each operating state reflect

Batt
Ultra-cap
Inverter Road load conditions to power split
wheels M/G’s and engine

Countershaft
N1 ωf, mf
R1 ωr, mr
1
ωe, me N2 FD Define :k =
ICE C1 ω , m ωm, mm ρ
g g
M/G2 N2  1  1
 J g + 2 J r ω& g − (k + 1) J r ω& e = m g − m r
S1 M/G1  k  k
OWC
Output k +1  k + 1
2
 k +1
B1   &
Epicyclic Gears J ω
& + J −   J r ω e = me + mr
k 2 r g
 e
 k   k
Input  
Fixed link, PowerSplit with Gear
noting _ that :
mr = mm = m f

January 12, 2005 4’th VI Winter Workshop Series Slide 72

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Power Split: e-CVT Dynamics

• FHS system dynamics

SOC
Cb
Uoc
Battery
V
Pb Pe
wheels
ω r, ωm,
m r, mm, ωa rw
Jr Jm ma
ga2f
gm2f Ja
ωe,
R M/G2 N1

me,
Je gm2r
N2
FD
ICE C gr2s ωfd,
N3
ge2s Counter shaft gf2r mfd,
Pe Jfd
M/G1 S
ωg,
mg,
Jg

Input split with fixed output gearing

January 12, 2005 4’th VI Winter Workshop Series Slide 73

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

FHS: e-CVT Power Split Dynamics

• Expressions for M/G2 (motor) and M/G1 (gen) torque can be derived
by inspection of the THS architecture
– System inertias are lumped parameter
– Generator effects (couple) are reflected to engine and motor ports

1  1   1 
m fd = 
mm − g cs me + g cs J eq −  
J gc ω e + g cs J gc −
& J mq ω& m
g m2 f  ga2 f   g a2 f 
   
mg =
1
(m e − J eqω& e − J gcω& m )
g e2s
g m2r g r 2s
g cs =
g m2 f g e2s
N   k  N 2  Steady state driveline torque expression showing
m fdss =  2 mm +    me Torque contribution of motor and engine mechanical
 N1   k + 1  N 3  Path split

January 12, 2005 4’th VI Winter Workshop Series Slide 74

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Session 4

• GM-Allision Advanced Hybrid System, 2-mode

– Introduces clutches into basic power split
– Dual planetary e-CVT with both input and output coupling
– Input split and compound split performance
– Synchronous shift from low range to high range

• Compound split promotes induction machine use

January 12, 2005 4’th VI Winter Workshop Series Slide 75

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

GM-Allision Advanced Hybrid System, 2-mode

• AHS-2 system
– Mechanical and electrical architecture

Battery wheels

R M/G M/G R

ICE C FD
C
The AHS-2 system appears suited to heavy
Vehicles such as city buses, trucks and full S S
Size SUV’s.
Compound Split, e-CVT

January 12, 2005 4’th VI Winter Workshop Series Slide 76

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

GM-Allison, AHS-2
• Compound split E-VT exhibits 2-modes: high and low range without need
for gear shifts.
– Two “mechanical” points of power split at input plus two “mechanical” points of output split.
– M/G electrical power versus vehicle speed exhibits the mechanical points:
Pe Pe
M/G1
M/G2

Uv, veh spd

mechanical points

Mode switching requires clutch activations synchronously with

M/G speed = zero points

January 12, 2005 4’th VI Winter Workshop Series Slide 77

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

AHS-2 System

• AHS-2 model development

• Mode 1 = Input Split
300 V
– Low range & reverse
– E1 = differential
Batt
– E2 = torque mult Ultra-cap
Inverter wheels
– C1=1, C2=0, C3=1
– M/G1=gen, M/G2=mtr S1 M/G1 M/G2 S2
• Mode 2 = Compound Split C1 C2 FD
– High range, highway CL2
ICE R1 R2
– Towing, grades CL1 CL3
Epicyclic
Epicyclic
– E1=E2=differential Input Compound Split, EVT Output

– C1=1, C2=1, C3=0 Un-Buffered ESS

• Neutral mode: C2=C3=0

January 12, 2005 4’th VI Winter Workshop Series Slide 78
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

AHS-2 System

• AH2 model development

– Compound split mode: input power splits into 2 paths which
recombine at the output differential, E2
– Benefit of compound split is reduced M/G speed range made
possible by introduction of clutches and synch shift
– M/G1 and M/G2 can be induction machines
• M/G operating modes versus vehicle speed
– V<0 reverse, engine at idle, M/G2 = motoring in (-) dir and M/G1
spins faster in (-) direction
– V>0 forward, engine speed ramps up, M/G2=motoring in (+) dir
and M/G1 spins in (-) direction but slowing down.
– At a particular vehicle speed, Vshift, M/G1 speed =0

January 12, 2005 4’th VI Winter Workshop Series Slide 79

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

AHS-2 System Modes & Dynamics

• Input split (mode 1)

SOC
Cb
EVT in Mode 1 Uoc Battery
V
CL1=1, CL2=0, CL3=1 Pb
wheels
ωg, Pe ωg,
mg, rw
mg ,
Jg ωa
Jg gf2m ma,
gi2g S1 M/G1 ωi, M/G2 S2 ga2f
Ja
mi,
Ji gm2i
ωe, C1 C2 FD
m e, Intermediate shaft ωfd,
Je mfd,
ge2g CL2 gr2m
Jfd
ICE R1 R2
Counter shaft ωr2,
CL1 ωr1, CL3 mr2,
mr1, J r2
Jr1

E1-Differential E2- Torque

Multiplier

January 12, 2005 4’th VI Winter Workshop Series Slide 80

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

AHS-2 System Modes & Dynamics

• Compound split (mode 2)

SOC
Cb
EVT in Mode 2 Uoc Battery
CL1=1, CL2=1, CL3=0 V
Pb
wheels
ωg, Pe ωg,
mg, rw
mg,
Jg ωa
Jg gf2m ma,
gi2g S1 M/G1 ωi, M/G2 S2 ga2f
Ja
mi,
Ji gm2i
ωe, C1 C2 FD
me, Intermediate shaft ωfd,
Je ge2g CL2 gr2m mfd,
Jfd
ICE R1 R2
CL3 Counter shaft ωr2,
CL1 ωr1,
mr2,
Jr2
mr1,
Jr1

January 12, 2005 4’th VI Winter Workshop Series Slide 81

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

AHS-2 System
Input split mode below sync shift
3
1.8 ×10 2000

• M/G operating modes versus n 0( i)

Angular speeds, rpm

vehicle speed n e( i)
1000

– Synchronous shift when 0

0

V=Vshift, M/G1 speed = 0 (1st − 392.197

1000
0 20 40 60 80 100
mech pt) − 15 V( i) 100
0.447
– Vshift<V< Vs3, both M/G1 and Vehicle Speed, mph

Engine ramps to steady state, Nss, at V=30 mph

M/G2 motoring in (+) dir
Input split mode, below sync shift
– At Vs3, M/G2 speed =0 (2nd 5.648×10 1 .10
3 4

mechanical point) n m1( i)

Angular speed, rpm

5000
n m2( i)
– Vs3<V<Vs4 have M/G2
0
motoring in (-) dir to add 0

torque to M/G1 and to the − 4.012×10

3

5000
0 20 40 60 80 100
engine − 10 V( i) 100
0.447
– V>Vs4 have M/G1 = gen. Vehicle speed, mph
At synchronous shift point, Vshift = 33 mph, the
Output shaft speed, No=1294 rpm and Nm1=4659 rpm

January 12, 2005 4’th VI Winter Workshop Series Slide 82

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

AHS-2 System
Compound split mode above sync shift
3
3.804 ×10 4000

• M/G operating points versus

Angular speed, rpm

n 0( i)
vehicle speed n e( i)
3000

• Input split mode: 2000

3
1.294 ×10
g fdV 1000

n0 =
0 20 40 60 80 100
− 15 V( i) 100

0.1047 rw 0.447
Vehicle speed, mph

nm1 = (k + 1)n0 − kne Engine remains at Nss, No continues to climb in

Direct relation to vehicle speed, V
nm 2 = (k + 1)n0 3 .
9.016×10 1 10
4 Compound split mode above sync shift

• Compound split mode n m1( i)

Angular speed, rpm

ne = N ss = 1800
n m2( i)
0
0

nm1 = (k + 1)n0 − kne − 9.745×10

3
4
1 .10

nm 2 = k ne − (k − 1)(k + 1)n0
2 0 20 40 60 80 100
− 10 V( i) 100
0.447

k E1 = k E 2 = k Vehicle speed, mph

At 1st mech point, Vs1 Nm2=0 while V=53.3 mph

Nm1=2940 rpm. At 97 mph, Nm1=9 krpm, Nm2=-9750
January 12, 2005 4’th VI Winter Workshop Series Slide 83
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

AHS-2 System
• AHS-2 summary
– For modest values of the epicyclic basic ratio the M/G speed regimes
are indeed reasonable.
– For k>3 the speeds tend to become excessive
– K=2.6 was assumed here
• Composite M/G, Vehicle and Engine speeds
N
(krpm)
AHS-2 EVT
10
Nm1
8

6
Nout
4

2 Ne
0
-10 0 10 20 30 40 50 60 70 80 90 100
-2 V, mph
-4

-6

-8
Nm2
-10
Rev
Vs1 Vshift Vs2 Vs3 Vs4
Forward
January 12, 2005 4’th VI Winter Workshop Series Slide 84
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Session 5

• Renault Infinitely Variable Transmission, IVT

– Appears derived from GM-Allision AHS-2 concept
– Emphasis on bulk of power transmission via mechanical path
– Variator path is electrical
– Variator controls the overall transmission ratio

• Compound split (electric variator) promotes induction

machine use

January 12, 2005 4’th VI Winter Workshop Series Slide 85

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Renault IVT System

• Compound split without synchronous shift
– Renault sought out the most flexible and most efficient variator topology
– An electric variator was selected
• The IVT transmission concept
PM/G R2
R1

M/G2 M/G1
C2
C1

ICE
ωvo ωvi ωo
S1
S2 ωi

C1 C2 gf2d
R1
R2 gfd
FD

January 12, 2005 4’th VI Winter Workshop Series Slide 86

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Renault IVT System

• IVT model development

PM/G

PM/G R2
R1
ωvi
M/G2 M/G1
C1
C2 S1
ICE
M/G1
ωvo ωvi S1
S2
ωo
ωi ωo ωvo
C1
S2
C1 M/G2 ωi
ωi
C2 gf2d
R1
R2 gfd
R1 C2 ICE
FD

E1 ωo
R2

E2

January 12, 2005 4’th VI Winter Workshop Series Slide 87

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Renault IVT System

• IVT model development

PM/G R2
R1

M/G2 M/G1
C2
C1

ICE
ωvo ωvi ωo
S1
S2 ωi

C1 C2 gf2d
R1
R2 gfd
FD

ωvi Compound Split

M/G1 S1 mechanical path
PM/G ωo ωo
C1 R2
ωvi
S1 ωi ωi
M/G1 R1 C2 ICE
ωo ωvo
C1 PM/G
S2 E1 ωvo
ωi
M/G2 ωi
Pb M/G2 S2
R1 C2 ICE Electric Variator
Vb E2
E1 ωo
R2

E2
January 12, 2005 4’th VI Winter Workshop Series Slide 88
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Renault IVT System

• IVT model development
– Planetary gear sets E1 & E2 may have different basic ratios
– Define the planetary gear element speeds at each carrier
– This will result in expressions for ωi and ωo.
 1   k E1 
ω c1 =  ω + 
E1  s1
ω
E1  r1
 1 + k   1 + k 
ωvi Compound Split  1   k E2 
M/G1 S1 mechanical path
ωc 2 = ω + 
E2  s2
ω
E2  r2
ωo 1+ k  1+ k 
ωo
C1 R2
ωi ωi
R1 C2 ICE
PM/G
E1 ωvo
Pb M/G2 S2
Electric Variator
Vb E2

January 12, 2005 4’th VI Winter Workshop Series Slide 89

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Renault IVT System

• IVT model development  1   k E1 

ω c1 =  ω + 
E1  s1
ω
E1  r1
1+ k  1+ k 
ωvi Compound Split
M/G1 S1 mechanical path
 1   k E2 
ωo ωo ωc 2 =  ω + 
E2  s2
ω
E2  r2
1+ k  1+ k 
C1 R2
ωi ωi
R1 C2 ICE
PM/G
E1 ωvo
Pb
M/G2 S2
Electric Variator
Vb E2  1   k E1 
ωo =  ω + 
E1  vi
ω
E1  i
1+ k  1+ k 
 1   k E2 
ωi =  ω + 
E 2  vo
ω
E2  o
1+ k  1+ k 

January 12, 2005 4’th VI Winter Workshop Series Slide 90

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Renault IVT System

• IVT model development

– Some definitions, then solve the preceding sets of equations for
E1 and E2 speeds as:
1
α1 =
1 + k E1  α1β 2 α2 
β1 =
k E1 ωi  1 − β1 β 2 1 − β1 β 2  ω vi 
1 + k E1 ω  =  α  
β1α 2  ω vo 
1  o  1
α2 = 1 − β1 β 2 1 − β1 β 2 
1+ k E2
k E2
β2 =
1+ k E2

January 12, 2005 4’th VI Winter Workshop Series Slide 91

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Renault IVT System

• IVT model development

– Electric variator system
– ESS capacity = 0 system is “AT-like”
– ESS capacity = low, system is “mild” hybrid w/ stop/start, regen, boost
– ESS capacity = high, system is “full” hybrid w/ “mild” + ZEV range
ωvi
ωvi Compound Split S1
mvi

M/G1 S1 mechanical path E1

ωo ωo R1 C1
C1 ωi ωo
R2
mi mo
ωi ωi
R1 C2 ICE C2 R2
E2
PM/G
E1 ωvo S2
Pb M/G2 S2 IVT - quadripole element
Electric Variator ωvo
Vb E2 mvo

January 12, 2005 4’th VI Winter Workshop Series Slide 92

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Conclusions and Wrap-up

• Historical developments during the early 20th century

explored combining ICE’s with electric machines – hybrid

• Globally, automotive OEM’s have converged to the

power split hybrid transmission
– Decouples engine from wheels so long as output power is met
– Provides all hybrid transmission features plus emissions
reduction
– Transmits bulk of engine power mechanically to wheels whereas
variator – electric path, determines its overall ratio

• Power split transmissions rely on 2 electric machines

January 12, 2005 4’th VI Winter Workshop Series Slide 93

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Conclusions and Wrap-up

• Power split transmissions, or, electronic CVT’s, have

emerged along two distinct development paths
– Single planetary gear, input coupled, power split preferred by
Toyota and Ford
– Dual planetary gear, input/compound split, preferred by GM and
Renault (and others)

• Efficiency of the variator, as in mechanical CVT’s,

remains the main development area:
– Need for high power density & efficient electric machines
– Need for compact and highly efficient power electronics
– Need for high energy throughput electric energy storage system
January 12, 2005 4’th VI Winter Workshop Series Slide 94
 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Conclusions and Wrap-up

• Economics of hybrids:
• CO2 reduction = Fuel consumption reduction = Fuel economy benefit
$18/%FE
CO2 Source: Ricardo & UC Davis ITS
50% FC Reduction
Reduction = 100% FE Improvement
(%)
70

60 Ricardo IMOGEN
Mild Hybrid Diesel Prius THS-I
$125/%FE
$900 in 2006 $3500 in 2006
50

40 Prius THS-I
Lean Boosted $5300 in 2003
Downsized GDI
30 Downsized Mild Hybrid
Lean Burn
20
GDI
4V HSDI $incremental
Diesel Honda Civic Valuemetric =
10 IMA % FEbenefit
GDI

0 SI-Base
0 50 100 150 200 250 300 350 400 450
 % FCbenefit 
% FEbenefit = 100 
 100 − % FC 
$1400 +$1400 +$2800 +$3200 +$5600  benefit 
Base cost ------> technology increment

January 12, 2005 4’th VI Winter Workshop Series Slide 95

 Comparative Assessment of Hybrid Vehicle Power Split Transmissions

Conclusions and Wrap-up

• Current market prices for hybrid electric cars

– Hybrid vehicle market expected to reach 4.5 M units/yr (6%) in 2013
– Drivers: higher energy costs and more stringent emissions regulations

Ford Escape Hybrid Honda Insight

MSRP Range: $26,780 MSRP Range: $19,180

- $28,405 - $21,380
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Honda Civic Toyota Prius

MSRP Range: $19,650 MSRP:

- $20,950 $20,295
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January 12, 2005 4’th VI Winter Workshop Series Slide 96