April 17, 2003

Toyota’s Develops New Hybrid System

High-voltage Control Architecture Increases Efficiency, Driving Pleasure

Tokyo — TOYOTA MOTOR CORPORATION announced today it has completed a

next-generation hybrid system that radically enhances the synergy between electric
motor and internal combustion engine by employing a high-voltage power-control
system for greater motor output. THS II—developed under Toyota’s “Hybrid Synergy
Drive” concept—boasts improved environmental performance and drastically raises
the “fun to drive” quotient for hybrid vehicles.

The new system represents the latest evolutionary stage in Toyota hybrid technologies,
starting with those constituting the Toyota Hybrid System (THS) that powered the
Toyota Prius into history books in 1997 as the world’s first mass-produced hybrid
passenger vehicle. Like THS, THS II places greater emphasis on the role of the
motor than do systems that use a low-output motor to temporarily supplement a
primary-drive-force engine.

As the world’s leading manufacturer of hybrid vehicles, Toyota has aimed to

revolutionize the automobile for the 21st century. Following the Prius, it introduced
the THS-C-driven Estima Hybrid featuring a continuously variable transmission and
the THS-M-propelled mild hybrid Crown, both in 2001. The technologies used in THS
and its derivatives made possible the commercial launch of the TOYOTA FCHV fuel
cell hybrid vehicle in 2002. Toyota has now sold more than 130,000 hybrid vehicles
worldwide.

THS II highlights
n Allows complete electric-motor-only operation when engine efficiency would be low
n Meets the strictest emission regulations already in effect, or scheduled to go into
effect, in various countries.
n Introduces several efficiency-enhancing advances, including:
- the use of a high-voltage power circuit to boost hybrid system voltage to 500V
for higher motor and generator efficiency and substantial reductions in loss
during energy transmission
- the optimized placement of the motor rotor’s permanent magnet
- a higher-performance hybrid battery
- improvements to the engine
n Uses the synergy created by pairing a 1.5-times greater-output motor and a
1.5-liter high-efficiency gasoline engine to achieve acceleration equal to or greater
than that of a conventional vehicle powered by a 2-liter gasoline engine.
.
Plans include efforts to heighten THS II’s performance for application in heavy
vehicles that require larger engines. The next-generation Prius, which features the
new system, is currently on display at the ongoing New York International Automobile
Show.

More . . .
New Hybrid System THS II

1. In pursuit of world-leading fuel efficiency

Although THS II is based on the THS in the first-generation Prius, it is vastly more
efficient due to its use of increased voltage in the electrical system for the motor and
generator, which greatly reduces energy loss during transmission, and due to
advancements in total vehicle energy efficiency.

In keeping with the principles of THS, which places key importance on the motor, THS
II uses a high-efficiency motor that has one of the highest output densities (output per
unit of battery volume) in the world in its class. The system features a high-efficiency
engine that works together with the high-output motor, achieving even greater
efficiency, unlike systems that rely on an engine as their primary driving force
supplemented by temporary power from a low-output motor.

In low-speed conditions that do not allow for optimum engine efficiency, the new
system ensures that the engine is completely turned off and the vehicle is run only
from power generated by the motor. Under normal conditions, the highly efficient
engine functions as the primary power source and a power split device distributes the
engine power between power generation and vehicle drive. The system continuously
controls ratios of power generation and drive power distribution to achieve maximum
energy efficiency.

Furthermore, for the best fuel efficiency possible, THS II uses a new brake system and
a new regenerative braking system that combines with a higher-performance battery
and a system setup that significantly reduces loss during energy transmission for
greater energy regeneration.

System configuration
Hybrid battery
Power control unit
High-voltage power circuit
Generator
Inverter
Engine
Motor
(output improved
1.5 times)
Power split device
Reduction
gear
Wheel
Electrical
transmission
Mechanical
Hybrid transmission transmission

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More . . .
2. Innovative hybrid vehicle driving experience
In addition to the 1.5 times more power generated by the motor, a significant
improvement in drive power when coupled with the engine has been achieved over a
wide range of speeds thanks to a considerable increase in the maximum rpm of the
generator.

80 T H S ?
Drive power (kW)

T H S
?????

40

(kW

0 40 80 120

Vehicle speed (km/h)

THS II can achieve acceleration performance greater than that of a conventional car
with a 2-liter engine. It provides better acceleration response that is shock-free,
smooth and powerful.

Acceleration from start : 0 ? 100 ? /h (TMC data)

Current Prius

New Prius with THS II

Allion
(2.0L engine with CVT)
10 15 (Sec.)

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More . . .
 Acceleration sensation: 40km/h à 70km/h
Good responsiveness Shock-free
Continuous
from initiation and
power
of acceleration seamless

Acceleration Vehicle fitted

G-FORCE with new system

2.4L Camry
with 4-speed
automatic
transmission

0 1 2 3 4 5 6 (Sec.)
Elapsed time

3. Technology behind the new system

High-voltage electrical system

A newly developed high-voltage power circuit boost current voltage between the motor,
the generator and the hybrid vehicle battery to 500V, allowing the motor and generator
to produce drive power at a high voltage, realizing a reduction in the power loss that
occurs when supplying electricity with a small current and greater output from the
motor.

THS
Output 274V
33kw

Motor Generator Hybrid battery

THS II
500V

Output
50kw
High-voltage
power circuit
Motor Generator
Hybrid battery

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More . . .
Synchronous AC motor
The motor was developed completely in-house by TMC. The optimum placement of
the permanent magnet of the motor’s rotor, the effective shape of the rotor itself and
use of a high-voltage power circuit give the motor an output 1.5 times greater than the
output of the motor in the previous system without an increase in motor size. Also,
the maximum torque distribution range has been expanded through improved motor
control.

Hybrid Vehicle Nickel-Metal Hydride Battery

The newly developed high input/output performance hybrid vehicle battery boasts
reduced internal resistance and unparalleled output density. Increased battery
charge and discharge capacity contribute to improved acceleration performance and
fuel efficiency.

Engine
The 1.5-liter Atkinson cycle engine, which achieves the world’s highest thermal
efficiency for a gasoline engine, has been further modified, improving efficiency and
enhancing driving performance through increased rpm.

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More . . .
System Operation Mechanical transmission Electrical transmission
Operational status
At acceleration from start and at low to mid-range
speeds
Battery

The engine is stopped when it encounters a High Voltage

poor-efficiency range under a wider range of Generator Power Circuit
operational conditions such as acceleration from Inverter
Engine
standing start and up to mid-range speed. The
vehicle runs entirely on power generated by the Motor
Power split
motor. device Driving wheel

During driving under normal conditions

Battery
Power generated by the engine is distributed two
High Voltage
ways by the power split device. One power stream Generator
Power Circuit
is used to drive the generator, which in turn drives the
Engine Inverter
motor. The other power stream is used to directly
drive the wheels. The distribution of these power Motor
streams is controlled to provide maximum efficiency. Power split
device Driving wheel

During sudden acceleration

Battery

During sudden acceleration, extra power is supplied High Voltage

Generator
from the battery while the engine adds drive to the Power Circuit
high-output motor, providing good response and a Engine Inverter
smooth drive, as well as improved acceleration
performance. Power split
device
Driving wheel

During deceleration, such as through braking

Battery
During deceleration, such as through braking, the
high-output motor functions as a large capacity High Voltage
Generator
Power Circuit
generator, controlling power distribution to the
Engine Inverter
wheels. The system functions as an efficient
regenerative braking system recovering the vehicle’s
Power split
kinetic energy as electrical energy. The recovered device
Driving wheel
energy is then stored in the high-performance battery.

While the battery is recharging

Battery

The battery is controlled to maintain a certain level of High Voltage

Generator
charge. When the charge level becomes low the Power Circuit
generator kicks in to recharge it. Engine Inverter

Power split
device Driving wheel

When the vehicle is stopped, the engine

automatically stops.

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 Specifications of new hybrid system
Item THS II THS
1.5L gasoline ß
Type
(high-expansion ratio cycle)
Engine
Maximum output in kw (Ps)/rpm 57 (78)/5,000 53 (72)/4,500
Maximum torque in N-m (kg m)/rpm 115 (11.7)/4,200 115 (11.7)/4,200
Type Synchronous AC motor ß
Motor Maximum output in kw (Ps)/rpm 50 (68)/1,200 – 1,540 33 (45)/1,040 – 5,600
Maximum torque in N-m (kg m)/rpm 400 (40.8)/ 0 – 1,200 350 (35.7)/ 0 - 400
Maximum output 82 (113)/85 or higher 74 (101)/120 or higher
in kW (Ps)/vehicle speed km/h
Output at 85km/h in kW(PS) 82 (113) 65 (88)
System*
Maximum torque 478 (48.7)/22 or lower 421 (42.9)/11 or lower
in N-m (kg m)/vehicle speed km/h
Torque at 22km/h in N-m (kg m) 478 (48.7) 378 (38.5)
Battery Type Nickel-metal hydride ß
*
Maximum combined engine and hybrid battery output and torque constantly available within a specified vehicle
speed range

Cross-sectional view

Generator

Motor

Engine

Reduction gear

Power split device

Drive shaft

Contact: Paul Nolasco/Hitoshi Nagashima at 03-3817-9161/9107