1.

Introduction

Hybrid electric vehicle 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. Fusion between an
internal combustion engine and electric motor achieving different functions through
different power combinations is done in hybrid vehicles. [4]

Hybrid electric vehicles are neither fully electric nor fully gas powered, but
contains benefits of both components. The following three major types of hybrid systems
are being used in the hybrid vehicles currently on the market:

1.1 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. [4]

1.2 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. [4]
1.3 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. 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 Toyota Prius and the Estima Hybrid. This is possible by
using Power Split Device. The motive power from the engine is transmitted through two
routes, i.e. a mechanical route and an electrical route.

THS, which is a series parallel hybrid, contains a power split device that splits
power into two paths. In one path, the power from the gasoline engine is directly
transmitted to the vehicle’s wheels. In the other path (electrical path), the power from the
engine is converted into electricity by a generator to drive an electric motor or to charge
the battery. This unique configuration achieves idling stop, stopping of the gasoline
engine while the vehicle is running, running of the vehicle using the electric motor, motor
assist at any speed, and highly efficient energy regeneration, without using a clutch or
transmission. This is achieved through the use of a motor having large low-speed torque
and large output. [4]

1.4 System Configuration

THS consists of two kinds of motive power sources, i.e., a high-efficiency

gasoline engine that’s working on high-expansion ratio cycle, as well as a permanent
magnet AC synchronous motor with 1.5 times more output, a generator, high-
performance nickel-metal hydride (Ni-MH) battery and a power control unit. This power
control unit contains a high-voltage power circuit for raising the voltage of the power
supply system for the motor and the generator to a high voltage of 500 V, in addition to
an AC-DC inverter for converting between the AC current from the motor and the
generator and the DC current from the hybrid battery. [4]
 Fig. 1.1 Hybrid Vehicle systems

Other key components include a power split device, which transmits the
mechanical motive forces from the engine, the motor and the generator by allocating and
combining them. The power control unit precisely controls these components at high
speeds to enable them to cooperatively work at high efficiency. [4]

From Fig. 1.1 major components of transmission systems in hybrid vehicles are: [2]

1. Internal combustion engine

2. Power split device
3. AC synchronous motor
4. Generator
5. Battery
2. 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. As shown in Fig. 2.1 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). [2]

Energy Energy
Source 1 Converter
1

PSD
Load

Energy
Energy
Source 2
Converter
2

Power flow while propelling Power flow while charging

Power train 1 – Unidirectional Power train 2 – Bi-directional

Fig. 2.1 Power Flow in Hybrid System

2.1 Power Split Device

The power split device uses a planetary gear. The rotational shaft of the planetary
carrier inside the gear mechanism is directly linked to the engine and it transmits the
motive power to the outer ring gear and the inner sun gear via pinion gears as shown in
Fig. 2.2. The rotational shaft of the ring gear is directly linked to the motor which
transmits the drive force to the wheels while the rotational shaft of the sun gear is directly
linked to the generator. [5]

Fig 2.2 Power Split Device

The gear in the center is called the sun gear.  The gears surrounding it are called
the planet (Another name used for this type of gear is "sun-and-planets".)  The shafts of
the planet gears are fixed to a planet carrier, which can rotate around the same axis as the
sun. Around the outside is the ring gear, with its teeth pointing inwards and meshing with
the planets.  This also rotates around the same axis as the sun. All thrust sent to the
wheels for vehicle motion is directed to the outer most connection (that biggest ring). [1]
2.2 Working of Hybrid Transmission

Toyota hybrid synergy drive uses series/parallel hybrid for its drive train system.
This system transaxle is consisted of ICE, motor, and generator. These three components
are connected by power split device. In this transaxle system, power is splitted depend on
the driving condition. It provides, captures, and just spins as well.

Fig.2.3 Normal driving mode Fig.2.4 Vehicle accelerating

Fig.2.3 illustrates the power flow during a moving at low state of charge mode.
This mode is sensed when that the driver wishes power to be applied to the vehicle drive
unit and the battery state of charge information indicates the battery is low on energy.
When in this mode the internal combustion engine is utilized to provide power to the
drive unit and the motor generator. Accordingly, the set-point changes and the axial
separation of the race components of the outer race to operate the internal combustion
engine at its most efficient speed to divert some of the excess power away from the drive
unit and into the motor generator. [1]
Fig. 2.4 illustrates that power flow during a moving at high state of charge mode.
This mode is sensed when the driver wishes power to be applied to the vehicle drive, the
vehicle speed information indicates that the vehicle speed is relatively high and the
battery state of charge information indicates excess energy is available from the battery.
In this mode both the internal combustion engine and the motor generator are utilized to
provide power to the drive unit. [1]

The car always starts with the electric motor powering the wheels. When vehicle
is stationary the engine is allowed to idle and run the generator which charges the
batteries and warms the engine before both of them are put in to action.
Fig.2.5 Driving at low speed by motor Fig.2.6 Regenerative mode

Fig. 2.5 illustrates the power flow during a Zero emission mode. When driver
wishes power to be applied to the vehicle drive unit, vehicle speed is relatively low and
the battery state of charge information indicates excess energy is available from the
battery. When in this mode the motor generator is utilized to provide power to the drive
unit. Accordingly, the set-point unit changes the axial separation of the components of
the outer race to enable the internal combustion engine to be switched off and power to
be supplied from the motor generator only. [1]
The high-output motor acts as a high-output generator, driven by the vehicle’s
wheels. Fig. 2.6 show regenerative braking system in which kinetic energy is recovered
as electrical energy, which is stored in the high-performance battery. An axial separation
of the components of the outer race is done to provide a gear ratio which provides a
substantially zero rotation speed for the engine spindle while driving the motor generator
spindle at a speed which maximizes the generator efficiency. [1]

Fig.2.7 Battery charging

Battery charging mode is sensed when vehicle is stationary and the battery state
of charge information indicates the battery is low on energy. In this mode the internal
combustion engine is utilized to provide power to the motor generator. Accordingly, the
axial separation of the race components of the outer race is done to operate the internal
combustion engine at its most efficient speed and supply the excess power into the motor
generator with substantially no power being supplied to the vehicle drive unit. This is
achieved by varying the axial separation of the race components of the outer race. [1]
3. System analysis and performance
Numbers of teeth on different members of gear train are as given below:
Table 3.1 No. of teeth on members of gear train
Sr. Member Number of Teeth
No.
1 Inner Sun Gear 30
2 Pinion Gears 23
3 Ring Gear 78

Fig 3.1 Epicyclic gear set

An epicyclic gear train has 3 elements that rotate about the principle axis of the
transmission, the sun, the carrier and the ring or annulus as shown in Fig. 3.1. The speed
of these elements is related to each other by the following relationship:
Epicyclic Ratio = i = Number of Teeth on Ring / Number of Teeth on Sun

=78/30

=2.6

Speed in members of Power Split Device;

ω sun =ω carrier*(1+i)-iω ring

MG1 = 3.6 * ICE - 2.6 * MG2

Speed of different members of gear train is shown in graph below;

Fig.3.2 Speed of members of Power Split Device

This graph in Fig. 3.2 shows relationship between the rotational speeds of the
components of the power split device when operating at any one of a number of different
gearing ratios. Each of the planes of the graph shows the relationship at one particular
discrete ratio. The graph shows how the iso-ratio conditions pass through each other
when all the components become synchronous. The upper and lower planes of the graph
show a complete envelope of relationships possible at different axial separations of the
races. This information is stored by the set-point and is utilized by its algorithms. It will
be appreciated that a fixed ratio epicyclic gear train would only be able to achieve one of
these planes, rather than the operating envelope contained within the upper and lower
bounding planes. [1]
Torque is related as;

T sun= Ft *R sun *N planets

Here, Ft ring = Ft sun

Therefore,

T ring = Ft sun*R ring*N planets

Torque on members is related as;

Tsun Tring −Tcarrier

= =
Rsun Rring ( Rring+ Rsun)

Fig.3.3 Output Power and Torque Vs Engine Speed

It will be appreciated that utilizing the power split device as an epicyclic

transmission allow the operating envelope of the hybrid vehicle to be extended further
due to the variable ratio capability of the power split device. Fig.3.3 shows relationship
between output power, torque and speed of engine. [2]
 Fig3.4 Nomograph relating speeds of members

In Fig.3.4 graph shows relationship between speed of gear members and their direction of
rotation. Vertical lines show rpm and the rotation direction for sun gear, planetary carrier
and ring gear while spaces between vertical lines show gear ratios. [5]
4. System Control

The system control of maintains the vehicle at its maximum operating efficiency
by managing the energy used by the entire vehicle, which includes the energy for moving
the vehicle as well as the energy used for auxiliary devices, such as the air conditioner
heaters, headlights and navigation system as shown in Fig 4.1. The system control
monitors the requirements and operating states of hybrid system components, such as the
engine, which is the source of energy for the entire hybrid vehicle; the generator, which
acts as the starter for the engine and converts the energy from the engine into electricity.
Motor generates the drive power for running the vehicle using the electrical energy from
the battery and the battery, stores the electrical energy generated through power
generation by the motor during deceleration. It also receives braking information being
sent via the vehicle’s control network, as well as instructions from the driver, such as the
throttle opening and shift lever position. In other words, the system control monitors
these various energy consumption statuses of the vehicle in real time and provides precise
and fast integrated control so that the vehicle can be operated safely and comfortably at
the highest possible efficiency. [4]

Fig 4.1 System control

4.1 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 various sensors, engine,
motor, generator and battery is functioning normally or not. 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 system or lack of fuel. [4]

4.2 Engine Power Control

Fig.4.2 System output comparison

 Engine power control is the basic control mechanism for always minimizing the
energy consumption of the entire vehicle. Based on the vehicle’s operating state, how far
the driver has depressed the acceleration pedal and the status signals from the battery
computer, energy management control determines whether to stop the engine and run the
vehicle using the electric motor only or to start the engine and run the vehicle using
engine power. When first started, the vehicle begins to operate using the motor unless the
temperature is low or the battery charge is low. To run the vehicle using engine power,
the engine is first started by the generator and at the same time, the system calculates the
energy required by the entire vehicle. It then calculates the running condition that will
produce the highest efficiency for producing this energy and sends an rpm instruction to
the engine. The generator then controls the engine revolution to that rpm. The power
from the engine is controlled by taking into account the direct driving power, the motor
driving power from electrical generation, the power needed by the auxiliary equipment
and the charging requirement of the battery. By optimizing this engine power control,
THS II has advanced energy management for the entire vehicle and has achieved
improved fuel efficiency. Fig.4.2 shows improved performance of THS II. [4]

4.3 Driving Control

Fig.4.3 Driving power performance

 The driving power of a vehicle is expressed as the combination of the direct
engine driving power and the motor’s driving power. The slower the vehicle’s speed, the
more the maximum driving power is derived from the motor’s driving power. By
increasing the generator rpm, THS II has made it possible to use the engine’s maximum
power starting at slower speeds than was possible with the current THS. It has also made
it possible to significantly increase the maximum drive power by using a high-voltage,
high-output motor that successfully improves power performance. Because the engine
has no transmission and uses a combination of the direct driving power from the engine
and the motor's driving power derived from electrical conversion, it can control the
driving power by seamlessly responding to the driver’s requirements as shown in Fig.4.3
(This is known as torque-on-demand.). Additionally, the time required to start the engine
during acceleration from motor-only drive has been reduced by 40%, greatly improving
the acceleration response. In order to eliminate shock during engine start-up, the
generator also precisely controls the stopping position of the engine’s crank. To ensure
that the vehicle’s driving power is not affected even when a large load is applied, e.g.,
when the air-conditioner is turned on, precise driving power correction control is carried
out, achieving smooth and seamless driving performance. [4]

4.4 Regenerative-brake Control

In THS II, the newly developed Electronically Controlled Braking System (ECB)
controls the coordination between the hydraulic brake of the ECB and the regenerative
brake and preferentially uses the regenerative brake; it also uses a high-output battery and
increases the amount of energy that can be recovered and the range in which it can be
recovered. The system increases overall efficiency and, thus, fuel economy. [1]

4.5 Torque-on-Demand Control

Torque-on-Demand ensures that driving power is provided faithfully according to
the driver's wishes under any driving conditions. THS II has further expanded this
concept and has added an enhanced driver assist function, which ensures safe driving.
4.5.1 Motor Traction Control
In THS, the engine, the generator, the motor and the wheels are linked together
via the power split device. Furthermore, most of the engine power is converted into
electrical energy by the generator, and the high-output and high-response motor drive the
vehicle. Consequently, when the vehicle’s driving power changes abruptly, e.g., wheel
slippage on icy or other slippery surfaces and wheel locking during braking, a protection
control similar to that used in conventional traction control is used to prevent abrupt
voltage fluctuation and revolution increase of the planetary gear in the power split device.
In THS II, we have advanced the parts protection function further and achieved the
world’s first motor traction control by utilizing the characteristics of a high-output, high-
response motor. The goal of the motor traction control is to restore traction when wheel
slippage on a snowy road is detected, for example, and inform the driver of the slipping
situation. The basic requirement for safe vehicle operation is firm traction between the
tires and the road surface. Motor traction control helps the driver maintain this state. [4]

4.5.2 Uphill Assist Control

This is another driver assist function that is unique to the high-output motor THS
II. This function prevents the vehicle from sliding downward when the brake is released
during startup on a steep slope. Because the motor has a highly sensitive revolution
sensor, it responsively senses the angle of the slope and the vehicle’s descent and ensures
safety by increasing the motor’s torque. [4]

4.5.3 Acceleration Performance

Increasing the motor performance and raising the control voltage to 500V have
improved the maximum output of the motor by 1.5 times from 33kW to 50kW. Coupled
with this improvement, an increase in the maximum revolution of the generator from
6,500 to 10,000 rpm has increased the electrical power supplied to the motor at low to
medium speeds, thereby increasing the motor output, and significantly boosted the
system output, which also includes the engine’s direct driving power. Furthermore, in the
high-speed range, the engine, which is capable of faster revolutions and higher output,
has boosted the system output. Fig.4.4 shows improved acceleration performance of
hybrid vehicles using PSD. [5]

Fig.4.4 Acceleration performance

Especially as a result of improvements in output in the low to medium speed
range, both at-start acceleration performance and overtaking acceleration performance
have drastically improved. High response and smooth acceleration based on the high-
output motor have been improved, further advancing the hybrid driving experience.
5. Conclusion
Hybrid vehicle which uses more than one source to power the vehicle have main
components in transmission system as engine, motor/generator, power split device,
battery etc. The planetary gear hybrid power train provides two power paths between the
internal combustion engine and the driven road wheels. Hybrid system can work
efficiently by controlling the power split between internal combustion engine and
motor/generator as the main propulsion device. This arrangement can be utilized to
enable a hybrid vehicle to operate at higher road speeds without having to activate the
internal combustion engine through the use of the variable gearing provided by the power
split device.
The hybrid vehicle system having precise and optimized power control reduces
the amount of carbon emissions. Also, the variable ratio nature of the power split device
enables the internal combustion engine and machine generator to be operated under
conditions which better match each units individual characteristics and improve their
efficiency.
6. References
[1] US 8,639,423 B2, United States Patent, Mar/05/2010, ‘Power Split Device and
Method’, 2014.
[2] Ahmad Bintang Negoro, Agus Purwadi Procedia Technology 11, ‘Performance
Analysis on Power Train Drive System of the 2012 Toyota Camry Hybrid’ -
(2013) 1054 – 1064
[3] Mitch Olszewski, Oak Ridge National Laboratory, ’Evaluation of the 2010
Toyota Prius Hybrid Synergy Drive System’ - ORNL/TM-2010/253
[4] Toyota Hybrid System II, Tokyo: Toyota Motor Company; 2003.
[5] Case study: ‘Toyota Hybrid Synergy Drive’- 20110606092430_HEV_Toyota