Miller W04

January 12, 2005 4th VI Winter Workshop Series Slide 1
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
Outline of Topics
Slide #
3
21
64
75
85
93
Session 1: Historical developments.
Session 2: Toyota, THS-I and THS-II..
Session 3: Ford-Volvo-Aisin, FHS
Session 4: GM-Allison, AHS-2.
Session 5 Renault, IVT.
Conclusion and wrap up.
Presentation time: day
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
ICE
Gearbox
Var
Disp
Pump
Fixed
Disp
Motor
Hydraulic lines
Gear
diff.
Output
Mechanical Power Path
Hydrastatic Power Split
Transmission
Historical Developments: ElectroMechanical
The classic electro-mechanical power split transmission
developed by TRW and published in a 1971 SAE paper
is the basis of todays 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.
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.
Electromechanical Transmission
Has 5 operating modes
Relies on single planetary gear
Requires 2 electric M/Gs
R
C
S
ICE
Speeder M/G
FD
Torquer
M/G
Battery
Pack
3
3
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
EMT operating regimes
R
C
S
ICE
Speeder M/G
FD
Torquer
M/G
Battery
Pack
3
3
V
e
h
i
c
l
e

A
c
c
e
l

(
m
/
s
2
)
Vehicle Speed (mph)
Mode 1
Mode 2
Mode 3
Mode 4
Mode 5
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/Gs operate in generating mode to recuperate vehicle
kinetic energy to battery (ESS).
EMT operating regimes
V
e
h
i
c
l
e

A
c
c
e
l

(
m
/
s
2
)
Vehicle Speed (mph)
Mode 1
Mode 2
Mode 3
Mode 4
Mode 5
R
C
S
ICE
Speeder M/G
FD
Torquer
M/G
Battery
Pack
3
3
Historical Developments: Flywheel Hybrids
During 1970s to early 1980s U.S. DOE sponsored programs
investigated ICE-Flywheel hybrid concepts
FES is the primary energy storage system
Some used mechanical CVTs as matching elements
FD
ICE
CVT
C1 C2
C3
Chain
Drive
Assembly
Flywheel
Hypoid
Gear
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
CIDI
MT
FW + Gear
Reduction
Speed
Summer
FD
FW
4:1
Epicyclic
Clutch
Input
DOE Program
FW Brake Energy
Recovery
16 T City Bus
100 kW CIDI
750 Wh FW
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
FW
Batt
FD
XM
M/G
90 Wh
18 kWh
Battery -FW combination EV
m
v
= 910 kg
m
batt
= 500 kg
m
pass
= 273 kg
m
GVW
= 1683 kg
FW
= 52%
Battery only EV range ~ 57 mi
Battery + FW EV range = 80 mi
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
Battery Power
FW
Power
FW Power
Battery
charges
FW
Accel Cruise Coast Brake Idle
P
t
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 025 mph
Hybrid Functions
Hybrid functionality improves dramatically as M/G power increases
to 50% of targeted peak power synergy with ICE
<40 35 30 10 7 3 %FE Benefit
ZEV
Launch assist
Energy Mgmt
Regen
Idle Stop
Functions:
NiMH, 60kg NiMH, 40kg NiMH, 20 kg VRLA, 30kg VRLA, 30kg Flooded Pb-
Acid, 25 kg
Battery
Electric Electric Electric Electric Conventional Conventional
Ancillaries
Offset ISG
>300V
Crank-ISG
150V
Crank-ISG
42V
Belt ISG
42V
Belt ISG
42V
Belt ISG
14V
Elect. M/G
Downsized Downsized Downsized Conventional Conventional Conventional
PowerTrain
<40 35 30 10 7 3 %FE Benefit
ZEV
Launch assist
Energy Mgmt
Regen
Idle Stop
Functions:
NiMH, 60kg NiMH, 40kg NiMH, 20 kg VRLA, 30kg VRLA, 30kg Flooded Pb-
Acid, 25 kg
Battery
Electric Electric Electric Electric Conventional Conventional
Ancillaries
Offset ISG
>300V
Crank-ISG
150V
Crank-ISG
42V
Belt ISG
42V
Belt ISG
42V
Belt ISG
14V
Elect. M/G
Downsized Downsized Downsized Conventional Conventional Conventional
PowerTrain
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
100 kW
0 50 100
Electric Fraction, Ef
CV
THS-II
HSD
Batt
EV
THS-I
Toyota Motor Co has managed to
Raise the battery warranty from 8 years
On PRIUS-I to 150,000 miles (10 yr)
On PRIUS-II
How?
By more intelligent operation and by
Improving the battery terminations for
Lower ESR (higher efficiency)
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
Launch Accel
0.45g
t
z60
11s
t
z85
21s
Maximum
Grade 30%
Gradeability 90 kph
for 20 min. 6%
WOT speed
0% grade
180 kph
ZEV Range:
Towing Capacity
Hybrids typically do not have towing
capability
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
rated 6500# towing.
Acceleration benchmarks:
Prius I, 060 mph time = 12.5s
Prius II, 060 mph time = 10.5s
Hybrid Escape, 060 mph time = 11.2s
Applying the vehicle performance targets
Vehicle Speed, V
A
x
l
e

T
o
r
q
u
e
Total Power
R
o
a
d

L
o
a
d
a
t
0
-
g
r
a
d
e
V
max
at
WOT & 0-grade
m
max
, tire adhesion
limited
P
m
a
x
,

T
r
a
n
s
m
i
s
s
i
o
n
rolling, aero, grade
limited speed
R
o
a
d

l
o
a
d

a
t
6
%

g
r
a
d
e
s
u
s
t
a
i
n

9
0

k
p
h
,

2
0
m
i
n
V
6%
Torque for
30% grade
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
10.3 47 50/10 57 1295 HSD
8.8 45 65/28 80 2053 Escape
8.6 38 33/10 53 1254 Prius
7.35 14 10 63 1242 Civic
(kW/125 kg) (%) (kW) (kW) (kg)
Peak specific
power
Electric
Fraction
M/G
Power
Engine
Power
Curb mass Vehicle
Hybrid Synergy Drive, HSD, goal is to match V6 performance with an
I4 through electric supercharging
Session 2
Toyota Hybrid System:
THS-I and THS-II
Tire dynamics
Hybrid modes
Power Split operation during cruise
Comparison of Toyota Hybrid Technology:
THS-I & THS-II Power Train & Vehicle
Example to illustrate Prius-II vehicle specifications in comparison to Prius-I
P185/65R15 P175/65R14 Tires
2.29 m
2
2.23 m
2
Frontal area *
0.26 0.29 Drag coefficient, Cd
1313 kg 1257 kg Vehicle curb weight
Electronic CVT Electronic CVT Transmission
60/51/55 mpg city/hwy/combined 52/45/48 mpg city/hwy/combined Fuel Economy
Advanced Tech. PZEV SULEV Emissions
111 Nm at 4,200 rpm 111 Nm at 4,200 rpm Engine Torque
57 kW at 5,000 rpm 52 kW at 4,500 rpm Engine Power
4V/cylinder, VVT-i 4V/cylinder, VVT-i Valve system
13:1 Atkinson Cycle 13:1 Atkinson Cycle Compression ratio
1.5 liter, DOHC, I4 1.5 liter, DOHC, I4 Engine displacement
Prius II Prius I
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
tread width/sidewall height as xx%
Wtread, R, rim diameter (inch)
V (mph)
W
H
D
rim
r
w
2
) % ( 2
98 . 0
tread rim
w
xW H D
r
+
=
= 0.292m Prius-I and 0.3045m Prius-II from which the final drive
ratio comes out to Gr=3.95:1 in Prius-I and 4.0:1 in Prius-II
Finding the driveline final drive ratio, g
fd
Must know V
max
and N
m-max
Need tire dynamic rolling radius, r
w
V (mph)
r
w
Motor,
max
axle
a
, m
a
g
fd
driveline
dl
, m
dl
V
max
mph v V g
V g
r V g
fd
fd
w fd
97 | 95 . 3 / 383
) 447 . 0 /( ) 292 . 0 ( 3 . 586
) / (
max max
max
max max
= = =
=
=
Comparison of Prius-I and Prius-II continued
201.6 V, 168 cells 273.6V, 228 cells Battery voltage
21 kW improved internal
resistance
21 kW (25 kW max) Battery Power
Sealed NiMH Sealed NiMH Battery type
500V max 274V System Voltage
400 Nm, 0 to 1,200 rpm 350 Nm 0 to 400 rpm M/G Torque
50 kW, 1,200 to 1,540 rpm 33 kW 1,040 to 5,600 rpm M/G Power
Permanent Reluctance
Machine, PRM
Interior Permanent Magnet,
IPM
Motor/Generator
Prius-II Prius-I
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
S/A M/G
NiMH
6 Ah
201.7 V
233 Apk
1400 W/kg
Half-bridge
boost
converter
Boost Ind
250A, 10 kHz
1500 uF
600V
10 kW 50 kW
500V (2.5x boost)
30 kW, 8-pole IPM
50 kW, 8-pole IPM
500V Power Elect.
1500 uF, 600V, PPS-
polyphenylene sulfide
dc link bus capacitor
S/A M/G
NiMH
6 Ah
201.7 V
233 Apk
1400 W/kg
Half-bridge
boost
converter
Boost Ind
250A, 10 kHz
1500 uF
600V
10 kW 50 kW
500V (2.5x boost)
30 kW, 8-pole IPM
50 kW, 8-pole IPM
500V Power Elect.
1500 uF, 600V, PPS-
polyphenylene sulfide
dc link bus capacitor
THS-II System
NiMH battery with double welded terminations for 30% reduced ESR &
more compact package.
S/A M/G
NiMH
6 Ah
201.7 V
233 Apk
1400 W/kg
Half-bridge
boost
converter
Boost Ind
250A, 10 kHz
1500 uF
600V
10 kW 50 kW
500V (2.5x boost)
Expanded view of power electronics
package. NiMH battery cable
connector:
Link Ind
~100mm
cube
THS-II System
Mechanical & Electrical Architecture
Motor/Generators are under full electronic control
R
C
S
M/G2
ICE
FD
wheels
Power Split, E-CVT
M/G1
Battery
Integrated Power
& Control Electronics
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)
Uc
p
r
p
v
s
s
r
s
r
r
r
c
Sun
Planet
Ring (inside and/or outside gear)
Fundamental equation of the planetary
Gear set: ratio of the difference in
Angular speeds between an inner epicyclic
Gear and a common gear and a second
Inner gear and the common gear equals
A constant the basic ratio.
0 ) 1 (
) ( ) (
= + +
=
= =
c r s
c r c s
s
r
c r
c s
k k
k
k
N
N

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 ( is angular speed and m is
torque, MKS units)
R
S
C
s
r
c
0
1 1
0
1 1
0 ) 1 (
_
=
+

+
+
= +
= + +
= =
r r c c r r c c
r r s s r r s s
c r s
s
r
J
k
k
J M
k
k
M
J
k
J M
k
M
k k
ratio basic
R
R
k

& &
& &
Prius I & II: Nr = 78, Np=24, Ns=30 from which k=78/30 = 2.6
THS: Power Split Dynamics
THS power split dynamics
R
C
S
M/G2
ICE
FD
wheels
M/G1
Battery
r
w
V
G
a2r
G
r2s
G
e2s
a
m
a,
J
a
fd
,
m
fd
,
J
fd
r
,
m
r
,
J
r
g
,
m
g
,
J
g
e
,
m
e
,
J
e
m
,
m
m
,
J
m
P
e
P
b
SOC
C
b
U
oc
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
( )
e m dlss
m gc e e e
s e
g
m mq gc
s e
s r
e gc eq
s e
s r
e
s e
s r
m dl
m
k
k
m m
J J m
g
m
J J
g
g
J J
g
g
m
g
g
m m
1
1
2
2
2
2
2
2
2
+
+ =
=
|
|
.
|
\
|
+
|
|
.
|
\
|
+ =

& &
& &
Steady state driveline torque expression showing
Torque contribution of motor and engine mechanical
Path split
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
R
C
S
M/G
ICE
S/A
Gear
box
FD
wheels
FE
(mpg)
Gsrc
4 4.5 5 5.5 6 6.5 7
AT
Gear shift ratio coverage =
5 5.5 6.5
Japan 10-15
1900 kg sedan
Europe EC
1900 kg sedan
US combined
2900 kg SUV
Note: most input coupled transmissions have the ICE at the planet carrier port
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 plateaus of BSFC brake specific
fuel consumption (g/kWh)
Batt
R
C
S
M/G2
ICE
FD
wheels
Power Split, e-CVT
Un-Buffered ESS
M/G1
Epicyclic
274 V
Inverter
Ultra-cap
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)
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).
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
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Note: series mode
For reverse speed
Constrained in S/W
By rev limiter.
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
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Battery charge mode
Vehicle parked or during idle
Battery Charging Mode
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Power boost mode
Engine torque augmentation
Similar to EMT mode 3, engine has insufficient torque/power to meet
road load demand
Power Boost Mode
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
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
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
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
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
15
14
13
12
11
10
9
8
7
6
5
4
3
2
1
0
1000 1500 2000 2500 3000 3500 4000 4500 5000
Engine speed (rpm)
210
215
220
230
250
270
300
400
700
BSFC
B
r
a
k
e

m
e
a
n

e
f
f
e
c
t
i
v
e

p
r
e
s
s
u
r
e

x
1
0
0

(
k
N
/
m
2
)
T
e
P
eng
70
60
50
40
30
20
10
E
n
g
i
n
e

p
o
w
e
r

(
k
W
) 200
150
100
50
0
T
o
r
q
u
e

(
N
m
)
(m
e
-
e
) constrained
mapping points
Torque reserve
for driveability
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
0 20 40 60 80 100
5000
0
5000
1
.
10
4
Speed, mph
A
n
g
u
l
a
r

s
p
e
e
d
,

r
a
d
/
s
5.544 10
3
3.712 10
3
N
m
i ( )
N
e
i ( )
N
g
i ( )
0
100 0 V i ( )
Note that the generator speed is restricted to 3
rd
quadrant operation. Lowering
Generator speed increases engine speed and vice versa regardless of
Motor speed (i.e., vehicle speed)
Lever stick diagrams are
sometimes used to illustrate the
interplay of engine and electric
M/Gs in the power split system.
R C
S
V
e
h
ic
le
la
u
n
c
h
C
r
u
i
s
e
E
ng
in
e C
rank
in
g
Acceleration
Veh
Speed
Engine
Speed
S/A
Speed
292.004136
167.170167
10 V i ( )
.
r
i ( )
c
i ( )
s
i ( )
10 0 t i ( )
0 2 4 6 8 10
200
0
200
400
Time (s)
C
o
m
p
o
n
e
n
t

S
p
e
e
d
s

(
m
/
s
,

r
a
d
/
s
)
R
C
S
M/G2
ICE
FD
wheels
Power Split, E-CVT
M/G1
Battery
Vehicle Speed
M/G2 rpm
Engine rpm
M/G1 rpm
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)
+430 -1937 4620 2800 80
-1110 -2604 4043 2200 70
-860 -2888 3465 1700 60
+430 -1027 2890 1800 50
+670 -608 2310 1500 40
-3,290 -4504 1733 OFF 30
0 0 0 OFF 0
Battery Power
Pb (W)
Generator Speed
Ng (rpm)
Motor Speed
Nm (rpm)
Engine Speed
Ne (rpm)
Vehicle Speed
V (mph)
PS Propulsion System in Cruise Mode
Observations on the selected Power Split strategy
Batt-EV mode 030mph 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.
The maximum Batt-EV mode speed is limited by the generator max
speed
Ne = 0 engine is OFF
Ng = 6500 rpm maximum
mph V
s m V
kg
r
V
ci
ci
fd
w gm
ci
3 . 43
447 . 0
35 . 19
/ 35 . 19
) 95 . 3 ( 6 . 2
) 292 . 0 ( 6 . 680
= =
= =
=
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Max engine cut-in speed can be approached
By very gradual acceleration in Batt-EV mode
First step is to calculate the road load during cruise
F
roll
= 98.33N and F
aero
= 0.4103V
2
2
3
3
0
2
0
31 . 2 9 . 0
) (Pr 29 . 0
@ / 225 . 1
0
/ 902 . 9
1254
008 . 0
sin 5 . 0 cos
m WH A
ius C
STP m kg
grade
s m g
kg m
R
g m V A C g m R F
f
d
air
v
v f d air v t
= =
=
=
=
=
=
=
+ + =

Steps used in the evaluation of power split operation
1
st
: Calculate the road load for the stated condition
2
nd
: Reflect the road load to the driveline speed and
torque
3
rd
: Assign the engine speed per the strategy
4
th
: Use the planetary gear speed equation to determine
the generator speed,
5
th
: Calculate the engine mechanical path torque per the
planetary gear torque expression (see power split device
slides)
6
th
: Calculate all power flows and insure balance to
match the stated battery loading condition.
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Vehicle
V = 30 mph
F
t
= 172 N
P
t
= 2.31 kW
Driveline
P
dl
= 2.81 kW
dl
=181.4 r/s
m
dl
=15.5 Nm
Motor/Ring Gear
P
m
= 2.81 kW
m
= 181.4 r/s
m
m
= 15.5 Nm
Engine
P
em
= 0
e
= 0
m
em
= 0
m
e
= 0
P
e
= 0
Generator
P
g
= 0
g
= -471.6 r/s
m
g
= 0
Pb =-3.9 kW
P
M/G
= 0
g
fd
= 3.95
fd
= 0.82
Electric power path:
mi = m*i = 0.91*0.94 = 0.855
V=30 mph
Engine and M/G maps for 30 mph
115
90
65
35
0
T
o
r
q
u
e

(
N
m
)
0 1000 2000 3000 4000 5000
Engine Speed (rpm)
2
0
0
2
1
0
2
2
0
2
3
0
2
4
0
2
5
0
2
7
0
2
9
0
Consumption
g/kWh
20 kW
15 kW
10 kW
8 kW
35 kW
55 kW
T
(Nm)
80
60
40
20
0
Speed (krpm)
0 1 2 3 4 5 6
Generator map
93
88
82
73
Atkinson Engine Map
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Vehicle
V =40 mph
F
t
= 229.5 N
P
t
= 4.1 kW
Driveline
P
dl
=5 kW
P
dlm
= 4.5 kW
P
dle
= 0.5 kW
dl
=241.9 r/s
m
dl
=20.67 Nm
Motor/Ring Gear
P
m
=0.5 kW
m
= 241.9 r/s
m
m
= 2.07 Nm
Engine
P
em
= 4.5 kW
e
= 157 r/s
m
em
= 28.62
m
e
= 41.2
P
e
= 6.47 kW
Generator
P
g
=1.47 kW
g
= -63.74 r/s
m
g
= 6.74 Nm
Pb = +670W
P
M/G
= 585W
mi = m*i = 0.91*0.94 = 0.855
g
fd
= 3.95
fd
= 0.82
V=40 mph
115
90
65
35
0
T
o
r
q
u
e

(
N
m
)
0 1000 2000 3000 4000 5000
Engine Speed (rpm)
2
0
0
2
1
0
2
2
0
2
3
0
2
4
0
2
5
0
2
7
0
2
9
0
Consumption
g/kWh
20 kW
15 kW
10 kW
8 kW
35 kW
55 kW
T
(Nm)
80
60
40
20
0
Speed (krpm)
0 1 2 3 4 5 6
Generator map
93
88
82
73
Atkinson Engine Map
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Vehicle
V =50 mph
F
t
= 303 N
P
t
= 6.78 kW
Motor/Ring Gear
P
m
=1.12 kW
m
= 302
m
m
= 3.71 Nm
Engine
P
em
= 7.14 kW
e
= 188.5 r/s
m
em
= 37.9 Nm
m
e
= 48.7 Nm
P
e
= 9.175 kW
Generator
P
g
= 2.035 kW
g
= -107.5 r/s
m
g
= 18.93 Nm
Pb = +430 W
P
M/G
=1.31 kW
mi = m*i = 0.91*0.94 = 0.855
g
fd
= 3.95
fd
= 0.82
Driveline
P
dl
=8.27 kW
P
dlm
= 7.14 kW
P
dle
= 1.12 kW
dl
=302.3 r/s
m
dl
= 27.35
V=50 mph
115
90
65
35
0
T
o
r
q
u
e

(
N
m
)
0 1000 2000 3000 4000 5000
Engine Speed (rpm)
2
0
0
2
1
0
2
2
0
2
3
0
2
4
0
2
5
0
2
7
0
2
9
0
Consumption
g/kWh
20 kW
15 kW
10 kW
8 kW
35 kW
55 kW
T
(Nm)
80
60
40
20
0
Speed (krpm)
0 1 2 3 4 5 6
Generator map
93
88
82
73
Atkinson Engine Map
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Vehicle
V =60 mph
F
t
= 393.5 N
P
t
= 10.6 kW
Motor/Ring Gear
P
m
=4.125 kW
m
= 362.8 r./s
m
m
= 11.4 Nm
Engine
P
em
= 8.745 kW
e
= 178 r/s
m
em
= 49.1 Nm
m
e
= 75.2 Nm
P
e
= 13.385 kW
Generator
P
g
=4.64 kW
g
= -302.5r/s
m
g
= 15.33 Nm
Pb = -860 W
P
M/G
= 4.824 kW
mi = m*i = 0.91*0.94 = 0.855
g
fd
= 3.95
fd
= 0.82
Driveline
P
dl
=12.87 kW
P
dlm
= 8.745 kW
P
dle
= 4.125 kW
dl
=362.8 r/s
m
dl
=35.47 Nm
V=60 mph
115
90
65
35
0
T
o
r
q
u
e

(
N
m
)
0 1000 2000 3000 4000 5000
Engine Speed (rpm)
2
0
0
2
1
0
2
2
0
2
3
0
2
4
0
2
5
0
2
7
0
2
9
0
Consumption
g/kWh
20 kW
15 kW
10 kW
8 kW
35 kW
55 kW
T
(Nm)
80
60
40
20
0
Speed (krpm)
0 1 2 3 4 5 6
Generator map
93
88
82
73
Atkinson Engine Map
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Vehicle
V =70 mph
F
t
= 500 N
P
t
= 15.65 kW
Motor/Ring Gear
P
m
=4.73 kW
m
= 423.3 r/s
m
m
= 11.17 Nm
Engine
P
em
= 14.37 kW
e
= 230 r/s
m
em
= 62.5 Nm
m
e
= 85 Nm
P
e
= 19.55 kW
Generator
P
g
= 5.18 kW
g
= -272.6 r/s
m
g
= 19 Nm
Pb = -1.1 kW
P
M/G
= 5.532 kW
mi = m*i = 0.91*0.94 = 0.855
g
fd
= 3.95
fd
= 0.82
Driveline
P
dl
=19.1 kW
P
dlm
= 14.37 kW
P
dle
= 4.73 kW
dl
=423.3 r/s
m
dl
=45.12 Nm
V= 70 mph
115
90
65
35
0
T
o
r
q
u
e

(
N
m
)
0 1000 2000 3000 4000 5000
Engine Speed (rpm)
2
0
0
2
1
0
2
2
0
2
3
0
2
4
0
2
5
0
2
7
0
2
9
0
Consumption
g/kWh
20 kW
15 kW
10 kW
8 kW
35 kW
55 kW
T
(Nm)
80
60
40
20
0
Speed (krpm)
0 1 2 3 4 5 6
Generator map
93
88
82
73
Atkinson Engine Map
ICE
G
E
N
ESS
Battery
M
O
T
FD
Inverter
Vehicle
V =80 mph
F
t
= 623 N
P
t
= 22.3 kW
Motor/Ring Gear
P
m
=4.374 kW
m
= 483.7 r/s
m
m
= 9.04 Nm
Engine
P
em
= 22.786 kW
e
= 293 r/s
m
em
= 77.8 Nm
m
e
= 100 Nm
P
e
= 29.27kW
Generator
P
g
= 6.486 kW
g
= -202.8
m
g
= 21.6 Nm
Pb = +430W
P
M/G
=5.116 kW
mi = m*i = 0.91*0.94 = 0.855
g
fd
= 3.95
fd
= 0.82
Driveline
P
dl
=27.16 kW
P
dlm
= 22.786 kW
P
dle
= 4.374 kW
dl
=483.7 r/s
m
dl
=56.15 Nm
V=80 mph
115
90
65
35
0
T
o
r
q
u
e

(
N
m
)
0 1000 2000 3000 4000 5000
Engine Speed (rpm)
2
0
0
2
1
0
2
2
0
2
3
0
2
4
0
2
5
0
2
7
0
2
9
0
Consumption
g/kWh
20 kW
15 kW
10 kW
8 kW
35 kW
55 kW
T
(Nm)
80
60
40
20
0
Speed (krpm)
0 1 2 3 4 5 6
Generator map
93
88
82
73
Atkinson Engine Map
Composite engine and M/G maps
115
90
65
35
0
T
o
r
q
u
e

(
N
m
)
0 1000 2000 3000 4000 5000
Engine Speed (rpm)
2
0
0
2
1
0
2
2
0
2
3
0
2
4
0
2
5
0
2
7
0
2
9
0
Consumption
g/kWh
20 kW
15 kW
10 kW
8 kW
35 kW
55 kW
T
(Nm)
80
60
40
20
0
Speed (krpm)
0 1 2 3 4 5 6
Generator map
93
88
82
73
Atkinson Engine Map
T
(Nm)
300
240
200
120
80
0
Speed (krpm)
0 1 2 3 4 5 6
93
88
82
73
Motor map
(m
e
-
e
) constrained
mapping points
Torque reserve
for driveability
Electric subsystem
torque reserve for
power boosting
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
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
Hybrid Escape e-CVT
Ford Hybrid System
2.3L ICE
e-CVT
HV Battery
2.3L
Atkinson
Cycle
Engine
Planetar
y
Gear
Output
Gear
To
Wheels
Traction
Generato
r
Traction
Motor
AC-DC
Inverters
Traction
HV Battery
Mechanica
l Path
Electrical
Path
Hybrid Escape e-CVT
Model development
R1
C1
S1
M/G1
ICE
FD
wheels
M/G2
Epicyclic
Input
300 V
Batt
Ultra-cap
Inverter
OWC
B1
N1
N2
N2
Output
Gears
Fixed link, PowerSplit with Gear
An ultracapacitor and battery combination is
Shown to illustrate that ESS system
upgrades are possible and also
recommended for increased ESS longevity
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 >$10B market by 2010.
Potential:
1000 Wh/kg
Nissan Altra
EV
SONY, SAFT laboratory 400 to 1200 300 100 to 150 Lithium-Ion
Potential:
2200 cycle
life
WWU Viking
23
SAFT 110 300 to 600 mature 10 to 20 -60 to +60 -40 to +60
1000 to
2000
50 to 200 35 to 57
Nickel-
Cadmium
Potential:
120 Wh/kg,
and 2200
cycle life
Toyota
RAV4-EV,
Toyota
Prius,
Chrysler
Epic
minivan,
Honda EV,
Chevy S-10
Panasonic,
Ovonic,
SAFT
115 to
300
525 to 540 prototype 600 to 1500 150 to 250 50 to 80
Nickel-Metal
Hydride
Potential: 55
Wh/kg, 450
W/kg, and
2000 cycle
life
Audi Duo,
GM EV1
(VLRA),
Solectria
Force
Delphi,
Horizon,
Electrosource
production 500 to 800 240 to 412 35 to 42
Advanced
Lead Acid
CARTA
bus,
Solectria
E10
(sealed)
Trojan,
Hawker,
Exide,
Interstate
75 100 to 125 production 2 to 3 ambient -18 to +70 200 to 400 75 to 130 25 to 35 Lead-Acid
Other
Notes
Vehicles
Used_In
Principal
Manuf.
Future
Cost
{$/kWh]
Current
Cost
[$/kWh]
Maturity
Self
Discharg
e Rate
[% per
month]
Storage
Temp.
[C]
Operatin
g Temp.
[C]
Cycle
Life
Power
Density
[W/kg]
Energy
Density
[Wh/kg]
Battery
Type
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
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
State transition map
q1
q2
q3
q4
q5
Standstill
Creep
PowerSplit
Parallel
regeneration
Enter
State Transition Map, e
x
e1
e2
e3
e4
e5
e6
e7
e8
e9
e10
e11
In state q4 we have that (=1/k):
f m
e
e
e
r
g
r e
m m
m J
J +
+
=
+
+
=
+
=
1 ) 1 (
0
1
1
2
&
Brake B1=ON
Model must account for ESS SOC variation
dt
C S d
C I
I V P
dt
SOC d
C V
dt
dW
P R I V I I V P
br b
b oc stored br oc
c
avail i b oc b b d bat
) 0 (
) (
) (
=
= = =
= = =
V
oc
V
d
Battery R
i
P
bat
I
b
Substitute for I
b
in equation for P
bat
Then solve the resulting quadratic to obtain:
( )
br i
oc i bat oc
br i oc br bat
C R
V R P V
dt
SOC d
that Find
dt
SOC d
C R V
dt
SOC d
C P
2
4
) (
: _
) ( ) (
2

+
=
)
`
=
Define C
br
= battery rated capacity, Ah
Noting that: R
i
C
br
=
bat
Mechanical System Modeling
)
`
+ + + + =
= =
dt
t dU
M g M U t U A C g M R
G
r
t m
r
t U G
G t
v v o f d v o
fd
w
f
w
fd
a fd f
) (
) sin( ) ) ( (
2
1
) (
) (
) (
2

e
, m
e
r
, m
r
g
, m
g
f
, m
f
R1
C1
S1
M/G1
ICE
FD
wheels
M/G2
Epicyclic
Input
300 V
Batt
Ultra-cap
Inverter
OWC
B1
N1
N2
N2
Output
Gears
Fixed link, PowerSplit with Gear
Countershaft
m
, m
m
f m r
r e e r e g r
r g e r g r g
m m m
that noting
m
k
k
m J
k
k
J J
k
k
m
k
m J k J
k
J
k Define
= =
+
+ =
|
|
.
|
\
|
|
.
|
\
|
+
+
+
= +
|
.
|
\
|
+
=
: _
1 1 1
1
) 1 (
1
1
:
2
2
2

& &
& &
For each operating state reflect
Road load conditions to power split
M/Gs and engine
Power Split: e-CVT Dynamics
FHS system dynamics
R
C
S
M/G2
ICE
FD
wheels
M/G1
Battery
r
w
V
g
a2f
g
r2s
g
e2s
a
m
a
J
a
r
,
m
r
,
J
r
g
,
m
g
,
J
g
e
,
m
e
,
J
e
m
,
m
m
,
J
m
P
e
P
b
SOC
C
b
U
oc
N1
N2
N3
P
e
fd
,
m
fd
,
J
fd
g
m2r
g
m2f
g
f2r
Input split with fixed output gearing
Counter shaft
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
( )
e m fdss
s e f m
s r r m
cs
m gc e eq e
s e
g
m mq
f a
gc cs e gc
f a
eq cs e cs m
f m
fd
m
N
N
k
k
m
N
N
m
g g
g g
g
J J m
g
m
J
g
J g J
g
J g m g m
g
m
|
|
.
|
\
|
|
.
|
\
|
+
+
|
|
.
|
\
|
=
=
=
|
|
.
|
\
|
+
|
|
.
|
\
|
+ =
3
2
1
2
2 2
2 2
2
2 2 2
1
1
1 1 1

& &
& &
Steady state driveline torque expression showing
Torque contribution of motor and engine mechanical
Path split
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
GM-Allision Advanced Hybrid System, 2-mode
AHS-2 system
Mechanical and electrical architecture
R
C
S
M/G
ICE
FD
wheels
Battery
R
C
S
M/G
Compound Split, e-CVT
The AHS-2 system appears suited to heavy
Vehicles such as city buses, trucks and full
Size SUVs.
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:
M/G1
M/G2
Pe
mechanical points
Pe
Uv, veh spd
Mode switching requires clutch activations synchronously with
M/G speed = zero points
AHS-2 System
AHS-2 model development
Mode 1 = Input Split
Low range & reverse
E1 = differential
E2 = torque mult
C1=1, C2=0, C3=1
M/G1=gen, M/G2=mtr
Mode 2 = Compound Split
High range, highway
Towing, grades
E1=E2=differential
C1=1, C2=1, C3=0
Neutral mode: C2=C3=0
R1
C1
S1 M/G1
ICE
FD
wheels
R2
C2
S2
M/G2
Compound Split, EVT
Un-Buffered ESS
CL1
CL2
CL3
Epicyclic
Input
Epicyclic
Output
300 V
Batt
Ultra-cap
Inverter
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
AHS-2 System Modes & Dynamics
Input split (mode 1)
R1
C1
S1 M/G1
ICE
FD
wheels
R2
C2
S2
M/G2
EVT in Mode 1
CL1=1, CL2=0, CL3=1
CL1
CL2
CL3
Battery
SOC
C
b
U
oc
P
b
P
e
e
,
m
e
,
J
e
g
,
m
g
,
J
g
r
w
V
a
m
a
,
J
a
g
a2f
fd
,
m
fd
,
J
fd
r2
,
m
r2
,
J
r2
g
,
m
g
,
J
g
Counter shaft
g
i2g
g
e2g
Intermediate shaft
g
m2i
g
f2m
g
r2m
i
,
m
i
,
J
i
r1
,
m
r1
,
J
r1
E1-Differential
E2- Torque
Multiplier
AHS-2 System Modes & Dynamics
Compound split (mode 2)
R1
C1
S1 M/G1
ICE
FD
wheels
R2
C2
S2
M/G2
EVT in Mode 2
CL1=1, CL2=1, CL3=0
CL1
CL2
CL3
Battery
SOC
C
b
U
oc
P
b
P
e
e
,
m
e
,
J
e
g
,
m
g
,
J
g
r
w
V
a
m
a
,
J
a
g
a2f
fd
,
m
fd
,
J
fd
r2
,
m
r2
,
J
r2
g
,
m
g
,
J
g
Counter shaft
g
i2g
g
e2g
Intermediate shaft
g
m2i
g
f2m
g
r2m
i
,
m
i
,
J
i
r1
,
m
r1
,
J
r1
AHS-2 System
0 20 40 60 80 100
1000
0
1000
2000
Input split mode below sync shift
Vehicle Speed, mph
A
n
g
u
l
a
r

s
p
e
e
d
s
,

r
p
m
1.8 10
3
392.197
n
0
i ( )
n
e
i ( )
0
100 15 V i ( )
0.447
Engine ramps to steady state, Nss, at V=30 mph
M/G operating modes versus
vehicle speed
Synchronous shift when
V=Vshift, M/G1 speed = 0 (1
st
mech pt)
Vshift<V< Vs3, both M/G1 and
M/G2 motoring in (+) dir
At Vs3, M/G2 speed =0 (2
nd
mechanical point)
Vs3<V<Vs4 have M/G2
motoring in (-) dir to add
torque to M/G1 and to the
engine
V>Vs4 have M/G1 = gen.
0 20 40 60 80 100
5000
0
5000
1
.
10
4
Input split mode, below sync shift
Vehicle speed, mph
A
n
g
u
l
a
r

s
p
e
e
d
,

r
p
m
5.648 10
3
4.012 10
3
n
m1
i ( )
n
m2
i ( )
0
100 10 V i ( )
0.447
At synchronous shift point, Vshift = 33 mph, the
Output shaft speed, No=1294 rpm and Nm1=4659 rpm
AHS-2 System
0 20 40 60 80 100
1000
2000
3000
4000
Compound split mode above sync shift
Vehicle speed, mph
A
n
g
u
l
a
r

s
p
e
e
d
,

r
p
m
3.804 10
3
1.294 10
3
n
0
i ( )
n
e
i ( )
100 15 V i ( )
0.447
0 20 40 60 80 100
1
.
10
4
0
1
.
10
4
Compound split mode above sync shift
Vehicle speed, mph
A
n
g
u
l
a
r

s
p
e
e
d
,

r
p
m
9.016 10
3
9.745 10
3
n
m1
i ( )
n
m2
i ( )
0
100 10 V i ( )
0.447
Engine remains at Nss, No continues to climb in
Direct relation to vehicle speed, V
At 1
st
mech point, Vs1 Nm2=0 while V=53.3 mph
Nm1=2940 rpm. At 97 mph, Nm1=9 krpm, Nm2=-9750
M/G operating points versus
vehicle speed
Input split mode:
Compound split mode
0 2
0 1
0
) 1 (
) 1 (
1047 . 0
n k n
kn n k n
r
V
g
n
m
e m
w
fd
+ =
+ =
=
k k k
n k k n k n
kn n k n
N n
E E
e m
e m
ss e
= =
+ =
+ =
= =
2 1
0
2
2
0 1
) 1 )( 1 (
) 1 (
1800
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
-10 0 10 20 30 40 50 60 70 80 90 100
V, mph
N
(krpm)
10
8
6
4
2
0
-2
-4
-6
-8
-10
Vs1 Vshift Vs2 Vs3 Vs4
Rev
Forward
Nm2
Ne
Nout
Nm1
AHS-2 EVT
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
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
M/G2
M/G1
R1
R1
C1
C1
S1
S2
C2
C2
R2
R2
ICE
FD
g
f2d
g
fd
P
M/G
vo
vi
o
Renault IVT System
IVT model development
E1
E2
S1
C1
R1
M/G1
M/G2
S2
C2
R2
ICE
vi
vo
i
i
o
P
M/G
M/G2
M/G1
R1
R1
C1
C1
S1
S2
C2
C2
R2
R2
ICE
FD
g
f2d
g
fd
P
M/G
vo
vi
o
Renault IVT System
E1
E2
S1
C1
R1
M/G1
M/G2
S2
C2
R2
ICE
vi
vo
i
i
o
P
M/G
M/G2 M/G1
R1
R1
C1
C1
S1
S2
C2
C2
R2
R2
ICE
FD
g
f2d
g
fd
P
M/G
vo
vi
o
E1
E2
S1
C1
R1
M/G1
M/G2 S2
C2
R2
ICE
P
M/G
V
b
P
b
vi
vo
i
Compound Split
mechanical path
Electric Variator
Renault IVT System
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
i
and
o
.
E1
E2
S1
C1
R1
M/G1
M/G2 S2
C2
R2
ICE
P
M/G
V
b
P
b
vi
vo
i
Compound Split
mechanical path
Electric Variator
2
2
2
2
2
2
1
1
1
1
1
1
1 1
1
1 1
1
r
E
E
s
E
c
r
E
E
s
E
c
k
k
k
k
k
k

|
|
.
|
\
|
+
+
|
.
|
\
|
+
=
|
|
.
|
\
|
+
+
|
.
|
\
|
+
=
Renault IVT System
2
2
2
2
2
2
1
1
1
1
1
1
1 1
1
1 1
1
r
E
E
s
E
c
r
E
E
s
E
c
k
k
k
k
k
k

|
|
.
|
\
|
+
+
.
|
\
|
+
=
|
|
.
|
\
|
+
+
|
.
|
\
|
+
=
E1
E2
S1
C1
R1
M/G1
M/G2 S2
C2
R2
ICE
P
M/G
V
b
P
b
vi
vo
i
Compound Split
mechanical path
Electric Variator
|
o
E
E
vo
E
i
i
E
E
vi
E
o
k
k
k
k
k
k

|
|
.
|
\
|
+
+
|
.
|
\
|
+
=
|
|
.
|
\
|
+
+
|
.
|
\
|
+
=
2
2
2
1
1
1
1 1
1
1 1
1
Renault IVT System
Some definitions, then solve the preceding sets of equations for
E1 and E2 speeds as:
2
2
2
2
2
1
1
1
1
1
1
1
1
1
1
1
E
E
E
E
E
E
k
k
k
k
k
k
+
=
+
=
+
=
+
=
(
(
(
(

=
(
vo
vi
o
i
2 1
2 1
2 1
1
2 1
2
2 1
2 1
1 1
1 1
Renault IVT System
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
S1
C1
R1
S2
C2
R2
E1
E2
vi
vo
o
m
i
m
vo
m
vi
m
o
IVT - quadripole element
E1
E2
S1
C1
R1
M/G1
M/G2 S2
C2
R2
ICE
P
M/G
V
b
P
b
vi
vo
i
Compound Split
mechanical path
Electric Variator
Conclusions and Wrap-up
Historical developments during the early 20
th
century
explored combining ICEs with electric machines hybrid
Globally, automotive OEMs 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
Power split transmissions, or, electronic CVTs, 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 CVTs,
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
Economics of hybrids:
CO2 reduction = Fuel consumption reduction = Fuel economy benefit
0 50 100 150 200 250 300 350 400 450
$1400 +$1400 +$2800 +$3200 +$5600
Base cost ------> technology increment
CO2
Reduction
(%)
70
60
50
40
30
20
10
0
$18/%FE
$125/%FE
SI-Base
GDI
Downsized
Lean Burn
GDI
4V HSDI
Diesel
Lean Boosted
Downsized GDI
Mild Hybrid
Honda Civic
IMA
Ricardo IMOGEN
Mild Hybrid Diesel
$900 in 2006
Prius THS-I
$3500 in 2006
Prius THS-I
$5300 in 2003
50% FC Reduction
= 100% FE Improvement
Source: Ricardo & UC Davis ITS
benefit
l incrementa
metric
FE
Value
%
$
=
|
|
.
|
\
|
=
benefit
benefit
benefit
FC
FC
FE
% 100
%
100 %
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

MSRP Range: $26,780
- $28,405
Buy Now
More Info

Honda Insight

MSRP Range: $19,180
- $21,380
Buy Now
More Info

Honda Civic

MSRP Range: $19,650
- $20,950
Buy Now
More Info

Toyota Prius

MSRP:
$20,295
Buy Now
More Info

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

Comparative Assessment of Hybrid Vehicle Power Split Transmissions

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