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Our Vision:

Be Recognized by Our Customers as Their Best Supplier

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Electricity for Hybrid Vehicles

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 Presenter: Jim Moore Automotive Instructor: 42 years

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DC Current
DC always has the same polarity
The positive terminal is always positive The negitive terminal is always negitive It always flows negative to positive making room for the next electron The number of electrons never increase or decrease in a circuit, just change position Another term is Electromotive Force (EMF) electrons are repelled by the negitive terminal and attracted by the positive.

Battery

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DC Circuits
Negitive Ground Circuits
Used in most vehicles Two types of ground are used:
Power Ground for higher current circuits Chassis ground for lower current circuits
B+ GEN

Current

Current Always flows from ground up through a cicuit with the switch closed
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AC Current
AC Current flows above and below zero
Produced by an AC generator (shown in next slide) Flows in repeated cycles: Named by a scientist named for a scientist working on electromagnetic wave in th 1800s (Henrich Hertz) One hertz is one + to pulse in 1 second Today communication devices work at billions of cycles or giga hertz Provides the benefit of electromagnetic induction and voltage loss is less than DC due to higher voltage drops AC current flows above and below zero . Reaching a peak high and peak low, Ac current can also change direction or what is called polarityu

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AC sine Wave

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AC Current
0 No current is flowing 90 AC rises from to + to peak high amplitude 180 falls to zero no current 270 AC drop to + peak low amplitude 360 Current is at zero again
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Peak High

Peak Low

RMS (root Mean square) = Peak voltage value X 0.707. In household voltage peak voltage is 170V the voltmeter would read 120V or the same as a DC circuit of the same resistive value

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AC to DC Rectification

AC
0

+ -

Half wave Rectification AC to + DC Diode is placed in series with the load DC AC passes though the diode changed to DC

0 AC

Pos.. Pulsating DC

Load

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AC to DC Rectification

AC
0

DC

+
-

Half wave Rectification AC to - DC Diode is placed in series with the load AC passes though the diode changed to DC

Neg. Pulsating DC AC Load

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Full Wave Rectification

During Full wave rectification we get a constant flow of + DC voltage without the heavy ripple: The wye winding shown has a center tap connected to grd. During a pos. cycle it sends current to the load During flow each polarity reverses allowing to become+ and uses all current without waste
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AC Generator

Half wave rectification

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AC Generator Three Phase

Three Phase

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AC to Pulsating DC
Each winding is connected to a + and diode
Winding 1 to diode 1 in series w/ diode 2 Winding 2 to diode 3 in series w/ diode 4 Winding 3 to diode to diode 5 in series w/ diode 6

+ 1

2 4 6

1 3 55

Typical WYE winding with rectifier bridge connected

Recharging the battery

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AC to Pulsating DC
Remember positive diodes respond to positive voltage and negative diodes respond to negative voltage or alternating voltage pulsations of the correct polarity Current flows through the stator windings and the rectifier bridge.
Winding 1 will be our starting point, a pos voltage is at the base of diode 1 Winding 2 will see a voltage 120 from winding 1 in the polarity This forms a series circuit at that time, crating a source of voltage, + at the top of winding 1 and at the bottom of winding 2

Recharging the battery takes electrons to move from the battery + plate to the plate at exactly the same time
The + peak from winding 1 forward biases diode 1 Electrons now follow the red arrows from the + battery plate to the against the diode to the - terminal at winding 1 Winding 2 forward biases diode 4 to the battery negative plates (yellow line) (see slide 15) and this continues through all the phases charging the battery

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HEV Super Capacitor

The Super capacitor or Ultra capacitor:
The reason for the success of the hybrid electric vehicle. An electrochemical capacitor with high energy density Developed by General Electric in 1957 using a porous carbon electrode.

Super capacitors rapidly store great amounts electricity

Discharge the electricity to batteries or electric motors on demand allowing it to propel electric or HEV vehicles Normal rechargeable batteries require a lot of time to rechargel Where super capacitors do not, charge and discharge cycles happen rapidly.

Charge-discharge cycles using super are in the millions a a good rechargeable battery only in the 1000s
A super capacitor contains no disposable parts Has a very long life cycle Little environmental impact.

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HEV Super Capacitor

It does have some disadvantages
The amount of energy stored is based on weight and is lower than a battery. Voltage tends to vary by the amount of energy stored

Making quick recovery requires advanced electronic controls. Super capacitor are able to store energy from solar panels, generators and regenerative braking in general heat wasted by the engine
Recharging batteries or when additional electricity is needed by electric motors in a HEV,s the Super capacitor can release stored electricity.

Now super capacitors have been developed that can store large amounts of electrons using;
Polarized liquid layer between an ionicly conductive electrolyte and a conductive electrode
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HEV Super Capacitor

This results in keeping the size down and a higher level of energy storage.
Then are also able to assist acceleration by discharging large amounts of when necessary They make good secondary energy storage devices that can be used to aid the batteries in high load demand like hill climbing During regen braking they store large electrical charges As always follow the manufactures recommendation
during service.
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Inverter And DC to Dc Converter (Toyota)

Courtesy Toyota motor company

Liquid cooled Toyota Prius Inverter

Courtesy Toyota motor company

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Inverter And DC to Dc Converter (Toyota)

W 1 W 2

W3

MG1
W2

3-phase AC W1

201V NiMH Battery The inverter and the DC/DC Converter are combined in this unit and are used to:
Change DC battery voltage to AC to operate MG 2 electric drive motor. AC from the Generator to DC to charge the HV Batter DC To Dc to Charge the 12V Battery

W3

MG 2

Elect AC 12V

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Inverter And DC to Dc Converter (Toyota)

Inverter Assembly

500V AC
MG1

Boost Converter
Inverter HV Battery 201.6V DC 201.6V AC

MG2

A/C Inverter

DC - DC Converter

12V DC

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AC motor (Toyota)
The ICE (Internal Combustion Engine) in 2004 75 HP, 1.5 liter engine
The ICE is a typical OBD II system using: VVT-I (Variable Valve Timing -intelligent) A redesigned intake Using the Atkinson cycle principle

MG 1Generates high-voltage electricity that recharges the HV battery and power to drive the MG2
MG1 controls the CVT by regulating the amount of electrical power it generates MG1 is also the starter for the engine

MG2 assists the Engine when needed, this helps the Prius achieve dynamic performance and move the vehicle at low speed without the ICE
In 2004 rated at 67 hp (50 kW). REGENERATIVE BRAKING The Motor becomes a Generator when it converts kinetic energy into electrical energy storing it in the HV battery Centered Throttle with expansion chamber

MG 1
01 03 Battery 38-7.2V Grps 273.6V 04-287.2V Grps 201.6V

MG 2
04-67.5 hp (50 kW) @ 1200 t0 1540RPM Max 500V

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AC motor (Toyota)
DC V is changed to 3 phase AC and sent to each of the stator windings in the MG 1
Allowing MG 1 to power the motor When the load is high enough the ICE stars to begin powering the vehicle

Starting out light load

If the vehicle comes to a stop the ICE stops

Once the load is high enough the ICE starts again and the load is shared by both the ICE and MG 1

Normal Driving

Acceleration Full Load

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AC Electric Motors
Rotor
A B C RPS (Rotor Position)

W2 W1

W1

Rotor

Electronic Controller
W2

W3

W2

201v

Stator

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AC Electric Motors
When three-phase alternating current is passed through the windings of the stator coil, a rotating magnetic field is created. When the rotation of this magnetic field is properly timed in relationship to the rotor, the magnetic field pulls the permanent magnets housed inside the rotor in a circle, causing the rotor to turn and creating the motor's torque. The generated torque is proportionate to the amount of current passing through the stator coils and the rotational speed is controlled by the frequency of the three-phase alternating current. A high level of torque can be generated efficiently at all speeds by properly controlling the rotating magnetic field and the angles of the rotor magnets. On the '04 & later Prius the built-in permanent magnets have been changed to a V-shaped structure to improve both power output and torque.

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DC Electric Motors (Typical Starter)

The armature in a DC motor is similar to an electromagnet when current is passed through its coils.
Placed in a housing containing the field, when energized the armature and the fields oppose each other causing the armature to turn.

The most common DC motor in vehicles is the starter motor (shown) used to crank the engine
They turn at low rpm creating a high torque to allow the engine to start In the initial start current is high do to an opposing EMF (Electo-Magnetic Force) as the motor gains momentum this EMF looses strength and decreases This EMF controls starter current so that it doesnt overheat Remember starter motors have low resistance usually around .4 to .6 ohms

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DC Electric Motors (Honda)

The IMA (Integrated Motor assist) motor is located between the ICE (Internal Combustion Engine) and transmission
The IMA motor rotor is bolted to the ICE crankshaft adding mass, the weight of the flywheel is reduced in weight equal to the motor rotor. The rotor is bolted to the flywheel

The motor assists in vehicle propulsion when needed

It operates as a generator. Replaces conventional alternator, providing energy for the 12v electrical system.

It starts the internal combustion engine allowing the ICE to be turned off when not needed

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DC Electric Motors (Honda)

A DC has a couple of advantages:
Speed and direction of rotation can be controlled easily Making it easy to operate the motor as a generator The HEV DC motor has field coils and in this case are permanent magnets

The only part in this type of motor that moves, is the rotor:
It is just permanent magnets. Located around the inside of the stator. Rotor

Cooled by heat dissipation through the case of the motor

No air flow is needed so the sealed motor is safe from dirt There are no windings on the rotor and its brushless

Stator

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DC Electric Motors (Honda)

The current between the magnets is switched by the MCM (Motor Control Module)
Switching current between different sets of electromagnets to produce rotation called commutation, isnt done by physical switching using brushes Switching uses the electronic controller or MCM

Honda Battery Module

The Battery Module supplies to the IMA (Integrated Motor Assist) Motor as 3-phase AC
It isn't true AC, in the Motor Inverter Module (part of the MDM shown in the previous slide) are switched in such a way as to simulate AC current.

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DC Electric Motors (Honda)

Insulated Gate Bipolar Transistor The IGBT can be used in many types of electronic devices:
Pulse Width Modulated (PWM) servo and three-phase drives. Uninterruptible Power Supplies (UPS) Switched-Mode Power Supplies (SMPS) Also suitable in resonant-mode converter circuits.

IGBT Symbol

These are very high current transistor

The base is drawn to illustrate IGBT from a bipolar low power transistor
NPN IGBT

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DC Electric Motors (Honda)

An IGBT is able to carry hundreds of amps:
Liquid cooling is necessary in many cases to handle the high heat generated with high current HEV controller circuits utilize IGBTs These IGBT driver circuits controls the current to AC or DC drive motors During braking regenerates kinetic energy to recharge the high voltage battery.

Power Inverter
Courtesy Honda Motors

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DC Electric Motors (Honda)

The DC motor used in the Honda Insight:
10 kW three phase motor. Is the starter In assist it is being used to move the vehicle Now its a load and taking energy from the battery pack During braking, deceleration or light loads light decelerating, the drive motor is the AC generator

Stator is a specially wound Wye winding providing dense lines of flux . Rotor (armature) uses permanent magnets mounted close to the stator minimizing air gap clearance providing excellent inductance between the rotor and stator.

Honda Stator with Rotor

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DC Electric Motors (Honda)

Motor Control Unit, MCM The motor position sensor monitors rotor position at all times
The early IMA systems, this function was provided by three sensors A, B and C located on the outer housing Accord Hybrid locates a sensor assembly at the crankshaft. Send digital information to the MCM
Heat Sink

DC to DC Coverted

Motor Control Module

The MCM is uses the signal to decide which driver circuits the PDU should be turned ON.

A,B,C Sensors

Courtesy of Honda Motors

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DC Electric Motors (Honda)

PDU (Power Drive Unit) Honda PDU Includes:
Capacitors Current sensors MPI (Motor Power Inverter module)

The MPI controls the motor.

The MCM receives information the rotor sensors to determine rotor position The MCM then sends a signal on two lines to windings 1.2 and 3 as a voltage high and voltage low This allows the PDU to decide what power transistors to turn ON to provide current to the correct stator windings so rotation of the rotor continues
Note: Accord came out with a new MPI, Smaller, more efficient with the capacitors inside

Rotor Sensors

Each Winding Has 2 Outputs High and Low

A
Rotor

w1 MCM w2 w3

B
C

PDU

Voltage High Voltage Low

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DC Electric Motors (Honda)

W2 W1 Storor Rotor W3

The schematic shows the gates and diodes that make three phase control of the DC motor possible, for both moving the vehicle in the assist mode and also able to recharge the HV battery
Gates G1 Thru G3 are the positive (High IGBTs) connected to the voltage side of the stator
D5

VL-VH

VL-VH

VL-VH

+
G1
HV Battery

D1

G2

D3

G3

G4

D2

G5

D4

G6

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Gates G4 Thru G6 are the Negative (Low IGBTs) connected to the ground side of the stator The base of the ICBTs is connected as an input to the PDU

PDU
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DC Electric Motors (Honda)

W2 W1 Storor Rotor

Assist Mode: During the assist the HV battery provides power to the DC motor
During assist the stator becomes the load Switching is done using the gates (IGBTs) located in the PDU When the vehicle requires assist, to help the ICE During assist the PDU sends high current to the stator windings This means one high and one low gate is switched on Remember a high is connected to pos the low to negative, two IGBTs connected through a a high gates emitter to a low gates collector, so G1 and G5 ore switched at the same time Shown in the diagram is Q2H w a current passed through stator windings 1 and 2

MCM
VL-VH VL-VH

W3

VL-VH

+
G1
HV Battery

D1

G2

D3

G3

D5

G4

D2

G5

D4

G6

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PDU
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DC Electric Motors (Honda)

W2 W1 Storor Rotor

MCM
VL-VH VL-VH

W3

VL-VH

+
G1
HV Battery

D1

G2

D3

G3

D5

G4

D2

G5

D4

G6

61

Follow the arrows to help you see the path for current flow: From ground, at the PDU through the G5 emitter out of gate 5 and into W2 Now from W1 to the emitter of G1 into through G1 and back to the HV battery positive Each IGBT has as much as 400A pass through it at the time the rotor is the correct alignment Input to the MCM from the motor position sensors switches the PDU to insure the magnetic fields created continue rotor spin.

PDU
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DC Electric Motors (Honda)

W2

W1
Storor

Regeneration Mode: Diodes are connected between the collector and the emitter of the ICBT:
The diodes work like the positive and negative in a generator to rectify stator AC to pulsating DC and charge the vehicles battery The DC motor becomes a generator during deceleration or during braking When slowing or braking the IGBTs are shut OFF by the MCM and stop sending power to the DC motor Because the vehicle is moving the crankshaft still turning the rotor in the DC motor Turning the rotor creates a flux as the magnets rotate an AC current in the stator coils now becomes a generator
Diodes one through six turn ON and rectify the AC current to a pulsating DC to recharge the batteries, Regenerative Braking Mode is now operating

Roto r
W3 VL-VH VL-VH VL-VH

+
G1

OFF
HV Battery

D1

G2

OFF

D3

G3

OFF

D5

G4

D2

G5

D4

G6

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OFF

OFF

OFF PDU

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