Power-Split-Type Full Hybrids 179

Toyota Hybrid System (THS) when it was released, at 5,200 rpm and 105 ft.-lb of torque at 4,000 rpm. The
and the newer designs of the THS are called the permanent magnet traction motor now can deliver
Hybrid Synergy Drive (HSD) system. 80 HP (60 kW) and 153 ft.-lb.
Toyota has applied this technology to the Camry This generation has three driver-selected operating
and to its mid-sized SUV (Highlander), and Lexus has modes: EV, Eco, and Power. When the EV mode is
many hybrid versions of its cars and SUVs. All use a selected, the car will drive solely on battery power for
version of HSD with electric motors and an internal up to one-half mile under certain conditions. The Eco
combustion engine (ICE). Four-wheel-drive models of mode helps to maximize fuel economy. The Power
these are also available. These vehicles are also based mode increases the sensitivity of the gas pedal, so the
on the HSD system and have front and rear electric car feels more responsive to throttle position.
motors in addition to the engine. The revised HSD systems use a smaller NiMH
battery pack with a slightly lower nominal voltage
Toyota Prius (201.6V). However, the systems can boost the voltage
to the motor up to 650V. This additional voltage re-
The first-generation Prius had a fuel-efficient 1.5L,
duces the required amount of current to power the
four-cylinder gasoline engine rated at 70 horsepower
motor and decreases the amount of electrical energy
(52 kW) and a 45-horsepower (33-kW) electric traction
lost as the motor is powered. If the motor’s power
motor. A separate motor/generator was used to charge
(output watts) is held constant, the amount of current
the battery pack and to start the engine; this motor did
drawn by the motor will inversely increase or decrease
not contribute power to move the car. During deceler-
with a decrease or increase in voltage. Therefore, if the
ation and braking, the traction motor worked as a gen-
voltage is doubled, the current will be reduced by half.
erator to provide for regenerative braking.
Also, if the current to the motor is held constant and
Power for the second-generation Prius is provided
the voltage is increased, the motor’s power will be
by the same 1.5L, four-cylinder gasoline engine, now
increased.
rated at 76 horsepower (57 kW), and a 68-horsepower
As current flows through a wire, some of the electrical
(50-kW) electric motor. This model also has a second
energy is changed to heat as the electrons move through
motor/generator connected to the engine. With the
the wire. The heat is a result of the resistance in the
second generation came a larger car (Figure 8-4) and a
wire. When current is low, less heat is produced, and
redesigned version of Toyota’s hybrid system. The
therefore less energy is lost. According to Joule’s law,
additional size and more powerful engine did not in-
if the current is reduced by half and circuit resistance
crease fuel consumption; rather, fuel economy im-
remains the same, the amount of energy lost is reduced
proved. The improvements made to the hybrid system
by 75 percent. This decrease in energy loss increases
allowed the motor to power the vehicle by itself for
the efficiency of a hybrid vehicle.
longer periods, and the amount of energy captured
The engine in a Prius drives the wheels and/or a
during regenerative braking was increased. Both of
generator only when needed. The primary goal of the
these reduced the amount of time the engine must
HSD is to use electric power as often as possible. The
drive the generator to keep the battery pack charged.
electronics of the system respond to driver inputs and
The third generation again brought a more power-
driving conditions and attempt to keep the car oper-
ful engine and traction motor into the car. The engine
ating in its most efficient mode at all times. The engine
is now a 1.8L four-cylinder with Variable Valve
only runs when extra drive power is needed or when
Timing with intelligence. It is rated at 98 horsepower
the battery pack needs recharging. The engine is
connected to the drive wheels and a generator through
the transmission. The transmission houses a single
Courtesy of Dewhurst Photography and Toyota Motor 

planetary gear assembly, the power-split device. This

device controls where the engine’s output is directed:
to the drive wheels, the generator, or both.

Operation. The basic operation of all generations of

the hybrid system is much the same. The THS relies on
Sales, U.S.A., Inc.

an engine, a motor/generator that serves as the starter

motor and a generator (referred to as MG1, Motor
Generator 1), and a traction motor and generator
Figure 8-4 A 2006 Toyota Prius. (called the MG2, Motor Generator 2).

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
180 Chapter 8

HV battery HV battery

MG1 Inverter MG1 Inverter

Gasoline Gasoline
Planetary Planetary
engine MG2 engine MG2
gears gears

© Cengage Learning 2013

© Cengage Learning 2013

Wheels Wheels

Figure 8-5 During initial acceleration, electrical Figure 8-6 While the wheels are being driven by the
power from the battery pack to MG2 provides the engine through the planetary gears, MG1 is rotated
energy to drive the wheels. by the engine to supply voltage to MG2.

This is how the existing ‘‘system’’ works (please powered by electricity alone. If the battery’s state of
keep in mind that this is an evolving technology and charge gets low, the engine is restarted to drive MG1.
things do and will change!): When Drive is selected To overcome a heavy load, such as during acceleration,
and the driver releases the brake pedal, the traction climbing a hill, or passing another vehicle on the highway,
motor (MG2) moves the vehicle forward (Figure 8-5). both the engine and MG2 power the car. MG2 receives
The motor is able to supply propulsion power until the energy from MG1 and the battery pack. This enables the
battery pack’s voltage drops or the driver calls for traction motor to work under full power. The engine also
rapid acceleration. When MG2 is powering the vehi- works under full power to ensure smooth acceleration
cle, the engine is off, and MG1 holds the sun gear in and to drive MG1 for maximum electrical generation.
the planetary gear set and does not function as a Once the car returns to a normal cruising speed, battery
generator. If battery recharging is needed, the engine power for MG2 is shut off, and battery recharging is
starts and drives MG1. When reverse gear is selected, provided by MG1, driven by the engine (Figure 8-7).
MG2 rotates in a reverse direction. The engine remains
off, as does MG1.
In later systems, the battery’s state of charge and
temperature, engine coolant temperature, and the HV battery
electrical load determine whether the engine starts
when the POWER button is depressed. During con-
ditions that do not meet minimum requirements, the
engine is started to drive MG1 to charge the battery. MG1 Inverter
During normal operating conditions, as vehicle
speed increases the engine starts. The power from the
engine is split according to the needs of the system.
Part of the engine’s power drives MG1 to supply en- Gasoline
Planetary
ergy to MG2, which is working to assist the engine. engine MG2
gears
© Cengage Learning 2013

The
the vehicle. The amount of engine power sent to the
generator and drive wheels is controlled by the system.
When the vehicle is at a cruising speed, both the Wheels
engine and MG2 power the vehicle (Figure 8-6). If
engine power is not needed to maintain the speed, the Figure 8-7 To charge the battery pack, MG1 is
system will shut down the engine, and the vehicle is rotated by the engine through the planetary gears.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
Power-Split-Type Full Hybrids 181

Sun
gear
HV battery

MG1 MG2
Engine

MG1 Inverter

Drive
chain Planetary
Gasoline

© Cengage Learning 2013

Planetary carrier
engine MG2
gears Ring gear

© Cengage Learning 2013

Differential
gear
Wheels
Figure 8-9 The transaxle assembly with MG1, MG2,
and the power-split device.
Figure 8-8 When the vehicle is decelerating, the
vehicle’s kinetic energy is captured by MG2 and is
used to charge the battery pack.
gear set (power-split device), the control unit, an in-
verter, and the battery pack. The system is capable of
During deceleration or braking, MG2 acts as a instantaneously switching from one power source to
high-output generator, driven by the car’s wheels another or combining the two. Electronic controls and
(Figure 8-8). As soon as the driver lets off the accel- the power-split device (Figure 8-9) channel the out-
erator pedal, the engine is shut down, MG2 becomes a puts of these power sources.
generator, and regenerative braking begins. When the Both the MG1 and the MG2 are permanent magnet
driver presses the brake pedal, most of the initial AC synchronous motors that can also function as
braking force is actually the force required to turn generators (Figure 8-10). MG1 starts the engine when
MG2. The hydraulic brake system supplies the rest of engine power is needed. It also is driven as a generator,
the braking force and brings the car to a halt. by the engine, whenever electrical energy is needed to
The engine remains off when the car is stopped, run MG2 or to recharge the battery pack. In addition,
unless the battery pack needs recharging. In this case, when acting as a generator, its speed varies with the
the engine automatically restarts to drive MG1. How- charging needs of the system and, therefore, MG1
ever, if the air-conditioning system on a first-generation effectively controls the power-split device.
Prius is set on MAX A/C, the engine will not shut AC synchronous motors require a sensor to monitor
down because the air-conditioning compressor is the position of the rotor within the stator. It is neces-
driven by the engine. More recent models have an sary to time, or phase, the three-phase AC so it attracts
electrically operated compressor, and the engine can the rotor’s magnets and keeps it rotating and producing
be shut down without affecting A/C operation. Stop- torque. AC creates a rotating magnetic field in the
start in a Prius operates differently than the systems stator, and the rotor chases that field. The control
used in mild and assist hybrids. Because the traction
motor can power the car by itself, the engine does not
restart as soon as the driver releases the brake pedal or
depresses the accelerator. The engine in a Prius is only
restarted when it is needed to power the vehicle or to
drive the generator.
After
© Cengage Learning 2013

and puts the gear selector in the Park position, the

engine may run and drive MG1 to recharge the bat-
teries. This activity is determined by the control unit.

Motor/Generators. The main components of the hy-

brid system include the engine, MG1, MG2, a planetary Figure 8-10 The stator assemblies for MG1 and MG2.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
182 Chapter 8

system monitors the position and speed of the rotor and of the rotor. The sensor has three individual coil
controls the frequency of the stator’s voltage, which windings: one excitation coil and two detection coils.
controls the torque and speed of the motor. The detection coils are electrically staggered at
Toyota uses a sensor (Figure 8-11), called a 90 degrees. The flow of alternating current into an
resolver, in MG1 and MG2 to monitor the position excitation coil results in a constant frequency through
the coil.
This frequency is sent to the detection coils and is
altered by the presence of the rotating magnetic field.
Because the rotor has an oval shape, the gap between
the stator and rotor varies as the rotor rotates. A
strengthening and weakening of the magnetic field
occurs with the changing gap and alters the frequency
at the detection coils. The MG ECU bases the exact
position of the rotor on the difference between the
frequency values of the detection coils. The MG ECU
also calculates the rotational speed of the rotor based
© Cengage Learning 2013
on the speed at which the position changes.

Electronic Controls. The ultimate control of the hy-

brid system is the responsibility of the Hybrid Vehicle
Control Unit (HV ECU). This microprocessor re-
Figure 8-11 A resolver located in each motor ceives information from sensors and other processors
precisely detects the magnetic pole position of the and in turn sends commands to a variety of actuators
rotor and allows the control unit to monitor and and controllers (Figure 8-12). In 2004 and newer Prius
control the activity of MG1 and MG2. models, CAN communication is used to link the

Inverter assembly
Boost
converter Inverter
IGBTs

HV
battery Reactor MG1

Current sensors

DC/DC
converter Power
transistor MG2
A/C
inverter
© Cengage Learning 2013

HV ECU

Figure 8-12 An electrical schematic for the hybrid control system.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
Power-Split-Type Full Hybrids 183

various microprocessors together. In addition, these

late-model cars have a 32-bit CPU rather than a 16-bit
unit as used in earlier models. This change increased
the processing speed of the control unit.
The control system:
n Controls MG1, MG2, and the engine based on ay
M ain Rel ck
System ry pa
torque demand, vehicle speed, regenerative Batte

brake control, and the battery pack’s state of

charge (SOC). The primary inputs for this cal-

© Cengage Learning 2013

culation are from speed sensors, the shift posi-
tion, accelerator pedal position, and the skid
control ECU that controls regenerative braking.
n Controls the operation of the hybrid transaxle.
n Monitors the SOC and temperature of the bat-
Figure 8-13 The battery module contains the HV
tery, MG1, and MG2.
battery pack, battery ECU, and the System Main
n Monitors the operation of the hybrid system and
Relay (SMR). The module is positioned behind the
runs continuous self-diagnostic routines. If a rear seat, in the trunk.
malfunction is detected, the unit stores a diag-
nostic code and controls the system according to
data stored in its memory rather than current
lights, and other 12-volt systems. The battery module
conditions (fail-safe), or it may shut down the
(Figure 8-13) contains the hybrid (HV) battery pack,
entire system, depending on the malfunction.
battery ECU, and three System Main Relays (SMRs).
n Sends information and commands to the Engine
The module is positioned behind the rear seat, in the
Control Module (ECM), inverter assembly,
trunk.
battery ECU, and skid control ECU to control
The battery ECU receives information about the
the system.
HV battery’s current SOC, temperature, and voltage
The ECM and skid control ECUs were also updated from various sensors. This information is then sent
to 32 bits on late models. The ECM coordinates the to the HV ECU, which controls MG1 to keep the
engine’s activity with the hybrid system. It starts and battery pack at the proper charge. The battery ECU
stops the engine as needed as well as controlling the also calculates the charging and discharging am-
operation of the engine. The skid control ECU or perage required to allow MG2 to power the car. This
brake ECU calculates the total amount of braking information is also sent to the HV ECU, which
force needed to stop or slow down the car based on sends commands to the ECM to control the engine’s
the pressure exerted on the brake master cylinder. output. This continuous loop of information is done
This in turn determines how much regenerative to maintain at least a 60 percent SOC at the battery.
braking should take place and how much pressure On late models, the battery ECU is a 32-bit
should be sent to the brakes through the hydraulic microprocessor.
system. This information is sent to the HV ECU, The battery ECU also monitors the temperature of
which controls the regenerative braking of MG2. The the batteries during the charge and discharge cycles.
brake ECU also controls the hydraulic brake actuator The battery ECU also estimates the temperature
solenoids and generates pressure at the individual change that will result from the cycling. Based on this
wheel cylinders. The total amount of force applied to information, it can adjust the battery’s cooling fan or,
the hydraulic brake system is the total required brake if a malfunction is present, it can slow down or stop
force minus the force supplied through regenerative charging and discharging to protect the battery. To
braking. The skid control ECU also controls the monitor and calculate battery cooling needs, the bat-
operation
lock brake operation, no regenerative braking takes the battery module and a temperature sensor in the air
place. intake for the module.
If the battery ECU determines there is a problem
Battery. All models of the Prius rely on NiMH bat- with the battery pack, it will illuminate a warning light
teries for hybrid operation. They also have an auxiliary on the instrument panel and store the appropriate
battery that serves as the power source for the ECM, Diagnostic Trouble Code (DTC) in its memory.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
184 Chapter 8

The SMRs connect and disconnect the high-voltage

circuit based on commands from the HV ECU. This
relay is actually composed of three separate relays and
a resistor. Two of the relays (SMR1 and SMR2) are
connected to the positive side of the battery pack and
the other (SMR3) is in the negative circuit. When the
high-voltage circuit is initially turned on, SMR1 and
SMR3 are energized by the HV ECU using 12 volts
from the auxiliary battery. The resistor is in series with

© Cengage Learning 2013

SMR1 and serves to control the amount of current that
flows through the relay to eliminate a current surge
when the circuit is turned on. Once the circuit is turned
on, SMR1 turns off and SMR2 is turned on. This
allows full current flow out of the battery pack. When
the circuit is shut down, SMR2 and SMR3 are de- Figure 8-14 Individual high-voltage cables connect
energized. If the HV ECU receives a deployment the battery pack to the inverter, the inverter to
signal from the airbag sensor or an actuation signal MG1, the inverter to MG2, and the inverter to the
from the inverter’s circuit breaker sensor, the HV ECU air-conditioning compressor.
will open the high-voltage circuit by de-energizing
the SMR.
A service plug and main high-voltage fuse are in- single unit that contains the inverter, DC/DC con-
serted in the high-voltage circuit. The fuse protects the verter, boost converter, and air-conditioning inverter.
circuit by opening if there is excessive current in the The inverter (Figure 8-15) changes the battery’s
circuit. The service plug is used to disconnect or iso- high-voltage DC into high-voltage AC to power
late the high-voltage circuit so that service can be MG1 and MG2. It also rectifies the AC generated by
performed on the circuit. The service plug is posi- MG1 and MG2 to recharge the battery pack. The
tioned in the middle of the battery modules. When it is inverter is basically a three-phase parallel circuit
removed, the circuit is open. with each leg containing two power transistors

CAUTION Always turn OFF the vehicle be-

fore removing the service plug. Wear insulating
gloves when removing the plug and when work-
ing on high-voltage systems. Keep the removed
service plug in your pocket to prevent others from
installing it while you are servicing the vehicle.
After removing the service plug, do not touch the
high-voltage connection and terminals for at
least 10 minutes. Also, do not operate the power
switch with the service plug removed; doing so
may damage the HV ECU.

Individual high-voltage cables (Figure 8-14) are used

to connect the battery pack to the inverter, the in-
verter to MG1, the inverter to MG2, and the inverter
to the air-conditioning compressor. The cables run
from
© Cengage Learning 2013

engine compartment. The high-voltage cables are

shielded to reduce electromagnetic interference and
are orange in color for easy identification.

Inverter.The inverter controls current flow to and

from the motor/generators and the batteries. It is a Figure 8-15 A cutaway view of an inverter.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
Power-Split-Type Full Hybrids 185

connected in series. The HV ECU controls the power

transistors to ensure proper phasing of the AC to the
motors. This circuit is connected between the motor/
generator and the battery pack. The inverter assem-
bly contains two of these circuits, one for each of the
motor/generators.
The DC/DC converter changes the high DC
voltage from MG1 and MG2 to 12 volts and sends it
to the auxiliary battery. The converter is composed of
four transistors, four diodes (to maintain DC), a

© Cengage Learning 2013

transformer, and two more diodes. The four tran-
sistors and diodes are used to control the high voltage
at one side of the transformer. The other diodes
rectify the voltage on the output side of the trans-
former. The voltage of the auxiliary battery is mon-
itored by the converter, which attempts to keep it at a Figure 8-16 The circuitry inside an inverter.
constant level. The voltage of the battery does not, as
in conventional vehicles, change with engine speed or
electrical load. If a problem occurs in the hybrid sys- Engine. The engine is a 1.5L or 1.8L, four-cylinder
tem, the HV ECU will stop the operation of the engine. The horsepower ratings of the engine have
converter. increased over time. These increases were largely
The late-model Prius has a boost converter that due to changes that also reduced exhaust emissions.
provides high voltage (up to 650 volts) to MG2. The changes include improved engine controls and
This increased voltage increases the power output of the inclusion of a coolant heat storage system
the motor. This converter is composed of the boost (Figure 8-17). This system takes hot coolant from
Integrated Power Module (IPM) that contains two the engine and stores it in an insulated tank where it
Insulated Gate Bipolar Transistors (IGBTs), a re- can stay hot for up to three days. When the engine is
actor to store the energy, and a signal processor restarted, an electric water pump circulates the hot
(Figure 8-16). coolant through the engine to preheat it. This reduces

Connected to
heater core
Engine coolant
temperature sensor
Water pump
(for heater)

Water
valve
Coolant heat
storage tank

Coolant heat
storage
water pump
© Cengage Learning 2013

Coolant heat storage

outlet temperature
sensor

Figure 8-17 The coolant heat storage system.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
186 Chapter 8

the amount of HC emissions normally associated with In addition to controlling the VVT-i system, the
cold starting. vehicle’s ECM also controls the operation of the fuel
The engine is based on the Atkinson cycle and is injection and ignition systems. The input from many
equipped with the Variable Valve Timing-intelligent sensors is used to govern the engine in order to provide
(VVT-i) system and Electric Throttle Control System- maximum efficiency. On the 2004 and newer Prius, an
intelligent (ETCS-i). In an Atkinson cycle engine, air/fuel sensor is placed before the catalytic converter
the intake valve is kept open well into the compres- rather than a conventional oxygen sensor.
sion stroke. The timing of the opening and closing of The ETCS-i system controls the position of the
the intake valves is controlled by the VVT-i system. throttle plate. There is no mechanical connection be-
While the valve is open during the compression tween the accelerator pedal and the throttle plate; the
stroke, some of the air/fuel mixture is pushed back connection is made electronically. The ECM calculates
into the intake manifold. This reduces the volume in the appropriate throttle opening and sends commands
the cylinder and effectively reduces the displacement to the throttle control motor. The ECM receives inputs
of the engine. Because the allotted time for gas ex- from the accelerator pedal position sensor and the HV
pansion during combustion is longer, fuel consumption ECU. The HV ECU monitors current operating con-
is minimized, as are exhaust emissions. The engine ditions and the battery’s state of charge to determine
runs with normal displacement when the intake valves the optimal engine speed and sends that information to
close earlier. This action provides for more power the ECM.
output. Because the VVT-i system responds to operat-
ing conditions, the displacement of the engine changes Transaxle. The power-split device is also called the
accordingly. hybrid transaxle assembly (Figure 8-21). The unit
A ‘‘surge tank’’ is located in the intake manifold to functions as a continuously variable transaxle, al-
hold the mixture pushed out of the cylinder during the though it does not use the belts and pulleys normally
Atkinson compression stroke. associated with CVTs. The variability of this trans-
The VVT-i system is controlled by the ECM. With axle depends on the action of MG1 and the torque
this system, the intake valve can change within a range supplied by MG2 and/or the engine. The transaxle
of 43 degrees. The ECM adjusts valve timing ac- unit contains:
cording to engine speed, intake air volume, throttle n Differential assembly
position, and water temperature. In response to these n Reduction unit
inputs, the ECM sends commands to the camshaft n Motor Generator 1 (MG1)
timing oil control valve. n Motor Generator 2 (MG2)
The VVT-i controller, which is housed at the end of n Transaxle damper
the camshaft, is a housing driven by the crankshaft. The n Planetary gear set
ECM controls the oil pressure sent to the controller.
A change in oil pressure changes the position of the A conventional differential unit is used to allow for
camshaft and the timing of the valves. The camshaft good handling when the car is making a turn. The
timing oil control valve is duty cycled by the ECM to reduction unit reduces the final drive ratio so that
advance or retard intake valve timing. The various valve ample torque is available to the drive wheels. The
timing settings are shown in Figure 8-18. reduction unit is a gear set linked by a chain. MG1,
The camshaft timing oil control valve selects the which generates energy and serves as the engine
path for oil pressure to the VVT-i controller according starter, is connected to the planetary gear set. This is
to signals from the ECM to advance, retard, or hold also true for MG2, which is also connected to the
(keep things the same) the timing. The controller ro- differential unit by gears or a drive chain. This trans-
tates the intake camshaft in response to the oil pres- axle does not have a torque converter or clutch. In-
sure. An advance in timing results from oil pressure stead, a damper is used to cushion engine vibration and
being applied to the timing advance side vane chamber the power surges that result from the sudden engage-
(see
and the oil pressure is applied to the timing retard side The planetary gear set provides continuously vari-
vane chamber (Figure 8-20), the timing is retarded. able gear ratios and serves as the power-splitting de-
The ECM constantly calculates the desired or required vice. The engine, MG1, and MG2 are mechanically
valve timing based on the conditions of the car and the connected at the planetary gear set. The gear set can
engine. transfer power between the engine, MG1, MG2, drive

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
Power-Split-Type Full Hybrids 187

Operation State Range Valve Timing Objective Effect

TDC Latest
timing
Stabilized
Eliminating overlap to
1 idling rpm
During Idling EX IN reduce blowback to the
Better fuel
intake side
economy

BDC
To retard
side

Decreasing overlap to Ensured

At Light Load 2 EX IN eliminate blowback to engine
the intake side stability

To advance
side
Better fuel
Increasing overlap to economy
At Medium Load 3 increase internal EGR for Improved
EX IN pumping loss elimination emission
control

Operation State Range Valve Timing Objective Effect

TDC
Improved
In Low-to-
Advancing the intake torque in
Medium
4 valve close timing for low-to-
Speed Range EX IN volumetric efficiency medium
with Heavy
To improvement speed
Load
advance range
side BDC

Retarding the intake

In High Speed
5 valve close timing for Improved
Range with EX IN
volumetric efficiency output
Heavy Load
improvement
To
retard side
Latest timing Eliminating overlap to
prevent blowback to the
Stabilized
intake side for reduction
fast idle
At Low — of fuel increase at low
EX IN rpm
Temperatures temperatures, and
Better fuel
stabilizing the idling rpm
economy
for decreasing fast idle
rotation
Latest timing
© Cengage Learning 2013

Starting/ Improved
— EX IN eliminate blowback to
Stopping the startability
the intake side
Engine

Figure 8-18 The various valve timing settings for the VVT-i system.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
188 Chapter 8

Paddle
Drive sprocket

ECM Oil pressure

connection Relief
Paddle
cavity
The varioCam system uses a paddle located
on the end of the camshaft. This system uses
engine oil pressure on one side or the other of
Spool the paddle to advance or retard the camshaft.
valve
Camshaft Sprocket

Cam
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Sprocket Paddle
Advance

Figure 8-19 The camshaft timing oil control valve is duty cycle controlled by the ECM. When the camshaft
timing oil control valve is positioned as shown here, the resultant oil pressure is applied to the timing advance
side chamber to advance the camshaft.

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Power-Split-Type Full Hybrids 189

Oil pressure Planetary

gear unit
Paddle MG1 MG2
cavity
Transaxle
damper

Camshaft

Sprocket
housing Counter
gears

Sprocket

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Cam
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Final drive

Paddle Figure 8-21 The hybrid transaxle in a late-model

Retard Prius.

Figure 8-20 When the camshaft timing oil control

valve is moved by a retard signal from the ECM, oil Sun gear Ring gear
pressure is applied to the retard side vane chamber
to rotate the camshaft in the timing retard direction.

wheels, and in nearly any combination of these. The Planetary

unit splits power from the engine to different paths: to carrier
drive MG1, to drive the car’s wheels, or both. MG2
can drive the wheels or be driven by them.
To understand how this power-split device and
transaxle work, a look at the operation of a planetary
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gear set is necessary. A simple planetary gear set

(Figure 8-22) has three parts: a sun gear, a carrier with
planetary pinions mounted to it, and an internally
toothed ring gear. The sun gear is located in the center Planetary pinion
of the assembly. It meshes with the teeth of the plane-
tary pinion gears. Planetary pinion gears are small gears Figure 8-22 The components of a simple planetary
fitted into a framework called the planetary carrier. gear set.
The
of the planetary pinion gears (planetary pinion gears
are typically called planetary pinions). The carrier band to hold the gear set together and provide great
and pinions are considered one unit—the mid-sized strength to the unit.
gear member. The planetary pinions surround the sun Each member of a planetary gear set can spin
gear and are surrounded by the ring gear, which is the (revolve) or be held at rest. Power transfer through a
largest part of the gear set. The ring gear acts like a planetary gear set is only possible when one of the

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
190 Chapter 8

SUN CARRIER RING SPEED TORQUE DIRECTION

Input Output Held Maximum Maximum Same as

reduction increase input

Minimum Minimum Same as

Held Output Input
reduction increase input
Maximum Maximum Same as
Output Input Held
increase reduction input
Minimum Minimum Same as
Held Input Output
increase reduction input

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Opposite
Input Held Output Reduction Increase
of input
Opposite
Output Held Input Increase Reduction
of input

Figure 8-23 The basic laws of reduction in a simple planetary gear set.

members is held at rest, or if two of the members are Sun gear

locked together. Any one of the three members can (MG1-driven)
be used as the driving or input member. Another Carrier
member might be kept from rotating and thus be- connected
comes the held or stationary member. The third to engine
member then becomes the driven or output member.
Depending on which member is the driver, which is
held, and which is driven, either a torque increase or
a speed increase is produced by the planetary gear
set. Output direction can also be reversed through

© Cengage Learning 2013

various combinations. The amount of torque and
speed change depends on the size of the gears serving
as the input and output. Also, remember that when a Ring gear
combination of gears results in an increase in speed, (MG2-held)
there will be a corresponding decrease in output
torque. Likewise, a decrease in output speed results Figure 8-24 Planetary gear action during engine
in an increase in torque. Figure 8-23 summarizes the startup.
results of various gear combinations in a simple
planetary gear set.
In the planetary gear set used in the power-split
action of the planetary gear set during different op-
device, the sun gear is attached to MG1. The ring gear
erating conditions:
is connected to MG2 and the final drive unit in the
transaxle. The planetary carrier is connected to the n To start the engine, MG1 is energized and the
engine’s output shaft. The key to understanding how sun gear becomes the drive member of the gear
this system splits power is to realize that when there set (Figure 8-24). Current is sent to MG2 to
are two sources of input power, they rotate in the lock or hold the ring gear. The carrier is driven
same
one can assist the rotation of the other, slow down the the ring gear to crank the engine at a speed
rotation of the other, or work together. Also, keep in higher than that of the sun gear.
mind the rotational speed of MG2 largely depends on n After the engine is started, MG1 becomes a
the power generated by MG1. Therefore, MG1 basi- generator. The ring gear remains locked by
cally controls the continuously variable transmission MG2 and the carrier now drives the sun gear,
function of the transaxle. Here is a summary of the which spins MG1.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
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Power-Split-Type Full Hybrids 191

Carrier Sun gear

(engine-held) (MG1-driven)

Sun gear
rotates
slowly in
opposite
direction
Carrier

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(Engine-driven)
Planetary gears

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free wheel
Ring gear
(MG2-driven) Ring gear
(MG2-driven)
Figure 8-25 Planetary gear action when MG2 is
propelling the vehicle. Figure 8-26 Planetary gear action when the engine
and MG2 are propelling the vehicle.
n When the car is driven solely by MG2 (Fig-
ure 8-25), the carrier is held because the engine n During full-throttle acceleration, battery power
is not running. The ring gear rotates by the power is sent to MG2, in addition to the power gen-
of MG2 and drives the sun gear in an opposite erated by MG1. This additional electrical energy
direction. This causes MG1 to slowly spin in the allows MG2 to produce more torque. This tor-
opposite direction without generating electricity. que is added to the high output of the engine at
n If more drive torque is needed while running the carrier.
with MG2 only, MG1 is activated to start the n When the car is decelerating and the transmis-
engine. There are now two inputs to the gear set, sion is in Drive, the engine is shut off, which
the ring gear (MG2) and the sun gear (MG1). effectively holds the carrier (Figure 8-27). MG2
The carrier is driven by the sun gear and walks is now driven by the wheels and acts as a gen-
around the inside of the rotating ring gear. This erator to charge the battery pack. MG1 rotates the
cranks the engine at a faster speed than when the sun gear slowly and in the opposite direction, and
ring gear is held. it does not generate electricity. If the car is
n After the engine is started, MG2 continues to decelerating from a high speed, the engine is
rotate the ring gear and the engine rotates the kept running to prevent damage to the gear set.
carrier to drive the sun gear and MG1, which is
now a generator.
Sun gear
n When the car is operating under light accelera- Carrier
(MG1)
tion and the engine is running, some engine (engine-held)
power is used to drive the sun gear and MG1,
and the rest is rotating the ring gear to move the
car (Figure 8-26). The energy produced by
MG1 is fed to MG2. MG2 is also causing the
ring gear to rotate and the power of the engine
and MG1 combine to move the vehicle.
n This condition continues until the load on the
engine or the condition of the battery changes.
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speed cruising, the HV ECU increases the gen-

eration ability of MG1, which now supplies
Ring gear
more energy to MG2. The increased power at (MG2)
the ring gear allows the engine to do less work
while driving the car’s wheels and do more Figure 8-27 Planetary gear action during decelera-
work driving the sun gear and MG1. tion and MG2 is driven by the vehicle’s wheels.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
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192 Chapter 8

The engine, however, merely keeps the carrier

rotating within the ring gear.
n When the car is decelerating and the transmis-
sion is moved into the B range, MG2 acts as a
generator to charge the battery pack and to
supply energy to MG1. MG1 rotates the engine,
which is not running at this time, to offer some
engine braking. The engine’s valve timing is
also altered to provide improved engine braking.

© Cengage Learning 2013

n During normal deceleration with the brake pedal
depressed, the engine is off and the skid control
ECU calculates the required amount of regen-
erative brake force and sends a signal to the HV
ECU. The HV ECU, in turn, controls the gen-
erative action of MG2 to provide a load on the Figure 8-28 The multi-information display on the
ring gear. This load helps to slow down and stop instrument panel shows average fuel consumption,
current fuel consumption, and the current amount
the car. The hydraulic brake system does the rest
of recovered energy. It also has an energy monitor
of the braking.
screen, which shows the direction and path of
n When reverse gear is selected, only MG2 pow- energy flow through the system.
ers the car. MG2 and the ring gear rotate in the
reverse direction. Because the engine is not
running, the carrier is effectively being held. n Output control warning light—This lamp turns
The sun gear is rotated slowly in its normal on when the temperature of the HV battery is
rotational directional by MG1 and prevents the too high or too low. When this lamp is lit, the
ICE from rotating. Therefore, the only load on system’s power output is limited.
MG2 is the drive wheels. n HV battery warning light—This lamp is illu-
n It is important to remember that at any time the minated when the charge of the HV battery is
car is powered only by MG2, the engine may be too low.
started to correct an unsatisfactory condition, n Hybrid system warning light—When the HV
such as low battery SOC, high battery temper- ECU detects a problem with MG1, MG2, the
ature, and heavy electrical loads. inverter assembly, the battery pack, or the ECU
itself, this lamp will be lit.
Electronic Displays. A Prius has a multi-information n Malfunction indicator light—This lamp is tied
display located on the center cluster panel. The dis- into the engine control system and will be lit
play, a 7.0-inch LCD (liquid crystal display) with a when the ECM detects a fault within that control
pressure-sensitive touch panel, serves many functions. system.
Many of these are typical, but some are unique to n Discharge warning light—This lamp is tied to
hybrid technologies. One of the unique features is the the 12-volt system and DC/DC converter. It will
fuel consumption screen, which shows average fuel illuminate when there is a problem in that
consumption, current fuel consumption, and the cur- circuit.
rent amount of recovered energy.
Another unique display is the energy monitor screen
(Figure 8-28), which shows the direction and path of Electric Motor-Assisted Power Steering System. To
energy flow through the system in real time. By observing reduce fuel consumption and provide power steering
this display, drivers can alter their driving to achieve when the engine is not running, the Prius uses an
the most efficient operation for the current conditions. electric motor-assisted power steering (EMPS)
Like other vehicles, the Prius is equipped with a
variety of warning lamps and indicators. Here are some power steering system. Besides providing for appro-
of the indicators that are unique to the Prius hybrid: priate steering ratios according to vehicle speed, this
system eliminates the drag on the engine that results
n READY light—This lamp turns on when the from rotating a hydraulic power steering pump. The
ignition switch is turned to START to indicate EMPS provides steering assist when the engine is on
that the car is ready to drive. and when it is off.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.
Power-Split-Type Full Hybrids 193

The system relies on a DC motor to add torque to also increased the car’s coefficient of drag, raising it
the driver’s steering effort, rather than hydraulic from 0.25 to 0.29. These changes affect the fuel
pressure. The system is based on a conventional rack- economy ratings as well. The Prius V has an EPA
and-pinion steering gear. When the steering wheel is combined estimate of 40 mpg compared to the base
turned, torque is transmitted through the steering col- Prius’s 50 mpg. The powertrain in the Prius V is
umn to a torsion bar that links the column to the pinion identical to that found in the base model.
of the steering gear. The torsion bar twists until the
torque and the reaction force equalize. A torque sensor Prius Plug-In
detects the twist of the torsion bar and converts it to an
In 2012, Toyota released a plug-in version of the
electrical signal that is sent to the EPMS ECU. The
Prius (Figure 8-31). It initially was available in a few
ECU then calculates the required amount of assist and
states, but then available in all states in 2013. The
controls the electric assist motor accordingly. With this
Toyota Prius Plug-in is a mid-sized plug-in hybrid
system, the DC motor consumes electrical energy only
electric vehicle (PHEV). The Prius PHEV is based on
when power assist is required.
the base Prius but is fitted with a 4.4-kWh lithium-ion
battery pack. The pack allows the Prius to operate as a
Additional Prius Models. Toyota is set on making pure EV for longer distances and at higher speeds. The
different versions of the Prius available. Basically estimated all-electric range is 13 miles, which results
these versions are smaller (Figure 8-29) or larger in an expected total range of 475 miles. The car is also
versions of the base model. As an example, the Prius V capable of driving up to 62 mph while in the electric
(Figure 8-30) has 50 percent more cargo space than mode. The estimated fuel economy while operating as
the base model. The wheelbase of the V is 3.1 inches a gasoline-electric hybrid is 72 MPGe.
longer, and overall length has been increased by 6.1 The battery pack sits under the rear cargo floor and
inches. It is also taller and wider. The increase in size includes a battery charger with 24-foot-long cables.
The charger is designed for household current and can
be plugged into any wall outlet. A full charge using a
120V AC outlet takes approximately 2.5 to 3.0 hours.
The charging cables connect to the charging port,
which is located behind a spring-loaded, push-open
door on the right-rear fender (Figure 8-32). The port
has LED lighting to allow for safe nighttime charging.
There is also a timer that can be set for start and end
charging times. This feature allows the owner to
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charge when electrical rates are low. A special 240V

charger can be installed at the owner’s residence.
Charging with 240V allows for a full charge in
11 2 hours.
/

The battery pack (Figure 8-33) has an internal and

Figure 8-29 A Prius C.
three external cooling fans to control heat. The system’s
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Figure 8-30 A Prius V. Figure 8-31 Under the hood of a Prius Plug-In hybrid.

Copyright 2012 Cengage Learning. All Rights Reserved. May not be copied, scanned, or duplicated, in whole or in part. Due to electronic rights, some third party content may be suppressed from the eBook and/or eChapter(s). Editorial review has
deemed that any suppressed content does not materially affect the overall learning experience. Cengage Learning reserves the right to remove additional content at any time if subsequent rights restrictions require it.