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Hybrid Vehicle DriveTrain

Thu, 08 Oct 2009 14:07:03 +0100

Hybrid vehicle drivetrain

Hybrid vehicles are vehicles with two or more power sources in the drivetrain. There are many different types of hybrid vehicles, although only the gasoline-electric hybrid is currently commercially available.

Types by drivetrain structure

Parallel hybrid

Structure of a parallel hybrid electric vehicle. The gray squares represent differential gears.

Parallel hybrid systems, which are most commonly produced at present, have both an internal combustion engine (ICE) and an electric motor connected to a mechanical transmission. Most designs combine a large electrical generator and a motor into one unit, often located between the combustion engine and the transmission, replacing both the conventional starter motor and the alternator. To store power, a hybrid uses a large battery pack with a higher voltage than the normal automotive 12 volts. Accessories such as power steering and air conditioning are powered by electric motors instead of being attached to the combustion engine. This allows efficiency gains as the accessories can run at a constant speed, regardless of how fast the combustion engine is running.

Parallel hybrids can be categorized by the way the two sources of power are mechanically coupled. If they are joined at some axis truly in parallel, the speeds at this axis must be identical and the supplied torques add together. Most electric bicycles are in effect of this type. When only one of the two sources is being used, the other must either also rotate in an idling manner or be connected by a one-way clutch or freewheel. With cars it is more usual to join the two sources through a differential gear. Thus the torques supplied must be the same and the speeds add up, the exact ratio depending on the differential characteristics. When only one of the two sources is being used, the other must still supply a large part of the torque or be fitted with a reverse one-way clutch or automatic clamp.

Parallel hybrids can be further categorized depending upon how balanced the different portions are at providing motive power. In some cases, the combustion engine is the dominant portion (the electric motor turns on only when a boost is needed) and vice versa. Others can run with just the electric system operating.

Series hybrid

Structure of a series hybrid vehicle. The gray square represents a differential gear. An alternative arrangement (not shown) is to have separate electric motors at each wheel.

Series or serial hybrid have also been referred to as a Range-Extended Electric Vehicle (REEV); however, range extension can be accomplished with either series or parallel hybrid layouts.

Series hybrid vehicles are more like a battery electric vehicle in design than an internal combustion vehicle or parallel hybrid. In a series hybrid system, the combustion engine drives an electric generator instead of directly driving the wheels. The generator both charges a battery and powers an electric motor that moves the vehicle. When large amounts of power are required, the motor draws electricity from both the batteries and the generator. A transmission may not be needed at all and if it is present it can be far less complex, as electric motors are efficient over a wide speed range. Some vehicle designs have separate electric motors for each wheel. Series hybrids can be also fitted with a supercapacitor or a flywheel to store regenerative braking energy, which can improve efficiency by minimizing the losses in the battery. The vehicle conceptually resembles a Diesel-electric locomotive with the addition of a battery.

Because a series hybrid lacks a mechanical link between the combustion engine and the wheels, the engine can be run at a constant and efficient rate even as the vehicle changes speed. The engine can thus maintain an efficiency closer to the theoretical limit of 37%, rather than the current average of 20%.^{[citation needed]} At low or mixed speeds this could result in ~50% increase in overall efficiency (19% vs 29%). The requirements for the engine are not directly linked to vehicle speed, resulting in more efficient or alternative designs possible, such as a microturbine^[1] or a linear combustion engine.^[2]

The power from the combustion engine must run through the generator and electric motor and, depending on the design, may also run through the charger and battery pack further reducing efficiency (see illustration). Each transformation results in a loss of energy. The engine-to-transmission efficiency is 70%-80%, less than a conventional mechanical clutch, having an engine-to-transmission efficiency of 98%. During long-distance highway driving, the combustion engine will need to supply the majority of the energy, in which case a series hybrid will be 20%-30% less efficient than a parallel hybrid.^{[citation needed]}

The use of one motor per wheel eliminates the conventional mechanical transmission elements (gearbox, transmission shafts, differential) and can sometimes eliminate flexible couplings. If the motors are integrated into the wheels, the unsprung mass increases and suspension responsiveness decreases which impacts ride performance and potentially safety. If the motors are attached to the vehicle body, flexible couplings are still required. Advantages of individual wheel motors include simplified traction control and all wheel drive, and allowing lower floors, which is useful for buses. Some 8x8 all-wheel drive military vehicles use individual wheel motors. Diesel-electric locomotives have used this concept for over 60 years.^{[citation needed]}

In 1997 Toyota released the first series hybrid bus sold in Japan.^[3] BYD Auto's F3DM sedan is the world's first mass-produced series hybrid automobile, which went on sale in China on December 15, 2008.^[4] It costs the equivalent of USD $16,062^[5] and has an all-electric range of 68.4 miles.^[6] The F3DM is set to debut in North America and Europe in 2011.^[7] Meanwhile, GM hopes to introduce the Chevy Volt by 2011, aiming for an all-electric range of 40 miles^[8] and a price tag of around $40,000.^[9]

Power-split or series-parallel hybrid

Structure of a combined hybrid electric vehicle

Power-split hybrid or series-parallel hybrid are parallel hybrids. They incorporate power-split devices allowing for power paths from the engine to the wheels that can be either mechanical or electrical. The main principle behind this system is the decoupling of the power supplied by the engine (or other primary source) from the power demanded by the driver.

A combustion engine's torque is minimal at lower RPMs and, in a conventional vehicle, a larger engine is necessary for acceleration from standstill. The larger engine, however, has more power than needed for steady speed cruising. An electric motor, on the other hand, exhibits maximum torque at standstill and is well-suited to complement the engine's torque deficiency at low RPMs. In a power-split hybrid, a smaller, less flexible, and highly efficient engine can be used. The conventional Otto cycle (higher power density, more low-rpm torque, lower fuel efficiency) is often also modified to a Miller cycle or Atkinson cycle (lower power density, less low-rpm torque, higher fuel efficiency). The smaller engine using a more efficient cycle contributes significantly to the higher overall efficiency of the vehicle.

Interesting variations of the simple design (pictured at right) found, for example, in the well-known Toyota Prius are the

addition of a fixed gear second planetary gearset as used in the Lexus RX400h and Toyota Highlander Hybrid. This allows for a motor with less torque but higher power (and higher maximum rotary speed), i.e. higher power density

addition of a ravigneux-type planetary gear (planetary gear with 4 shafts instead of 3) and two clutches as used in the Lexus GS450h. By switching the clutches, the gear ratio from MG2 (the "drive" motor) to the wheel shaft is switched, either for higher torque or higher speed (up to 250 km/h / 155 mph) while sustaining better transmission efficiency.

The Toyota Hybrid System THS / Hybrid Synergy Drive has a single power-split device (incorporated as a single 3 shaft planetary gearset) and can be classified as an Input-Split, since the power of the engine is split at the input to the transmission. This in turn makes this setup very simple in mechanical terms, but does have some drawbacks of its own. For example, the maximum speed is mainly limited by the speed of the smaller electric motor (usually functioning as a generator). Also, the efficiency of the transmission is the purely mechanical path (~0.98). Especially in higher speed regimes (>120 km/h or 70 mph) the efficiency (of the transmission alone) therefore drops below that of a generic automatic transmission with hydrodynamic coupler.

General Motors, BMW, and DaimlerChrysler have developed in collaboration a system named "Two-Mode Hybrid" as part of the Global Hybrid Cooperation. The technology was released in the fall of 2007 on the Chevrolet Tahoe Hybrid. The system was also featured on the GMC GraphiteNorth American International Auto Show]] in Detroit.^[10]

The Two-Mode Hybrid name is intended to emphasize the drivetrain's ability to operate in all-electric (Mode 1) as well as hybrid (Mode 2) modes. The design, however, allows for operation in more than two modes; two power-split modes are available along with several fixed gear (essentially parallel hybrid) regimes. For this reason, the design c, pp. 248-275.</ref> The Two-Mode Hybrid powertrain design can be classified as a compound-split design, since the addition of four clutches within the transmission allows for multiple configurations of engine power-splitting. In addition to the clutches, this transmission also has a second planetary gearset. The objective of the design is to vary the percentage of mechanically vs. electrically transmitted power to cope both with low-speed and high-speed operating conditions. This enables smaller motors to do the job of larger motors when compared to single-mode systems. The four fixed gears enable the Two-Mode Hybrid to function like a conventional parallel hybrid under high continuous power regions such as sustained high speed cruising or trailer towing. Full electric boost is available in fixed gear modes.^[11]

Types by degree of hybridization

Full hybrid

Engine compartment of a 2006 Mercury Mariner Hybrid

A full hybrid, sometimes also called a strong hybrid, is a vehicle that can run on just the engine, just the batteries, or a combination of both. The Toyota Prius, Ford Escape, and Mercury Mariner Hybrids are examples of this, as these cars can be moved forward on battery power alone. A large, high-capacity battery pack is needed for battery-only operation. These vehicles have a split power path that allows more flexibility in the drivetrain by interconverting mechanical and electrical power, at some cost in complexity. To balance the forces from each portion, the vehicles use a differential-style linkage between the engine and motor connected to the head end of the transmission.

The Toyota brand name for this technology is Hybrid Synergy Drive, which is being used in the Prius, Highlander sport utility vehicle (SUV), and Camry. A computer oversees operation of the entire system, determining which half should be running, or if both should be in use. The operation of the Prius can be divided into five distinct regimes.

Electric vehicle mode: The engine is off, and the battery provides electrical energy to power the motor (or the reverse when regenerative braking is engaged). Used for idling as well when the battery State Of Charge (SOC) is high.

Cruise mode: The vehicle is cruising (i.e. not accelerating), and the engine can meet the road load demand. The power from the engine is split between the mechanical path and the generator. The latter provides electrical energy to power the motor, whose power is summed mechanically with the engine. If the battery state-of-charge is low, part of the power from the generator is directed towards charging the battery.

Battery charge mode: Also used for idling, except that in this case the battery state-of-charge is low and requires charging, which is provided by the engine and generator.

Power boost mode: Employed in situations where the engine cannot meet the road load demand. The battery is then used to power the motor to provide a boost to the engine power.

Negative split mode: The vehicle is cruising and the battery state-of-charge is high. The battery provides power to both the motor (to provide mechanical power) and to the generator. The generator converts this to mechanical energy that it directs towards the engine shaft, slowing it down (although not altering its torque output). The purpose of this engine "lugging" is to increase the fuel economy of the vehicle.

The hybrid drivetrain of the Prius, in combination with aerodynamics and optimizations in the engine itself to reduce drag, results in 80%–100% gains in fuel economy compared to four-door conventional cars of similar weight and size.^{[citation needed]}

Power assist hybrid

Power assist hybrids use the engine for primary power, with a torque-boosting electric motor also connected to a largely conventional powertrain. The electric motor, mounted between the engine and transmission, is essentially a very large starter motor, which operates not only when the engine needs to be turned over, but also when the driver "steps on the gas" and requires extra power. The electric motor may also be used to re-start the combustion engine, deriving the same benefits from shutting down the main engine at idle, while the enhanced battery system is used to power accessories.^{[citation needed]}

Honda's hybrids including the Insight use this design, leveraging their reputation for design of small, efficient gasoline engines; their system is dubbed Integrated Motor Assist (IMA). Assist hybrids differ fundamentally from full hybrids in that propulsion cannot be accomplished on electric power alone. However, since the amount of electrical power needed is much smaller, the size of the system is reduced. Starting with the 2006 Civic Hybrid, the IMA system now can propel the vehicle solely on electric power during medium speed cruising.

A variation on this type of hybrid is the Saturn Vue Green Line BAS Hybrid system that uses a smaller electric motor (mounted to the side of the engine), and battery pack than the Honda IMA, but functions similarly.

Another variation on this type is Mazda's e-4WD system, offered on the Mazda Demio sold in Japan.^{[citation needed]} This front-wheel drive vehicle has an electric motor which can drive the rear wheels when extra traction is needed. The system is entirely disengaged in all other driving conditions, so it does not directly enhance performance or economy but allows the use of a smaller and more economical engine relative to total performance.

Ford has dubbed Honda's hybrids "mild" in their advertising for the Escape Hybrid, arguing that the Escape's full hybrid design is more efficient. However, assist hybrids should not be confused with actual mild hybrids like the 2005 Chevrolet Silverado Hybrid. The term mild hybrid is not standardized, and its use is often more inspired by marketing than by technical considerations.^{[citation needed]}

Mild hybrid

Engine compartment of a 2006 GMC Sierra Hybrid

Mild hybrids are essentially conventional vehicles with oversized starter motors, allowing the engine to be turned off whenever the car is coasting, braking, or stopped, yet restart quickly and cleanly. Accessories can continue to run on electrical power while the engine is off, and as in other hybrid designs, the motor is used for regenerative braking to recapture energy. The larger motor is used to spin up the engine to operating rpm speeds before injecting any fuel.

Many people including the Society of Automotive Engineers do not consider these to be hybrids at all, and these vehicles do not achieve the fuel economy of full hybrid models. A major example is the 2005 Chevrolet Silverado hybrid, a full-size pickup truck. Chevrolet was able to get a 10% improvement on the Silverado's fuel efficiency by shutting down and restarting the engine on demand and using regenerative braking. However no electrical motor was used to provide propulsion rather electrical energy was used to drive accessories like the AC. Mild hybrids often use 42 volt systems to supply the power needed for the startup motor, as well as to compensate for the increasing number of electronic accessories on modern vehicles.

General Motors followed the pickup truck hybrid with their BAS Hybrid system, used in the 2007 Saturn Vue Green Line. For its "start-stop" functionality, it operates similarly to the system in the Silverado. But the GM BAS has broader hybrid functionality as the electric motor can also provide modest assist under acceleration and during steady driving, and captures regenerative braking, resulting in a 20% improvement in fuel efficiency; thus, the BAS can also be considered an Assist hybrid. BAS was dropped in 2009.^[12]

Another way to provide for shutting off a car's engine when it is stopped, then immediately restarting it when it's time to go, is by employing a static start engine. Such an engine requires no starter motor, but employs sensors to determine the exact position of each piston, then precisely timing the injection and ignition of fuel to turn over the engine.^[13]

Plug-in hybrid

The number of US survey respondents willing to pay $4,000 more for a plug-in hybrid car increased from 17% in 2005 to 26% in 2006.

Main article: Plug-in hybrid

A plug-in hybrid electric vehicle (PHEV) has two defining characteristics: 1) it can be plugged in to an electrical outlet to be charged and (2) has some range that can be traveled on the energy it stored while plugged in. They are full hybrid, able to run in electric-only mode, with larger batteries and the ability to recharge from the electric power grid. And can be parallel or series hybrid designs. They are also called gas-optional, or griddable hybrids. Their main benefit is that they can be gasoline-independent for daily commuting, but also have the extended range of a hybrid for long trips. They can also be multi-fuel, with the electric power supplemented by diesel, biodiesel, or hydrogen. The Electric Power Research Institute's research indicates a lower total cost of ownership for PHEVs due to reduced service costs and gradually improving batteries. The "well-to-wheel" efficiency and emissions of PHEVs compared to gasoline hybrids depends on the energy sources of the grid (the US grid is 50% coal; California's grid is primarily natural gas, hydroelectric power, and wind power). Particular interest in PHEVs is in California where a "million solar homes" initiative is under way, and global warming legislation has been enacted.

Prototypes of PHEVs, with larger battery packs that can be recharged from the power grid, have been built in the U.S., notably at Prof. Andy Frank's Hybrid Center^[14] at University of California, Davis and one production PHEV, the Renault Kangoo, went on sale in France in 2003. DaimlerChrysler is currently building PHEVs based on the Mercedes-Benz Sprinter van. Light Trucks are also offered by Micro-Vett SPA^[15] the so called Daily Bimodale.

The California Cars Initiative has converted the '04 and newer Toyota Prius to become a prototype of what it calls the PRIUS+. With the addition of 300 lb of lead-acid batteries, the PRIUS+ achieves roughly double the gasoline mileage of a standard Prius and can make trips of up to 10 miles using only electric power.^[16]

Some scientists believe that PHEVs will soon become standard^[17] in the automobile industry.

See also: vehicle-to-grid

Types by nature of the power source

Electric-internal combustion engine hybrid

There are many ways to create an electric-internal combustion hybrid. The variety of electric-ICE designs can be differentiated by how the electric and combustion portions of the powertrain connect, at what times each portion is in operation, and what percent of the power is provided by each hybrid component. Two major categories are series hybrids and parallel hybrids, though parallel designs are most common today.

Most hybrids, no matter the specific type, use regenerative braking to recover energy when slowing down the vehicle. This simply involves driving a motor so it acts as a generator.

Many designs also shut off the internal combustion engine when it is not needed in order to save energy. That concept is not unique to hybrids; Subaru pioneered this feature in the early 1980s, and the Volkswagen Lupo 3L is one example of a conventional vehicle that shuts off its engine when at a stop. Some provision must be made, however, for accessories such as air conditioning which are normally driven by the engine. Furthermore, the lubrication systems of internal combustion engines are inherently least effective immediately after the engine starts; since it is upon startup that the majority of engine wear occurs, the frequent starting and stopping of such systems reduce the lifespan of the engine considerably. Also, start and stop cycles may reduce the engine's ability to operate at its optimum temperature, thus reducing the engine's efficiency.

Structure of a fuel cell hybrid electric vehicle

Fuel cell hybrid

Fuel cell vehicles are often fitted with a battery or supercapacitor to deliver peak acceleration power and to reduce the size and power constraints on the fuel cell (and thus its cost); this is effectively also a series hybrid configuration.

Hydraulic hybrid

A hydraulic hybrid vehicle uses hydraulic and mechanical components instead of electrical ones. A variable displacement pump replaces the motor/generator, and a hydraulic accumulator (which stores energy as highly compressed nitrogen gas) replaces the batteries. The hydraulic accumulator, which is essentially a pressure tank, is potentially cheaper and more durable than batteries. Hydraulic hybrid technology was originally developed by Volvo Flygmotor and was used experimentally in buses from the early 1980s and is still an active area.

Initial concept involved a giant flywheel (see Gyrobus) for storage connected to a hydrostatic transmission, but it was later changed to a simpler system using a hydraulic accumulator connected to a hydraulic pump/motor. It is also being actively developed by Eaton and several other companies, primarily in heavy vehicles like buses, trucks and military vehicles. An example is the Ford F-350 Mighty Tonka concept truck shown in 2002. It features an Eaton system that can accelerate the truck up to highway speeds.

The energy recovery rate is higher and therefore the system is more efficient than battery charged hybrids, demonstrating a 60% to 70% increase in economy in EPA testing [5]. Under tests done by the EPA, a hydraulic hybrid Ford Expedition returned 32 MPG City, and 22MPG highway. [6] UPS currently has two trucks in service with this technology. [7] While the system has faster and more efficient charge/discharge cycling, the accumulator size and pressure dictates total energy capacity, and requires more space than a battery.

Pneumatic hybrid

Compressed air can also power a hybrid car with a gasoline compressor to provide the power. Motor Development International in France produces such air cars. A team led by Tsu-Chin Tsao, a UCLA mechanical and aerospace engineering professor, is collaborating with engineers from Ford to get Pneumatic hybrid technology up and running. The system is similar to that of a hybrid-electric vehicle in that braking energy is harnessed and stored to assist the engine as needed during acceleration.

Human power and environmental power hybrids

Many land and water vehicles use human power combined with a further power source. Common are parallel hybrids, e.g. a boat being rowed and also having a sail set, or motorized bicycles, or a human-electric hybrid vehicle such as the Twike. Also some series hybrids exist, see in hybrid vehicle. Such vehicles can be tribrid vehicles, combining at the same time three power sources e.g. from on-board solar cells, from grid-charged batteries, and from pedals.

Hybrid vehicle operation modes

Hybrid vehicles can be used in different modes. The figure shows some typical modes for a parallel hybrid configuration.

Adding powertrains and aftermarket kits

One can install conmarket or aftermarket powertrain to a vehicle to hybridise it. ^[18].

The conmarket solution is used when the user buys the glider (rolling chasis) and the hybrid (two engines) or all-electric (only an electric motor) powertrain kit to the automaker and receives it installed in the car ^[19]. Also an (electric or hybrid) powertrain can be added to a glider ^[20] by a third party aftermarket installer (see plug-in hybrid).

Hybrid Synergy Drive

Thu, 08 Oct 2009 13:57:33 +0100

Hybrid Synergy Drive

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Hybrid Synergy Drive, (HSD) is a set of hybrid car technologies developed by Toyota and used in the company's Prius, Highlander Hybrid, Camry Hybrid, Lexus RX 400h/RX 450h, Lexus GS 450h, Lexus LS 600h/LS 600hL, and Lexus HS 250h automobiles. It is also used in the Nissan Altima Hybrid. HSD technology produces a 'full hybrid' vehicle and allows the car to perform on the electric motor only as opposed to other brand hybrids which cannot and are considered 'mild hybrids'; it also combines an electric drive and a continuously variable transmission. The Synergy Drive is a drive-by-wire system with no direct mechanical connection between the engine and the engine controls: both the gas pedal/accelerator and the gearshift lever in an HSD car merely send electrical signals to a control computer.

HSD is a refinement of the original Toyota Hybrid System (THS) used in the 1997–2003 Toyota Prius. As such it is occasionally referred to as THS II. The name was changed in anticipation of its use in vehicles outside the Toyota brand (Lexus; the HSD-derived systems used in Lexus vehicles were termed Lexus Hybrid Drive since 2006). The Lexus Hybrid Drive system has since been touted for its increase in vehicle power as well as environmental and efficiency benefits.

When required to classify the transmission type of an HSD vehicle (such as in standard specification lists or for regulatory purposes), Toyota describes HSD-equipped vehicles as having E-CVT (Electronically-controlled Continuously Variable Transmission).

General Motors and DaimlerChrysler's Global Hybrid Cooperation is similar in that it combines the power from a single engine and two motors. In contrast, Honda's Integrated Motor Assist uses a more traditional ICE and transmission where the flywheel is replaced with an electric motor.

[hide]

1 Principle
- 1.1 Power sources
  - 1.1.1 MG1 and MG2
- 1.2 Transmission
2 Operations
- 2.1 Phases of operation
- 2.2 Performance
3 Subsequent developments
- 3.1 Hybrid Synergy Drive (HSD)
- 3.2 Third generation
4 List of vehicles with HSD
5 Aftermarket
6 Controversy
7 See also
8 References
9 External links

Principle

The Toyota HSD replaces a normal geared transmission with an electromechanical system. Because an internal combustion engine (ICE) delivers power best only over a small range of torques and speeds, the crankshaft of the engine is usually attached to an automatic or manual transmission by a clutch or torque converter that allows the driver to adjust the speed and torque that can be delivered by the engine to the torque and speed needed to drive the wheels of the car.

Power sources

High voltage unit of the HSD

In the "standard" car design the alternator (AC generator) and starter (DC motor) are considered accessories that are attached to the internal combustion engine (ICE) which normally drives a transmission to power the wheels propelling the vehicle. A battery is used only to start the car's internal combustion engine and run accessories when the engine is not running. The alternator is used to recharge the battery and run the accessories when the engine is running. HSD replaces the gear box (transmission), alternator and starter motor with a pair of powerful motor-generators^[1] (designated MG1 and MG2, ~60 Hp total) with a computerized shunt system to control them, a mechanical power splitter that acts as a second differential, and a battery pack that serves as an energy reservoir. The motor-generator uses power from the battery pack to propel the vehicle at startup and at low speeds or under acceleration. The ICE may or may not be running at startup. When higher speeds, faster acceleration or more power for charging the batteries is needed the ICE is started by the motor-generator (acting as a starter). These features allow the ICE to normally be turned off for traffic stops--accessory power (including air conditioning if needed) is normally provided by the battery pack.

When a moving vehicle operator wants the vehicle to slow down the initial travel of the brake pedal engages the motor-generator(s) into generator mode converting much of the forward motion into electrical current flow which is used to recharge the batteries while slowing down the vehicle. In this way the forward momentum regenerates (or converts) much of the energy used to accelerate the vehicle back into stored electrical energy. (See regenerative braking) Harder braking action engages standard front disk and rear drum brakes which are also provided for faster stops and emergency use. This wastes energy which could have been recovered and is discouraged for normal use.

MG1 and MG2

MG1 (motor generator 1) generates electrical power. MG1 recharges the EV battery and supplies electrical power to drive MG2. In addition, by regulating the amount of electrical power generated (thus varying MG1's internal resistance and rpm), MG1 effectively controls the transaxle's continuously variable transmission. MG1 also serves as the engine starter.^[2]
MG2 (motor generator 2) drives the vehicle. MG2 and the engine work together to drive the wheels. The addition of MG2's strong torque characteristics help achieve excellent dynamic performance, including smooth start-off and acceleration. During regenerative braking, MG2 converts kinetic energy into electrical energy, which is then stored in the EV battery.^[2]

Transmission

HSD engine with electric motor and generator

The mechanical gearing design of the system allows the mechanical power from the ICE engine to be split three ways: extra torque at the wheels (under constant rotation speed), extra rotation speed at the wheels (under constant torque), and power for an electric generator. A computer program running appropriate actuators controls the systems and directs the power flow from the different engine + motor sources. This power split achieves the benefits of a continuously variable transmission (CVT), except that the torque/speed conversion uses an electric motor rather than a direct mechanical gear train connection. An HSD car cannot operate without the computer, power electronics, battery pack and motor-generators, though in principle it could operate while missing the internal combustion engine. (See: Plug-in hybrid) In practice, HSD equipped cars can be driven a mile or two without gasoline, as an emergency measure to reach a gas station.

An HSD transaxle contains a planetary gear set that adjusts and blends the amount of torque from the engine and motor(s) as it’s needed by the front wheels. It is a sophisticated and complicated combination of gearing, electrical motor-generators and computer controlled electronic controls. One of the motor-generators (MG2 in Toyota manuals; sometimes called "MG-T" for "Torque") is mounted on the drive shaft, and thus couples torque into or out of the drive shafts: feeding electricity into MG2 adds torque at the wheels. The engine end of the drive shaft has a second differential; one leg of this differential is attached to the internal combustion engine and the other leg is attached to a second motor-generator (MG1 in Toyota manuals; sometimes "MG-S" for "Speed"). The differential relates the rotation speed of the wheels to the rotation speeds of the engine and MG1, with MG1 used to absorb the difference between wheel and engine speed. The differential is an epicyclic gear set (also called a "power split device"); that and the two motor-generators are all contained in a single transaxle housing that is bolted to the engine. Special couplings and sensors monitor rotation speed of each shaft and the total torque on the drive shafts, for feedback to the control computer.^[3]

Operations

The HSD drive works by shunting electrical power between the two motor generators, running off the battery pack, to even out the load on the internal combustion engine. Since a power boost from the electrical motors is available for periods of rapid acceleration, the ICE can be down sized to match only the average load on the car, rather than sized by peak power "needs" for acceptable acceleration. The smaller internal combustion engine can be designed to run more efficiently. Furthermore, during normal operation the engine can be operated at or near its ideal speed and torque level for power, economy, or emissions, with the battery pack absorbing or supplying power as appropriate to balance the demand placed by the driver. During traffic stops the internal combustion engine can even be turned off for even more economy.

The combination of efficient car design, regenerative braking, turning the engine off for traffic stops, significant electrical energy storage and efficient internal combustion engine design give the HSD powered car significant efficiency advantages--particularly in city driving.

Phases of operation

Hybrid Synergy Drive

The HSD operates in distinct phases depending on speed and demanded torque. Here are a few of them:

Engine start: To start the engine, power is applied to MG1 to act as a starter. Because of the size of the motor generators, starting the engine requires relatively little power from MG1 and the conventional starter motor sound is not heard. Engine start can occur while stopped or moving.
Low gear (equivalent): When accelerating at low speeds in normal operation, the engine turns more rapidly than the wheels but does not develop sufficient torque. The extra engine speed is fed to MG1 acting as a generator. The output of MG1 is fed to MG2, acting as a motor and adding torque at the driveshaft.
High gear (equivalent): When cruising at high speed, the engine turns more slowly than the wheels but develops more torque than needed. MG2 then runs as a generator to remove the excess engine torque, producing power that is fed to MG1 acting as a motor to increase the wheel speed. In steady state, the engine provides all of the power to propel the car unless the engine is unable to supply it (as during heavy acceleration, or driving up a steep incline at high speed). In this case, the battery supplies the difference. Whenever the required propulsion power changes, the battery quickly balances the power budget, allowing the engine to change power relatively slowly.
Reverse gear: There is no reverse gear as in a conventional gearbox: the computer feeds negative voltage to MG2, applying negative torque to the wheels. Early models did not supply enough torque for some situations: there have been reports of early Prius owners not being able to back the car up steep hills in San Francisco. The problem has been fixed in recent models. If the battery is low, the system can simultaneously run the engine and draw power from MG1, although this will reduce available reverse torque at the wheels.
Silent operation: At slow speeds and moderate torques the HSD can drive without running the internal combustion engine at all: electricity is supplied only to MG2, allowing MG1 to rotate freely (and thus decoupling the engine from the wheels). This is popularly known as "Stealth Mode." Provided that there is enough battery power, the car can be driven in this silent mode for some miles even without gasoline.
Neutral gear: Most jurisdictions require automotive transmissions to have a neutral gear that decouples the engine and transmission. The HSD "neutral gear" is achieved by turning the electric motors off. Under this condition, the planetary gear is stationary (if the vehicle wheels are not turning); if the vehicle wheels are turning, the ring gear will rotate, causing the sun gear to rotate as well (the engine inertia will keep the carrier gear stationary unless the speed is large), while MG1 freewheels so no power is dissipated.

Lexus Hybrid Drive

Regenerative braking: By drawing power from MG2 and depositing it into the battery pack, the HSD can simulate the deceleration of normal compression braking while saving the power for future boost. The regenerative brakes in an HSD system absorb a significant amount of the normal braking load, so the conventional brakes on HSD vehicles are undersized compared to brakes on a conventional car of similar mass.
Compression braking: The HSD system has a special transmission setting labelled 'B' (for Brake), that takes the place of a conventional automatic transmission's 'L' setting, providing engine braking on hills. This can be manually selected in place of regenerative braking. During braking when the battery is approaching potentially damaging high charge levels, the electronic control system automatically switches to conventional compression braking, drawing power from MG2 and shunting it to MG1, speeding the engine with throttle closed to absorb energy and decelerate the vehicle.
Electric boost: The battery pack provides a reservoir of energy that allows the computer to match the demand on the engine to a predetermined optimal load curve, rather than operating at the torque and speed demanded by the driver and road. The computer manages the energy level stored in the battery, so as to have capacity to absorb extra energy where needed or supply extra energy to boost engine power.
Battery charging: The HSD can charge its battery without moving the car, by running the engine and extracting electrical power from MG1. The power gets shunted into the battery, and no torque is supplied to the wheels.

Performance

The Toyota Prius has modest acceleration but has extremely high efficiency for a mid sized four-door sedan: Usually significantly better than 40 mpg (US) is typical of brief city jaunts; 55 mpg is not uncommon, especially for extended drives at modest speeds (a longer drive allows the engine to warm up fully). This is approximately twice the fuel efficiency of a similarly equipped four-door sedan with a conventional power train. Not all of the extra efficiency of the Prius is due to the HSD system: the Atkinson cycle engine itself was also designed specifically to minimize engine drag via an offset crankshaft to minimize piston drag during the power stroke, and a unique intake system to prevent drag caused by manifold vacuum versus the normal Otto cycle in most engines. Furthermore, the Atkinson cycle recovers more energy per cycle than the Otto because of its longer power stroke. The downside of the Atkinson cycle is much reduced torque, particularly at low speed; but the HSD has enormous low-speed torque available from MG2.

The Highlander Hybrid (also sold as the Kluger in some countries) offers better acceleration performance compared to its non-hybrid version. The hybrid version goes from 0–60 mph in 7.2 seconds, trimming almost a second off the conventional version's time. Net hp is 268 hp (200 kW) compared to the conventional 215 hp (160 kW). Top speed for all Highlanders is limited to 112 mph (180 km/h). Typical fuel economy for the Highlander Hybrid rates between 27 and 31 mpg. A conventional Highlander is rated by the EPA with 19 city, 25 highway mpg.

Cutaway display of the HSD

Ford Motor Company independently developed a system with key technologies similar to Toyota's HSD technology in 2004. As a result, Ford licensed 21 patents from Toyota in exchange for patents relating to emissions technology.^[4] It is currently offered in an SUV, the Ford Escape, and a sedan, the Ford Fusion Hybrid, that was released in March 2009.^[5] The four-cylinder hybrid Escape achieves an increase in mileage, and is rated by the EPA with a combined 34 mpg, a 36% improvement over other similar sized SUVs from Subaru and Honda (Forester and CR-V, 25 mpg combined).^[6]

There have been reports in the press of hybrid power trains not living up to the EPA fuel efficiency claims. Fundamentally this is due to the artificial and unrealistic EPA testing procedure that manufacturers have learned to "game". The EPA testing procedure fails to recognize the sensitivity of hybrid mileage to driving style. The mileage boost depends on using the gasoline engine as efficiently as possible, which requires:

extended drives, especially in winter: Heating the internal cabin for the passengers runs counter to the design of the HSD. The HSD is designed to generate as little waste heat as possible. In a conventional car, this waste heat in winter is usually used to heat the internal cabin. In the Prius, running the heater will then require the engine to continue running to generate cabin-usable heat. This effect is most pronounced by turning the climate control (heater) off when at a stop when the engine is running. Normally the HSD control system will shut the engine off as it is not needed, and will not start it again until the generator reaches a maximum speed.
moderate acceleration: Because hybrid cars can throttle back or completely shut off the engine during moderate, but not rapid, acceleration, they are more sensitive than conventional cars to driving style. Hard acceleration forces the engine into a high-power state while moderate acceleration keeps the engine in a lower power, high efficiency state (augmented by battery boost).
gradual braking: Regenerative brakes re-use the energy of braking, but cannot absorb energy as fast as conventional brakes. Gradual braking recovers energy for re-use, boosting mileage; hard braking wastes the energy as heat, just as for a conventional car. Use of the "B" (braking) selector on the transmission control is useful on long downhill runs to reduce heat and wear on the conventional brakes, but it does not recover additional energy^[7]. Use of "B" constantly is discouraged by Toyota as it may promote excessive wear on certain gears^[8].

Most HSD systems have batteries that are sized for maximal boost during a single acceleration from zero to the top speed of the vehicle; if there is more demand, the battery can be completely exhausted, so that this extra torque boost is not available. Then the system reverts to just the power available from the engine. This results in a large decline in performance under certain conditions: an early-model Prius can achieve over 90 mph (140 km/h) on a 6 degree upward slope, but after about 2,000 feet (610 m) of altitude climb the battery is exhausted and the car can only achieve 55–60 mph on the same slope^{[citation needed]} (until the battery is recharged by driving under less demanding circumstances).

Subsequent developments

First-Generation (G1) Toyota hybrid: Toyota Hybrid System (THS)

The basic design of the Toyota Hybrid System / Hybrid Synergy Drive has not changed since its introduction in the 1997 Japanese-market Toyota Prius, but there have been a number of refinements.

The schematic diagrams illustrate the paths of power flow between electric motor-generator 1 (MG1), gasoline internal combustion engine (ICE), planetary gearset "power split device" elements (S:central "sun", C:planetary carrier, R:outer ring) and motor-generator 2 (MG2).

There has been a continuous, gradual improvement in the specific capacity of the traction battery. The original Prius used shrink-wrapped 1.2 volt D cells, and all subsequent THS/HSD vehicles have used custom 7.2 V battery modules mounted in a carrier.

The Toyota Hybrid System relied on the voltage of the battery pack: between 276 and 288 V. The Hybrid Synergy Drive adds a DC to DC converter boosting the potential of the battery to 500 V or more. This allows smaller battery packs to be used, and more powerful motors.

Hybrid Synergy Drive (HSD)

Although not part of the HSD as such, all HSD vehicles from the 2004 Prius onwards have been fitted with an electric air-conditioning compressor, instead of the conventional engine-driven type. This removes the need to continuously run the engine when cabin cooling is required. Two positive temperature coefficient heaters are fitted in the heater core to supplement the heat provided by the engine^[9].

Second-Generation (G2) Toyota hybrid: Hybrid Synergy Drive (HSD)

Vehicles such as the Lexus RX 400h and Toyota Highlander Hybrid added four-wheel drive operation by the addition of a third electric motor ("MGR") on the rear axle. In this system, the rear axle is purely electrically powered, and there is no mechanical link between the engine and the rear wheels. This also permits regenerative braking on the rear wheels. In addition, the motor (MG2) is linked to the front wheel transaxle by means of a second planetary gearset, thereby making it possible to increase the power density of the motor.

Ford has developed a similar hybrid system, introduced in the Ford Escape Hybrid.

The latest addition to the family of Hybrid Synergy drivetrain is used in the Lexus GS 450h / LS 600h. This system uses two clutches (or brakes) to switch the second motors gear ratio to the wheels between a ratio of 3.9 and 1.9, for low and high speed driving regimes respectively. This decreases the power flowing from MG1 to MG2 (or vice versa) during higher speeds. The electrical path is only about 70% efficient, thus decreasing the power flow there increases the overall performance of the transmission. The second planetary gearset is extended with a second carrier and sun gear to a ravigneaux-type gear with four shafts, two of which can be held still alternatively by a brake/clutch.

Third generation

Third-Generation (G3) Hybrid Synergy Drive (HSD)

The third generation hybrid system from Toyota debuted in the 2010 Toyota Prius, in July 2009. Toyota CEO Katsuaki Watanabe said in a February 16, 2007 interview that Toyota was "aiming at reducing, by half, both the size and cost of the third-generation hybrid system."^[10] The new system will feature lithium-ion batteries in later years. Lithium-ion batteries have a higher energy capacity-to-weight ratio, but cost more, don't last as long as NiMH, and operate at higher temperatures, and are subject to thermal instability if not properly manufactured and controlled, raising safety concerns.^[11]^[12]

List of vehicles with HSD

Toyota Prius
- with THS: December 1997–October 2003
- with THSII: October 2003–April 2009
- with THSIII: May 2009-Present
Lexus RX 400h¹ / Toyota Harrier Hybrid (March 2005–)
Toyota Highlander/Kluger Hybrid
- with THSI: July 2005–September 2008
- with THSII: October 2008-Present
Lexus GS 450h¹ (March 2006–)
Toyota Camry Hybrid (May 2006–)
Lexus LS 600h/LS 600hL¹ (April 2007–)
Toyota A-BAT (concept truck)
Nissan Altima Hybrid 2007-
Lexus RX 450h ¹ 2009-
Lexus HS 250h ¹ 2009-

¹Lexus Hybrid Drive

Aftermarket

Some early non-production Plug-in hybrid electric vehicle conversions have been based on the version of HSD found in the 2004 and 2005 model year Prius. Early Pba conversions by CalCars have demonstrated 10 miles (16 km) of ev-only and 20 miles (32 km) of double mileage mixed-mode range. A company planning to offer conversions to consumers named EDrive systems will be using Valence Li-ion batteries and have 35 miles (56 km) of electric range. Both of these systems leave the existing HSD system mostly unchanged and could be similarly applied to other hybrid powertrain flavors by simply replacing the stock NiMH batteries with a higher capacity battery pack and of course a charger to refill them for about $0.03 per mile from standard household outlets. Another provider of a plug-in module for the Toyota Prius is Hymotion.

Controversy

As of autumn 2005, the Antonov Automotive Technology BV Plc company has sued Toyota, the Lexus brand mother company, over alleged patent infringement relating to key components in the RX 400h's drivetrain and the Toyota Prius hybrid compact car. The case has been pending in secret since April 2005, but settlement negotiations did not bring a mutually acceptable result. Antonov eventually took legal recourse in the German court system, where decisions are usually made relatively swiftly. The patent holder seeks to impose a levy on each vehicle sold, which could make the hybrid SUV less competitive. Toyota fought back by seeking to officially invalidate Antonov's relevant patents. The court motion in Microsoft Word document format can be read here.

On 1 September 2006 Antonov announced: The Board of Antonov plc announces that the Federal Patent Court in Munich has not upheld the validity of the German part of Antonov's patent (EP0414782) against Toyota. A few days earlier, a court in Düsseldorf had ruled that the Toyota Prius driveline breached the Antonov hybrid CVT patent. Equivalent patents are still in force in various countries worldwide. The position is therefore at an impasse, with the Toyota Prius probably breaching the Antonov hybrid CVT patents^{[citation needed]} outside Europe, Antonov PLC lacking the financial muscle to enforce their patents, and Toyota prepared to try to get the Antonov patents cancelled elsewhere if Antonov tries to enforce them. ^[13]

Toyota Camry Hybrid

Thu, 08 Oct 2009 13:41:23 +0100

Toyota Camry Hybrid



Manufacturer	Toyota
Production	2007–
Assembly	Georgetown, Kentucky, United States Toyota City, Japan Chachoengsao, Thailand Altona, Victoria, Australia
Class	Mid-size (2007-present)
Body style(s)	4-door sedan
Engine(s)	Hybrid Synergy Drive Gasoline/Petrol:2.4 L I4 VVT-i 2AZ-FXE Atkinson cycle Engine horsepower: 147 hp @ 6,000 rpm Engine torque: 138 lb-ft @ 4,400 rpm Electric: Electric motor power output: 40 hp/199 lb-ft torque Hybrid system net horsepower: 187 hp
Transmission(s)	Continuously variable transmission
Wheelbase	109.3 in (2776 mm)
Length	189.2 in (4806 mm)
Width	71.7 in (1821 mm)
Height	57.5 in (1461 mm)
Fuel capacity	65.1 L (17.2 U.S. gallons)
Related	Toyota Camry Lexus RX Lexus ES Toyota Highlander Toyota Sienna Toyota Camry Solara

The Toyota Camry Hybrid is a hybrid version of the Camry sedan. The Toyota Camry Hybrid was introduced in May 2006 and has estimated U.S. sales of 60,000 per year, or 15 percent of total Camry sales.^[1]

The Camry Hybrid was voted 2007 Car of the Year in the Family Sedan (over $30k) category by the Automobile Journalists Association of Canada (AJAC).

[hide]

1 Specifications
2 Introduction
3 Manufacturing
4 50th Anniversary Edition
5 Tax incentives
6 Use in HOV and carpool lanes
7 US sales
8 Aftermarket upgrades
9 See also
10 References
11 External links

Specifications

Powertrain

The Toyota Camry Hybrid utilizes a four-cylinder gasoline engine with a continuously variable transmission 108 kW (147 hp) and 187 Nm (138 ft·lbf) and 650V electric motors with a NiMH 245V traction battery with a maximum output of 29 kW (40 hp) to produce a peak of 140 kW (187 hp).^[2]

United States Environmental Protection Agency fuel economy estimates for the 2007 Toyota Camry Hybrid are 40 mpg_-US (5.9 L/100 km; 48 mpg_-imp) (City) and 38 mpg_-US (6.2 L/100 km; 46 mpg_-imp) (Highway). EPA’s revised method of estimating fuel economy for 2008 and subsequent model years, which now considers the effects of air conditioning, rapid acceleration and cold temperatures, estimates 33 mpg_-US (7.1 L/100 km; 40 mpg_-imp)(City) and 34 mpg_-US (6.9 L/100 km; 41 mpg_-imp) (Highway).^[3] The California Air Resources Board (CARB) has certified the Camry Hybrid as AT-PZEV, while the EPA has assigned it a Tier II, Bin 3 score.

Unique features

Badges used to identify the Camry hybrid from the conventional model.

Several features are unique to the hybrid model. Two of these features, LED tail lights^[4] and an "ECO" operating mode for the HVAC system, reduce energy consumption. Other such features include:

Vehicle Dynamics Integrated Management (VDIM)^[5]
Climate Control (HVAC) system which can function when ICE (internal combustion engine) is off.
Coefficient of aerodynamic drag (Cd) reducing wheel spats and underbody pans (Cd for Camry Hybrid is 0.27)

The hybrid model has a special chrome-lined grille, as opposed to the color-coded ones on every other Camry trim. Other special features include "HYBRID" emblems on front fenders and an "HSD" (Hybrid Synergy Drive) emblem on the rear decklid. Furthermore, the white reverse lights on the rear of the hybrid model are boomerang-shaped, while the ones on other trims are straight.

Rating

2006-Car of Year, 2009-Above Average Reliability by Consumer Report

Introduction

The Toyota Camry Hybrid received its North American production introduction at the 2006 North American International Auto Show in Detroit.

Manufacturing

The Toyota Camry Hybrid is produced in Georgetown, Kentucky and in Aichi, Japan.

Toyota Motor Corporation Australia has confirmed that it will build the Toyota Camry Hybrid for the Australian market after months of lobbying the Australian government for incentives to produce the next generation Hybrid.^[6] It will be built at Toyota's Altona production facility in Victoria. The Australian government will give a subsidy of $35m for its production.^[7] It could also expect to build the next generation Toyota Camry Hybrid in 2011 for the Asian market.^[8]

Toyota will also build the Toyota Camry Hybrid at Toyota Motor Thailand's Gateway plant in Chachoengsao beginning 2009.^[9]

50th Anniversary Edition

To commemorate 50 years of Toyota sales in the United States (Toyota Motor Sales began operating on October 31, 1957), Toyota built a special edition 2007 Camry Hybrid. The 50th Anniversary Edition is limited to 3,000 units, and features unique wheels and badging. It comes only in Blizzard Pearl and has a base price of $31,680.^[10]

Tax incentives

2010 Toyota Camry Hybrid (US)

Green taxicab service at Arlington, Virginia provided by a Toyota Camry Hybrid.

For U.S. purchasers, a U.S. tax credit of $2,600 was available for purchases prior to September 30, 2006. Taxpayers could claim 50 percent of the credit, $1,300, between October 1, 2006 and March 31, 2007 and 25 percent of the credit, $650, for the fourth and fifth calendar quarters (April to September 2007). No credit is allowed after the fifth quarter.^[11]^[12]

Residents in Ontario^[13] and Quebec,^[14] Canada can claim a rebate on the Provincial Retail Sales Tax of up to $2000 CDN on the purchase or lease of a hybrid vehicle, and Federal Transport Canada can claim a rebate of $1500 CDN.^[15]

Use in HOV and carpool lanes

Because it does not achieve an EPA estimate of 45 mpg, the Camry hybrid does not meet the requirements to drive in California carpool lanes with only one passenger. Virginia qualified Camry hybrids for HOV exemption, but they must be specially tagged by June 30, 2006 to be eligible for I-95 & I-395 exemption. Exemption for I-66 and Dulles Toll Road HOV usage continues even for registrations beyond June 30.

As of July 29, 2005 Arizona Revised Statutes from the 47th session Chapters 28-2416 and 28-737 allow hybrid vehicles that have been approved by the EPA as meeting, at a minimum, the United States environmental protection agency ultralow emission vehicle standard with a $8.00 special plates/hybrid sticker that is displayed on said vehicle to use the High Occupancy Vehicle (HOV) lanes regardless of the number of passengers. Arizona has not instituted this policy as it is awaiting clarification of the federal Hybrid HOV waiver from the EPA. On January 16, 2006 SB 1179 was introduced that would reaffirm the HOV benefit, pending federal clearance.

US sales

Calendar Year	Sales^[16]
2006	31,341
2007	54,477
2008	46,272

Aftermarket upgrades

Upgrades for the Toyota Camry Hybrid are similar to those of other hybrid vehicles which include extra batteries, chargers and solar panels.

Other available upgrades are aftermarket body kits which include side skirts and front/rear bumpers. The camry hybrid also comes with a rear spoiler, but it can be replaced with an aftermarket one as well

Ford Escape Hybrid

Thu, 08 Oct 2009 13:30:54 +0100

Ford Escape Hybrid

First generation

Production 2004–2007

Engine(s) 2.3 L (140 cu in, 2261 cc) Duratec 23 I4 Atkinson cycle^[1]

Transmission(s) Electronically controlled continuously variable

Wheelbase 103.2 in (2621 mm)^[1]

Length 174.9 in (4442 mm)^[1]

Width 70.1 in (1781 mm)^[1]

Height 69.9 in (1775 mm) (w/roof rack) ^[1]

Fuel capacity 15.0 U.S. gal (57 L; 12.5 imp gal)^[1]

Second generation

Production 2008–present

Engine(s) 2008: 2.3 L (140 cu in, 2261 cc)^[2]
2009: 2.5 L (152 cu. in, 2488 cc) I4 DOHC 16-valve Atkinson cycle^[3]

Transmission(s) Continuously variable transmission

Wheelbase 103.1 in (2619 mm)^[3]

Length 174.7 in (4437 mm)^[3]

Width 71.1 in (1806 mm)^[3]

Height 67.7 in (1720 mm)^[3]

Fuel capacity 15.0 U.S. gal (57 L; 12.5 imp gal)^[3]

First generation

Production	2004–2007
Engine(s)	2.3 L (140 cu in, 2261 cc) Duratec 23 I4 Atkinson cycle^[1]
Transmission(s)	Electronically controlled continuously variable
Wheelbase	103.2 in (2621 mm)^[1]
Length	174.9 in (4442 mm)^[1]
Width	70.1 in (1781 mm)^[1]
Height	69.9 in (1775 mm) (w/roof rack) ^[1]
Fuel capacity	15.0 U.S. gal (57 L; 12.5 imp gal)^[1]

Second generation

Production	2008–present
Engine(s)	2008: 2.3 L (140 cu in, 2261 cc)^[2] 2009: 2.5 L (152 cu. in, 2488 cc) I4 DOHC 16-valve Atkinson cycle^[3]
Transmission(s)	Continuously variable transmission
Wheelbase	103.1 in (2619 mm)^[3]
Length	174.7 in (4437 mm)^[3]
Width	71.1 in (1806 mm)^[3]
Height	67.7 in (1720 mm)^[3]
Fuel capacity	15.0 U.S. gal (57 L; 12.5 imp gal)^[3]

Engine compartment of a 2006 Mercury Mariner Hybrid

The Ford Escape Hybrid is identified by Ford's leaf road logo badge. One is located in the vehicle's rear right side.

The Ford Escape Hybrid was both the first hybrid electric SUV and first hybrid electric vehicle with a flex-fuel engine capable of running on E85 fuel

Demonstration Ford Escape plug-in hybrid in New York City.

Hybrids Plus PHEV battery

The Ford Escape Hybrid is a gasoline-electric hybrid powered version of the Ford Escape SUV developed by the Ford Motor Company, first launched in the U.S. in 2004, to offset the pollution resulting from non-hybrid SUV use. Built in Kansas City, Missouri, it was the first hybrid SUV to hit the market. A similar vehicle, the Mercury Mariner Hybrid is sold by Ford's Mercury marque. A third variation, the Mazda Tribute Hybrid, arrived in the fall of 2007 as a 2008 Model Year vehicle with a limited production run for the California market.^[4] The SUV got its first update (by not counting its 2008 redesign) in 2009 by changing the engine from 2.3L to 2.5L and badges. The Ford Escape Hybrid was the first American-built hybrid and the first hybrid vehicle from an American automaker, joining the Chevrolet Silverado/GMC Sierra Hybrids during the same model year.

Hybrid versions can be identified by the "Hybrid" badges on the front driver's and passenger's doors as well as on the tailgate. In addition, the driver's side window in the cargo area is smaller in size in order to accommodate a ventilation slot for the high voltage battery. There was also a "Special Appearance Package" available as an option on the 2005-2007 Hybrid models. This package replaced the traditional lower cladding of the Escape with a silver finish (see picture).

The Escape hybrid is a "full" hybrid electric system, meaning the system can switch automatically between pure electric power, pure gasoline engine power, or a combination of electric battery and gasoline engine operating together, for maximum performance and efficiency at all speeds and loads. When braking or decelerating, the Escape's hybrid system uses regenerative braking, where the electric drive motor becomes a generator, converting the vehicle's momentum back to electricity for storage in the batteries. With 155 hp (116 kW), the Hybrid Escape has nearly the same acceleration performance as the conventional 200 hp (150 kW) V6 Escape.

Ford built 17,000 Escape Hybrids in the second half of 2004, four times as many as it had originally planned, and sales figures have remained steady. Starting in 2005 New York City and other cities in the world such as Mexico city began using the Ford Escape Hybrid as Taxicabs:^[5]

Model	2005 sales	2006 sales	2007 sales	2008 sales	2009 sales
Ford Escape Hybrid (FEH)	18,797	19,228	21,386^[6]	Unknown	Unknown
Mercury Mariner Hybrid (MMH)	998	3,375	3,722^[6]	Unknown	Unknown

Purchasers of 2008 Ford Escape and Mercury Mariner hybrids qualify for US income tax credits between $2,200-3,000. ^[7]

Ford announced the development of a prototype Hybrid Escape E85, the first hybrid vehicle capable of running on 85% ethanol flexible fuel, although they have not announced any production plans.^[8]

[hide]

1 Development
2 Performance
3 Emissions
4 Plug-in hybrids
- 4.1 Technology
5 PHEV Version
6 New Life-saving Vehicle for Lifeguards
7 See also
8 References
9 External links

Development

The Escape Hybrid uses technology similar to that used in Toyota's Prius. Ford engineers realized their technology may conflict with patents held by Toyota, which led to a 2004 patent-sharing accord between the companies, licensing Ford's use of some of Toyota's hybrid technology^[9] in exchange for Toyota's use of some of Ford's diesel and direct-injection engine technology.^[10] Ford maintains that Ford received no technical assistance from Toyota in developing the hybrid powertrain, but that some hybrid engine technologies developed by Ford independently were found to be similar to technologies previously patented by Toyota, so licenses were obtained.^[10] Aisin Seiki Co. Ltd., a Japanese automotive components supplier belonging to the Toyota Group, supplies the hybrid continuously variable transmission for the Escape Hybrid. While Toyota produces its third-generation Prius transmission in-house, Aisin is the only supplier of hybrid transmissions to other manufacturers. Friction has arisen concerning Aisin's allocation of limited production capacity and engineering resources to Ford.^[10]

Sanyo Electric Co., which first produced hybrid car batteries in a joint venture with Honda,^[11] built the 50 kg (110 lb),330V^[12] 5.5 Ah (would make it 1.8kWh storage) , 250-cell nickel metal hydride (NiMH) battery pack for the 2005 Escape Hybrid.^[13]

Performance

The Escape Hybrid's 133 horsepower (99 kW) gasoline I4 engine and electric motor combine to give performance similar to the engine commonly used in the regular Escape. The hybrid is said to give approximately 75% greater efficiency, with about 33 to 36 mpg_-U.S. in city traffic, (and has demonstrated it can travel 400–500 miles (644-805 km) on a single 16.5-U.S.-gallon (62 L; 13.7 imp gal) tank of gasoline in city driving), and 29 to 31 mpg_-U.S. (7.6L-8.1 L/100 km; 35-37 mpg_-imp) on the highway. Unlike conventional vehicles, hybrids often achieve better figures in the city because they do not waste power idling and can recover some power when stopping (by using regenerative braking) that would be wasted on a conventional vehicle.

The Escape Hybrid can accelerate up to approximately 30 miles per hour (48 km/h) on electric, with a (very) gentle acceleration. On level ground, speeds up to 40 mph (60 km/h) can be maintained on battery power alone. Use of defrosters or air conditioning may cause the engine to remain on at low speed. A maximum distance of 1.5 miles (2.4 km) - 1.8 miles (2.9 km) can be performed on electric before the batteries will discharge and the gasoline will restart.^[14]

The Escape Hybrid gives a top speed of 102 mph (163 km/h).^[15]

Ford has been making major updates to this vehicle annually, and some data may differ even in versions of the same generation. For example, the hybrid system and braking had major changes in 2009.

Emissions

The Escape Hybrid meets both California's SULEV and PZEV standards, with tailpipe emissions better than 90% less than the average 2003 new car and zero evaporative emissions.^[16]

Plug-in hybrids

Three companies have converted Ford Escape Hybrids to Plug-in under a contract with the NYSERDA and delivered them in 2007:^[17]

Electrovaya of Toronto Canada
Hymotion also of Toronto Canada
Hybrids Plus of Boulder Colorado USA

Ford has converted a Ford Escape Hybrid to Plug-in and delivered it to Southern California Edison (SCE) in December 2007 to examine the future of plug-in hybrids in terms of how home and vehicle energy systems will work with the electrical grid.^[18] Under the multi-million-dollar, multi-year project, Ford will convert a demonstration fleet of Ford Escape Hybrids into plug-in hybrids, and SCE will evaluate how the vehicles might interact with the home and the utility's electrical grid. Some of the vehicles will be evaluated "in typical customer settings," according to Ford. ^[19]^[20]

Technology

The Ford and Hybrids Plus conversions are similar: conversion involves the replacement of the original NiMH battery (on the floor of the trunk) with a larger capacity Li-ion battery, in the same location and substantially the same volume as the original battery.

On the other side, the Electrovaya and Hymotion conversions retain the original battery, and augment it with a Li-ion battery that occupies a significant portion of the trunk.

In all cases, the conversion also involves the addition of a charger and of a power plug.

PHEV Version

Ford has created a Plug-In Hybrid version of the Escape, which has been sent to the United States Department of Energy. This vehicle uses E-85, in addition to its electric system. The vehicle's electric power is provided by a 10-kilowatt lithium-ion battery, which allows for a 30-mile (48 km) range at 40 miles per hour (64 km/h) or less. When the battery's charge drops to 30%, the vehicle switches to its four-cylinder engine, assisted by the batteries. The one-of-a-kind vehicle has a display system which shows the driver how efficient the vehicle is at any given time.

If the vehicle uses its engine and is running in traditional hybrid mode, fuel economy is rated at 88 miles per U.S. gallon (2.7 L/100 km; 106 mpg_-imp) in the city and 50 miles per U.S. gallon (4.7 L/100 km; 60 mpg_-imp) on the highway.^[21]

New Life-saving Vehicle for Lifeguards

Ford Escape Hybrid Lifeguard Vehicle #A33 Zuma Beach in Malibu, CA.

In 2008, the Los Angeles County Fire Department lifeguard division has deployed more than 20 escape hybrid SUV's to patrol the beaches of Los Angeles County. The Escape Hybrids have two rescue cans and one rescue paddleboard. Lifeguard vehicles are numbered from 1-342 reflecting the area and section that they are assigned to.

Lexus RX Hybrid

Thu, 08 Oct 2009 12:53:02 +0100

Lexus RX Hybrid

Lexus RX Hybrid

Manufacturer	Lexus
Parent company	Toyota Motor Corporation
Production	2005-present
Class	Mid-size hybrid Crossover SUV
Body style(s)	4-door SUV
Layout	Front engine, FWD / 4WD
Related	Lexus RX 330/350 Toyota Highlander Hybrid

The Lexus RX Hybrid is a hybrid crossover SUV sold by Lexus since 2005. The RX Hybrid uses the Lexus RX body design and a Lexus Hybrid Drive powertrain which combines a V6 gasoline engine with electrical motors.^[1] First introduced in January 2004 at the North American International Auto Show, the original RX 400h became the first luxury hybrid.^[1] The RX 400h was also the launch vehicle of the Lexus hybrid lineup, which later expanded to include hybrid versions of other Lexus vehicles, including the GS 450h and LS 600h/LS 600h L.

The first generation RX 400h was sold until the 2008 model year, and an equivalent model, the Toyota Harrier Hybrid, was sold in Japan until the same year. In November 2008, Lexus launched a complete redesign of its hybrid crossover, the second generation RX 450h, at the Greater Los Angeles Auto Show.^[2] The Lexus RX 450h was scheduled to go on sale in North America, Europe, Asia (including Japan), and other markets in 2009 as a 2010 model.^[2]

[hide]

1 First generation (2005-2008)
- 1.1 Powertrain
- 1.2 Hybrid-only features
2 Second generation (2010-current)
- 2.1 Powertrain
- 2.2 Hybrid-only features
3 Awards
4 Sales figures
5 See also
6 References
7 External links

First generation (2005-2008)

RX 400h

Also called	Toyota Harrier Hybrid (JDM)
Production	2005–2008
Assembly	Miyawaka, Fukuoka, Japan
Engine(s)	Lexus Hybrid Drive 3.3 L 3MZ-FE V6 1 (FWD) or 2 (AWD) permanent-magnet electric motors
Transmission(s)	5-speed continuously variable transmission (CVT)
Wheelbase	106.9 in (2715 mm)
Length	187.2 in (4755 mm)
Width	72.6 in (1844 mm)
Height	2006-07: 68.5 in (1740 mm) 2008 AWD: 66.4 in (1687 mm) 2008 FWD: 66.1 in (1679 mm)
Fuel capacity	17.20 US gallons (65.1 L; 14.3 imp gal)

Lexus debuted the RX 400h at the North American International Auto Show in 2004, with plans to launch the vehicle in the U.S. market. The equivalent Harrier Hybrid debuted in Japan on 22 March 2005, the same day as the Toyota Highlander Hybrid. The Lexus RX 400h made its U.S. sales debut in mid-2005, with over 9,000 pre-orders at launch.^[3] The RX 400h's arrival in the U.S. had been delayed by several months; Lexus had announced in November 2004 that the American launch of the hybrid Lexus SUV would occur for the 2006 model year (with European and Asian launches during 2005).^[4]

Since its launch, the all-wheel drive RX 400h/Harrier Hybrid has been sold at a substantial premium over the non-hybrid RX 300/RX 330/RX 350/Harrier.^[5] In the U.S., the initial base price was US$49,185, which was a $5,600 premium over a similarly-equipped RX 330/RX 350.^[1] A front-wheel drive version of the RX 400h debuted in 2006, with a base MSRP approximately $1,400 less than the all-wheel drive RX hybrid.^[6] For 2007, along with the reduction of the federal hybrid tax credit for its hybrids, Lexus lowered the base price of the RX 400h to $42,580 and $41,180 for the respective all-wheel and front-wheel drive versions.^[7] The list price in Japan for the Harrier Hybrid ranged from 4.095 million Yen to 4.62 million Yen.^[8] Based on the 2010 Lexus RX redesign, there was no RX 400h for the 2009 model year.

Cutaway model showing the RX 400h powertrain.

Powertrain

The gasoline-powered part of the RX 400h engine system is a 3.3 L 3MZ-FE V6, very similar to the one found in the RX 330. It produces 211 hp JIS (155 kW) and 288 N·m (212 ft·lbf).^[9] The gasoline engine is aided by a maximum of two additional electric motors, one driving the front wheels, producing 167 hp JIS (123 kW) and 333 N·m (245 ft·lbf) and connected to the CVT gearbox,^[9] and the other driving the rear wheels, producing 68 hp JIS (50 kW) and 130 N·m (95 ft·lbf).^[9] The whole system, called Lexus Hybrid Drive (also Hybrid Synergy Drive), produces a maximum of 272 hp JIS (200 kW).^[9] With Lexus Hybrid Drive, under normal driving conditions, only the front motor and gasoline engine are used. The rear motor is only used under full-throttle acceleration or when the front wheels lose traction.^[1] An Ni-MH battery is responsible for powering the motors,^[1] and is charged by generators during deceleration or sharp cornering.^[5]

RX 400h V6 engine with electric motors.

The RX 400h gasoline engine switches off automatically and the car runs completely on electricity when either stationary, decelerating, or being driven at slow speeds (0 to 40 miles per hour).^[1] Not only does the hybrid drive in the RX 400h improve fuel economy, but with the assistance of the electric motor, the RX 400h can reach 60 mph (97 km/h) in less than 8 seconds,^[1] quicker than the gasoline-only RX. Despite the increased performance, the RX 400h/Harrier Hybrid consumes roughly the same amount of gasoline as a compact four-cylinder sedan^[10] and it qualifies as a Super Ultra Low Emission Vehicle (SULEV) in America.^[11] Under the Japanese "10.15 mode" fuel consumption standard, the Harrier Hybrid can run 17.8 km per litre of fuel (compared with the standard coil-sprung V6 3.0 L Harrier, which returned 9.4 km/L). However, under 50% urban, 50% 70 mph (110km/h) driving, with less brake regeneration energy, consumption can be 10 km per litre. In Japan, it qualifies as a "4-star" LEV-car, where it produces 75% fewer emissions than the standard specified in Heisei 17 (i.e. year 2005). In the U.S., the RX 400h is certified with a revised 2008 EPA fuel economy rating of 26 mpg city, 24 highway for the AWD model. Because of the hybrid system's ability to shut off the gasoline engine at slower speeds or at idle, its fuel economy is better in city driving,^[11] in contrast with conventional petrol and diesel drivetrains.

Side view of the RX 400h.

Hybrid-only features

Compared to the standard Lexus RX, the RX 400h features a different front grille and round foglights, and also differently-styled LED tailights in place of the conventional LED ones on the RX 330/RX 350. Different exterior colors are offered. When launched in 2005, the RX 400h came exclusively with brushed aluminum interior accents, in place of the wood trim offered in the standard RX. This changed in 2006, when the RX 400h became available with Bird's Eye Maple wood trim. Additional changes for 2007 included the addition of Hybrid badging on the rear side doors. A hybrid information display on the navigation screen shows electrical motor, gasoline engine, and regenerative braking activation in real time.^[11] Some RX 400h models without navigation screens display the information on a small monochrome display on the instrument panel, similar to Toyota Camry Hybrid models without navigation systems. Other features include an Electronically Controlled Brake and Vehicle Dynamics Integrated Management stability control system.

Second generation (2010-current)

RX 450h

Production	2010–present
Assembly	Miyawaka, Fukuoka, Japan
Engine(s)	Lexus Hybrid Drive Gasoline/petrol: 3.5 L 2GR-FE V6 (245 hp) Electric motors: 2 (FWD) or 3 (AWD) permanent-magnet electric motors (22 hp)
Transmission(s)	6-speed continuously variable transmission (CVT)
Wheelbase	107.9 in (2741 mm)
Length	187.8 in (4770 mm)
Width	74.2 in (1885 mm)
Height	66.5 in (1689 mm)

Lexus debuted the second generation RX hybrid, the RX 450h, at the Greater Los Angeles Auto Show in November 2008. The RX 450h was premiered alongside its non-hybrid equivalent, the third generation RX 350.^[12] Both models were introduced as 2010 model year vehicles, with a hybrid concept vehicle, the LF-Xh, previewing their design direction at international auto shows a year prior.^[13] Manufacturer's specifications indicated identical outward dimensions for the RX 450h with the RX 350.^[14] With the launch of Lexus Japan, the prior Toyota Harrier Hybrid, as well as the Toyota Harrier, was discontinued. The RX 450h was expected to go on sale in the U.S. in mid to late 2009,^[12] with sales introductions for the RX 450h in Asia (including Japan) and Europe in the same year.

Cutaway model showing the RX 450h powertrain.

Powertrain

The RX 450h features an upgraded 3.5 L 2GR-FE V6 engine (shared with the RX 350) which produces 245 hp (183 kW),^[15] along with a new inverter which boosts total horsepower to 297 hp (221 kW) (with the electric motors providing an added 22 hp (16 kW)).^[12]^[15] Up to three electric motors are used in the hybrid system, including two dual motors for the forward wheels, and a third for the rear wheels on the AWD model (which engages when slippage is detected or the throttle engaged firmly).^[16]The RX 450h's V6 engine now runs on the Atkinson cycle for added efficiency.^[12] Compared to the prior Otto cycle system, the Atkinson cycle has a lower compression ratio, along with higher expansion ratio inside engine cylinders. This system uses less energy to form fuel-air mixtures, and releases more energy.^[16] A lighter, more free-flowing oil (OW-20) is also used, reducing friction energy loss and oil pump power requirements.^[16]

RX 400h V6 hybrid engine bay.

Two additional systems are added to the RX 450h's Lexus Hybrid Drive powertrain, an exhaust-heat recovery system to reduce engine warm-up periods (optimizing engine start-stop times, particularly in cold conditions),^[17] and a cooled exhaust gas-recirculation system to reduce fuel pumping loss.^[15] The electric motors use the first automotive application of liquid cooling on both sides of the high-current transistors, allowing greater contribution from the electric motors versus the gasoline engine.^[16]

Fuel efficiency, according to EPA testing, is increased by twenty percent over the previous RX 400h.^[18] Initial manufacturer data pointed to an increase of at least eight percent over the prior model.^[12] In the U.S., the RX 450h is certified with a 2009 EPA fuel economy rating of 32 mpg city, 28 highway for the AWD model, and 30 mpg city, 28 highway for the AWD model.^[16] This 30 mpg combined rating compares with the 20 mpg combined rating of the non-hybrid RX model.^[16] The powertrain is linked to an instrument panel Eco light indicator, which enables drivers to monitor their fuel efficiency as it correlates with accelerator modulation.^[16]

Side view of the RX 450h.

Hybrid-only features

To visually differentiate the hybrid RX model, the RX 450h receives a unique grille with modified front fascia, LED headlights, hybrid badging, and different wheels.^[12] The new model's LED headlamps are similar to the LS 600h, which also has LED headlamps (reserved for Lexus hybrid models only). The concept vehicle for the third generation RX, the LF-Xh, also featured LED headlamps. The new hybrid version of the RX, which arrived a year after the concept as the RX 450h, was announced to debut at the Greater LA Auto Show in November 2008 for the 2010 model year.^[2]

The RX 450h retains the hybrid information screen as the prior RX 400h, with updated Energy Monitor graphics and Remote Touch controller interface. Replacing the Battery mode gear option on the RX 400h, the RX 450h gains Eco Mode and EV Mode drive options, in addition to the standard driving configuration. In the EV Mode (Electric Vehicle Mode), the vehicle can operate on electric power alone at speeds of up to 10 miles per hour, while the Eco Mode adjusts throttle response and vehicle power configuration to maximize fuel efficiency.^[19]

Awards

The Lexus RX 400h was one of only four SUVs to achieve recognition on J.D. Power and Associates' 2006 Automotive Environmental Index of the top 30 most environmentally-friendly vehicles.^[20] J.D. Power also awarded the RX 400h the top spot for entry-luxury SUVs in its 2005 Automotive Performance, Execution and Layout Study on owners' attitudes towards new vehicle designs.^[21] At the 2005 GreenFleet Awards in the United Kingdom, recognizing environmentally friendly transportation, Lexus was recognized for introducing the RX 400h with the 4x4 Manufacturer of the Year title.^[22] The RX 400h was named SUV of Texas at the 2005 Texas Truck Rodeo awards,^[23] and was awarded recognition as a CNET editor's choice vehicle in 2005.^[24]

Sales figures

Sales data for the Lexus RX hybrid are as follows.^[25]

Generation	Model(s)	Calendar year	Total sales units (U.S.)
MHU33/ MHU38
	RX 400h	2005	20,674
		2006	20,161
		2007	17,291
		2008	15,200

Honda Insight

Thu, 08 Oct 2009 12:41:32 +0100

Honda Insight



Manufacturer	Honda
Production	1999–2006 2008–present
Model year(s)	2000–2006 2010–present
Assembly	Suzuka, Mie, Japan
Class	Subcompact car (2000–2006) Compact car (2010–present)
Body style(s)	3-door hatchback (2000–2006) 5-door hatchback (2010–present)
Layout	Front-engine, front-wheel drive

The Honda Insight is a hybrid electric vehicle manufactured by Honda and the first production vehicle to feature Honda's Integrated Motor Assist system. The first-generation Insight was produced from 1999 to 2006 as a three-door hatchback.^[1] ^[2]

Honda introduced the second-generation Insight in its home nation of Japan in February 2009, with releases in other markets expected through 2009. The new Insight went on sale in the U.S. on April 22, 2009.^[3] At $19,800 as a five-door hatchback it is the least expensive hybrid available in the US.^[4] The Insight is listed on Honda's UK website with prices starting at £15,490 (otr). Honda's Insight, billed as the cheapest gas-electric hybrid on the market, ranked as the top-selling vehicle in Japan for April 2009—the first time a hybrid has clinched that spot.^[5]

[hide]

1 First generation (2000–2006)
2 Second generation (2010–present)
3 Awards
4 References
5 External links

First generation (2000–2006)

First generation

Production start	December 1999
Production end	September 2006
Model year(s)	2000–2006
Assembly	Suzuka, Mie, Japan
Successor	Honda Insight (second generation) Honda Civic Hybrid
Class	Subcompact car
Body style(s)	3-door hatchback
Engine(s)	Honda Hybrid System Gasoline: 1 L ECA series I3 (995 cc (60.7 cu in)) lean-burn 12-valve SOHC 70 hp (52 kW) Electric: 144 V 13 hp (9.7 kW) ULEV/SULEV
Transmission(s)	5-speed manual CVT (2001–2006)
Wheelbase	2,400 mm (94 in)
Length	3,945 mm (155.3 in)
Width	1,695 mm (66.7 in)
Height	1,355 mm (53.3 in)
Curb weight	Manual w/o AC 838 kg (1,850 lb) Manual w/ AC 852 kg (1,880 lb) CVT w/ AC 891 kg (1,960 lb)

History

Based on the Honda J-VX concept car unveiled at the 1997 Tokyo Motor Show, the Insight was introduced in December 1999 ^[1] and was the first production vehicle to feature Honda's Integrated Motor Assist system. The Insight was the first hybrid sold in North America. It featured optimized aerodynamics and a lightweight aluminum structure to maximize fuel efficiency and minimize emissions.

Total global sales for the first generation Insight were less than 18,000 units^[6] (or even less than 14,000 units according to other sources^[7]).

Design

Honda Insight rear

The Honda Insight was a subcompact hatchback 3,945 mm (155.3 in) in length with a wheelbase of 2,400 mm (94.5 in) a height of 1,355 mm (53.3 in) and a width of 1,695 mm (66.7 in). The Insight was only available as a two-seater. Only three different trims were available: a manual transmission without air-conditioning, a manual transmission with air-conditioning, and a continuously variable transmission (CVT) with air-conditioning. Although produced until 2006, the only major change was the introduction of a trunk mounted, front controlled, multiple CD changer.

One key in increasing the vehicle's fuel efficiency was reducing the mass via the extensive use of aluminum and plastic. Honda built the insight with aluminum front brake calipers and rear brake drums; the fuel tank was plastic; the engine mounts were aluminum; and the exhaust was a small, thin wall pipe.^[8] The Insight weighed 1,847 lb (838 kg) in manual transmission form or 1,964 lb (891 kg) with CVT and air conditioning. The combination of materials and design gave the Insight body structure 13 percent more bending strength and 38 percent more torsional rigidity than a comparably-sized steel body, despite weighing 40 percent less.

The New York Times wrote that the Insight's styling "suggested Popeye's pal, Olive Oyl, in her ankle-length dress. The rear fender skirts seemed frumpy."^[9]

Technology

Honda Insight IMA

The gasoline engine is a 70 hp (52 kW; 71 PS), 1-liter, ECA series 3-cylinder unit providing lean burn operation with an air fuel ratio that can reach 25.8 to 1.^[10] The electrical motor assist adds in another 10 kW (13 hp) when called on, and similarly provides significant deceleration when used in regenerative mode for braking. (This both improves fuel efficiency and also dramatically extends the lifetime of brakes). When the car is not moving, for example, at a stop light, the engine shuts off. The digital displays on the dashboard display fuel consumption instantaneously. On the manual transmission up and down arrows suggest when to shift gears. The Insight uses the first generation of Honda's Integrated Motor Assist (IMA) hybrid technology. (The next generation, used in the Honda Civic Hybrid, is much more space-efficient.) The Insight has a 3-cylinder 1.0 L (61 cu in) engine and a brushless 10-kW electric motor located on the crankshaft.^[8] Located behind the seats are a series of commercial grade "D" sized NiMH batteries wired to provide a nominal 144 V DC. During heavy acceleration, up to 100 Amps are pulled from the NiMH batteries, the electric motor provides additional power; during deceleration, the motor acts as a generator and recharges the batteries using a process called regenerative braking, charging them with up to 50 Amps of current. A computer control module regulates how much power comes from the internal combustion engine, and how much from the electric motor; in the CVT variant, it also finds the optimal gear ratio. Dashboard gauges monitor the current battery, instantaneous fuel consumption and mode of the electric motor — standby, engine assist or charging the batteries.

High pressure, low rolling resistance tires and the use of low viscosity "0w-20" synthetic oil both enhance fuel economy.

The original Insight had a conventional manual transmission. Starting with the 2001 model, a CVT variant of the Insight was available; the CVT is similar to that used in the Honda Civic Hybrid and the Honda Logo. A feature shared by the two hybrids (and now appearing in others) is the ability to automatically turn off the engine when the vehicle is at a stop (and restart it upon movement). Since it is more powerful than most starters of conventional cars, the Insight's electric motor can start the engine nearly instantaneously.

The Integrated Motor Assist is run by an "Intelligent Power Unit (IPU)", a desktop computer-sized box. The Intelligent Power Unit, the Power control Unit, the Electronic Control Unit, the vehicle's batteries, converter and a high-voltage inverter are all located under the cargo floor of the vehicle, behind the seats.^[8]

To maximize fuel efficiency, the Insight was very aerodynamic. The Insight had one of the lowest coefficients of drag of any marketed automobile, giving it a coefficient of 0.25.

The Insight was available with a manual transmission or a continuously variable transmission. A traditional transmission shifts between a fixed set of engine-to-wheel ratios; however, a CVT allows for an infinite set of ratios between its lowest gear and its highest. The CVT-equipped Insight was classified as a super-low emissions vehicle.^[11]

The Insight features low emissions: the California Air Resources Board gave the 5-speed model a ULEV rating, and the CVT model earned a SULEV rating – 5-speed model charismatic lean-burn ability was a trade-off for increased efficiency at the expense of slightly higher NOx emissions.

Manufacturing

The Insight was assembled at the Honda factory in Suzuka, Japan,^[12] where the Honda NSX and the Honda S2000 are also assembled. The Insight and the NSX are aluminum-bodied, while the S2000 employs a steel body.

At the 2003 Tokyo Motor Show, Honda introduced the concept car Honda IMAS, an extremely fuel-efficient and lightweight hybrid car made of aluminum and carbon fiber, which was perceived by most observers to be the future direction where the Insight is heading.

Having aluminum body and frame, Insight was an expensive car to produce and was never designed for high-volume sales.^[13] Instead it was designed to be a real world test car for hybrid technology and a gauge to new consumer driving habits. With an aerodynamic fuel-saving shape similar to Audi A2, and some unconventional body colors it was a bit more than mainstream car buyers could handle, preferring more conservative styles.^[7] Company sold fewer than 2,000 Insights in 2005, and fewer than 1,000 through September 2006^[14] when the first generation Insight production was officially ended. Production halt was announced in May 2006, along with plans to replace Insight with a new hybrid car, smaller than the eighth generation Civic, but not earlier than in 2009.^[2] Ahead of this announcement, Honda stopped selling Insight in the UK, for example, as early as December 2005.^[15] While year-round production of the Insight stopped in 2006, limited production would continue as necessary through the end of 2006, presumably for parts.^[7]

To fill in the market niche void, in 2002 Honda rolled out a hybrid version of the Honda Civic – Honda Civic Hybrid, followed by Toyota's relaunch of the Prius in 2003.

US market

The Insight was the first mass-produced hybrid automobile sold in the United States, achieving 70 miles per US gallon (3.4 L/100 km; 84 mpg_-imp) per its then current United States Environmental Protection Agency (EPA) highway rating.^[6] Insight was introduced in US at a price of just under US$20,000. Other hybrids soon followed, with the Toyota Prius arriving in June 2000.

Fuel efficiency

The car remained the most fuel efficient machine available in the U.S. while it was produced and is still the leader of any current mass market car.^[6] The Insight earned an EPA fuel efficiency estimate of 70 miles per US gallon (3.4 L/100 km; 84 mpg_-imp) in highway driving, 61 mpg_-US (3.9 L/100 km; 73 mpg_-imp) city. With air conditioning it was 66 mpg_-US (3.6 L/100 km; 79 mpg_-imp)/60 mpg_-US (3.9 L/100 km; 72 mpg_-imp). With a CVT it was 57 mpg_-US (4.1 L/100 km; 68 mpg_-imp)/56 mpg_-US (4.2 L/100 km; 67 mpg_-imp). Insight aficionados who are "hypermilers" compete to eke out as many miles as possible from a tank^[16].

Upon the Insight's release, Honda challenged several automotive magazines to a competition^[6] to see who could obtain the best fuel efficiency on the 195-mile (314 km) drive from Columbus, Ohio to Detroit. The contest was won by Car and Driver magazine, which rigged a box behind a Ford Excursion, and had the Insight drive within the confines of the box. With much less wind resistance, the Insight made the trip with a fuel consumption of 121.7 miles per US gallon (1.933 L/100 km; 146.2 mpg_-imp), while averaging 58 miles per hour (93 km/h). A two-year test of an Insight with air conditioning, driven 40,000 miles (64,000 km), averaged 48 miles per US gallon (4.9 L/100 km; 58 mpg_-imp)^{[citation needed]}.

Usage incentives

Under the Energy Policy Act of 2005 in the United States, the Honda Insight was eligible for a US$1,450 tax credit.^[17]

In California, the state with the most-stringent fuel economy standards, the manual-transmission Insight was rated as an ultra-low-emission vehicle and the CVT transmission was rated Super-ultra-low-emission vehicle.^[18]

Cars registered in the UK after 2001 qualified for free road tax because of their low CO2 emissions (2000 registered cars would be taxed on the lower rate of the old system based on engine size). As a Hybrid the Insight also qualifies for an exemption from the London Congestion Charge.

Replacement battery pack

As of October 2009, as part of a class-action suit settlement, Honda had extended the warranty of these batteries on cars with up to 157,000 miles (253,000 km) of use, or 10 years, for cars registered in certain warm states only.^{[citation needed]} As of 1 June 2008, the replacement battery costs US$1,968 and installation is around US$900.^[19]

As of 2008, independent mechanics have been known to replace Insight batteries with either Prius sub-packs or Civic Hybrid subpacks. A US$300 used NiMH battery from another more mass produced HEV can be used to build a replacement Insight battery pack. Other independent mechanics have been reconditioning their old Insight battery packs to correct wear and tear issues. Reconditioning allows correction of some issues at lower cost than rebuilding a replacement pack from other used packs.^{[citation needed]}

Second generation (2010–present)

Second generation

Also called	Honda Insight Hybrid
Model year(s)	2010–
Assembly	Suzuka, Mie, Japan
Predecessor	Honda Insight (2000–2006) Honda Civic Hybrid
Class	Compact
Body style(s)	5-door hatchback
Engine(s)	Honda Hybrid System with Eco Assist Gasoline: 1.3 L LDA series I4 (1,339 cc (81.7 cu in)) 8-valve SOHC i-VTEC 98 hp (73 kW) @ 5800 rpm 123 lb·ft (167 N·m) @ 1000–1700 rpm Electric: DC brushless motor 13 hp (9.7 kW) @ 1500 rpm 58 lb·ft (79 N·m) @ 1000 rpm ULEV/AT-PZEV
Transmission(s)	CVT
Wheelbase	2,552 mm (100.5 in)
Length	4,390 mm (173 in)
Width	1,695 mm (66.7 in)
Height	1,425 mm (56.1 in)
Curb weight	1,237 kg (2,730 lb)
Fuel capacity	40 L (8.8 imp gal)

Honda named its new upcoming dedicated global small hybrid vehicle Insight, following its first gas/electric hybrid car.^[20] The concept version of the 5-door hatchback hybrid electric vehicle made its public debut at the 2008 Paris Motor Show.^[21]^[22] and its North American debut at the Los Angeles Auto Show.^[23] In the US the now larger Insight is classified as a compact car based on its interior volume.

Honda Insight Concept

A new interactive, driver-focused fuel economy enhancement technology named the Ecological Drive Assist System (Eco Assist) will debut on the new Honda Insight.^[24]

Estimated fuel efficiency according to the U.S. EPA testing methodology is: City 40 mpg_-US (5.9 L/100 km; 48 mpg_-imp), Highway 43 mpg_-US (5.5 L/100 km; 52 mpg_-imp), Combined 41 mpg_-US (5.7 L/100 km; 49 mpg_-imp).^[25]

Honda UK state that the official UK fuel efficiency data for the Insight SE is: Urban 61.4 mpg_-imp (4.60 L/100 km; 51.1 mpg_-US), Extra urban 67.3 mpg_-imp (4.20 L/100 km; 56.0 mpg_-US), Combined 64.2 mpg_-imp (4.40 L/100 km; 53.5 mpg_-US) and the CO₂ emissions rating is: 101 g/km,^[26] putting it in the second lowest UK road tax band.^[27]

The new Insight began sales in Japan on February 6, 2009 with prices between ¥1,890,000 and ¥2,210,000.

The car went on sale on March 24, 2009 in North America^[3]^[28] as a 2010 model for MSRP prices between US$19,800 and US$23,200,^[29]^[30]^[31] making it the least expensive hybrid vehicle available in the United States.^[25]

Honda estimates worldwide sales of 200,000 units a year with 100,000 U.S. sales, American sales estimates were later reduced.^[32] Honda foresees other models of hybrid electric vehicles (e.g., a sports car) and estimates 500,000 annual hybrid sales worldwide by next decade.^[33] In April 2009, the Honda Insight became the first gas-electric hybrid to be the best selling vehicle in Japan according to monthly sales.^[34]

U.S. Honda Insight, shown front, rear, and the hybrid badging.

Early reviews praised the Insight's futuristic styling and price but noted that it was less powerful, less fuel efficient, and less comfortable than most other more expensive hybrids.^[35] The Insight performed well in comparison tests administered by Motor Trend and Car and Driver, largely due to its sporty driving feel.^[36]^[37] It did not perform as well in Edmunds or Popular Mechanics tests.^[38]^[39] In Consumer Reports testing the Insight was assigned a low score (21^st out of 22 small hatchbacks and wagons), stating that it fell short in ride quality, handling, interior noise, acceleration, refinement, rear seat access and rear visibility.^[40]^[41]^[42] For the purposes of developing an opinion of the car over a longer term, Edmunds has obtained a 2010 Honda Insight for a 20,000 mile test.^[43]

According to a BusinessWeek blog, which referred to Japan's Nihon Keizai newspaper, the gross profit margin on Honda Insight was said to be on par with that of Honda Fit. It also noted that the new Prius may be less profitable than its smaller rival.^[44]

Awards

The Insight's engine won the International Engine of the Year award for 2000, and continued to hold the "Sub-1 liter" size category for the next six years. The Insight was nominated for the North American Car of the Year award for 2001.

Automotive critic Jeremy Clarkson remarked that the Honda Insight is "possibly the worst new car money can buy. It's the first car I've ever considered crashing into a tree, on purpose, so I didn't have to drive it any more"^[45] and it's "good only for parting the smug from their money."^[46] He awarded it one out of five stars.^[46]

Toyota Prius

Thu, 08 Oct 2009 06:26:13 +0100

Toyota Prius



Manufacturer	Toyota Motor Corporation
Production	1997–present
Class	Hybrid car
Layout	FF layout

The Toyota Prius (pronounced /ˈpriːəs/) is a full hybrid electric mid-size car developed and manufactured by the Toyota Motor Corporation. It first went on sale in Japan in 1997, making it the first mass-produced hybrid vehicle. It was subsequently introduced worldwide in 2001. The Prius is sold in more than 40 countries and regions, with its largest markets being those of Japan and North America.^[1] As a top seller in the US market, the U.S. Toyota Prius made up more than half of the 1.2 million Prius sold worldwide by early 2009.^[2]^[3]

The Prius is the most fuel efficient gas car currently sold in the U.S. according to the United States Environmental Protection Agency.^[4] The EPA and California Air Resources Board (CARB) also rate the Prius as among the cleanest vehicles sold in the United States based on non-CO₂ toxic emissions.^[5] The UK Department for Transport reported the latest Prius is the second least CO₂-emitting vehicle on sale in the UK with 89 g/km.^[6]

[hide]

1 1997-2001 (model NHW10)
2 2001–2003 (model NHW11)
3 2004–2009 (model NHW20)
- 3.1 Model year changes
- 3.2 Crash testing
4 2010– (model ZVW30)
- 4.1 Plug-in version
5 Comparison of models
6 Background
7 Design and technology
- 7.1 EV mode
8 Fuel consumption
- 8.1 Official government data
  - 8.1.1 United States
  - 8.1.2 United Kingdom
- 8.2 Independent test data and comparisons with other vehicles
9 Air pollution
10 CO₂ emission
11 Criticisms
12 Government and corporate incentives
- 12.1 Government incentives
- 12.2 Corporate incentives
13 Aftermarket products
- 13.1 Plug-in
14 Awards
15 Competitors
16 See also
17 Notes and references
18 External links

[edit] 1997-2001 (model NHW10)

NHW10 (First Generation)

Production	1997–2001
Assembly	Takaoka, later Motomachi, Japan^[7]
Class	Compact car
Body style(s)	4-door sedan
Engine(s)	Toyota Hybrid System Gasoline: 1.5 L 1NZ-FXE DOHC I4 13.5:1 compression 43 kW (58 hp) @ 4000 rpm 102 N·m (75 lb·ft) @ 4000 rpm Electric: 288 V motor 30 kW (40 hp) @ 940 rpm 305 N·m (225 lb·ft) @ 0 rpm
Wheelbase	2,550 mm (100.4 in)
Length	4,275 mm (168.3 in)
Width	1,694 mm (66.7 in)
Height	1,491 mm (58.7 in)

The first Prius, model NHW10, went on sale in December 1997.^[8] It was sold only in Japan, though it has been imported privately to the United Kingdom, Australia, and New Zealand.^[9] Many of these cars are now being exported as second-hand vehicles to New Zealand and other countries.^[10]

[edit] 2001–2003 (model NHW11)

NHW11 (Second Generation)

Production	2000–2003
Assembly	Toyota City (Motomachi), Japan^[11]
Class	Compact car
Body style(s)	4-door sedan
Engine(s)	Toyota Hybrid System Gasoline: 1.5 L 1NZ-FXE DOHC I4 VVT-i 13.0:1 compression 52 kW (70 hp) @ 4500 rpm 110 N·m (82 lb·ft) @ 4200 rpm Electric: 273.6 V motor 33 kW (44 hp) @ 1040 rpm 350 N·m (258 lb·ft) @ 0 rpm SULEV
Transmission(s)	1-speed planetary gear
Wheelbase	2,550 mm (100.4 in)
Length	4,308 mm (169.6 in)
Width	1,694 mm (66.7 in)
Height	1,463 mm (57.6 in)
Curb weight	1,254.2 kg (2,765 lb)

The 2001–2003 Prius for the United States market was powered by a 1.5-liter 4 cylinder^[11] gasoline engine, a permanent magnet AC electric motor, and a 274-volt nickel-metal hydride (Ni-MH) battery pack. The gasoline engine developed 70 hp (52 kW) and 82 ft·lbf (111 N·m) of torque. The electric motor generated a maximum of 44 hp (33 kW) and 258 ft·lbf (350 N·m) of torque. Japanese versions were faster but less powerful.^[12]

Toyota Prius Kyoto Palace patrol car

The engine and motor power were increased over the previous model. Air conditioning and a continuously variable transmission were standard equipment.^[13]

In the United States, the NHW11 was the first Prius to be sold. The Prius was marketed between the smaller Echo and the larger Corolla. The published retail price of the car was US$19,995.^[14] The California Air Resources Board (CARB) classified the car as a Super Ultra Low Emission Vehicle (SULEV).^[15]

European sales began in September 2000.^[16]

The official launch of the Prius in Australia occurred in 2001 after the Sydney Motor Show,^[17] although sales were slow until the NHW20 model arrived.

[edit] 2004–2009 (model NHW20)

NHW20 (Third Generation)

Production	2004–2009 (North America) 2004–present (Japan, China, Europe)
Assembly	Tsutsumi, Japan (Toyota City) Kariya, Aichi, Japan (Fujimatsu) Chengdu, Sichuan, China (Chinese domestic market only)
Class	Midsize car
Body style(s)	5-door hatchback
Engine(s)	Toyota Hybrid System II Gasoline/Petrol: 1.5 L 1NZ-FXE DOHC I4 VVT-i 57 kW (76 hp) @ 5000 rpm 115 N·m (85 lb·ft) @ 4200 rpm Electric: 500 V 50 kW (67 hp) @ 1200 rpm 400 N·m (295 lb·ft) @ 0 rpm AT-PZEV Hybrid system net horsepower: 110 hp (82 kW)
Transmission(s)	1-speed planetary gear
Wheelbase	2,700 mm (106.3 in)
Length	4,450 mm (175.2 in)
Width	1,725 mm (67.9 in)
Height	1,490 mm (58.7 in)
Curb weight	1,317 kg (2,900 lb)

The Prius was completely redesigned into a mid-size liftback which is between the Corolla and the Camry in size, with redistributed mechanical and interior space that significantly increased the rear-seat legroom and luggage room to exceed that of many larger automobiles. The new model is 6 inches (150 mm) longer than the previous version.^[18] Its more aerodynamic Kammback body balances length and wind resistance resulting in a drag coefficient ( C_d) of 0.26.^[19]

The Prius uses an all-electric A/C compressor for cooling, an industry first.^[20] The redesigned Prius also adds an electric power steering system to further minimize engine belt-driven engine accessories. Combined with a smaller and lighter NiMH battery, the NHW20 is more powerful and more efficient than the NHW11.^[21] In the U.S., the battery pack of the 2004 Prius is warranted for 100,000 miles (160,000 km) or 8 years.^[22] The warranty for hybrid components in California and the seven Northeastern states that have adopted the stricter California emission control standards is 150,000 miles (240,000 km) or 10 years.

It is classified as a SULEV (Super Ultra Low Emissions Vehicle) and is certified by California Air Resources Board as an "Advanced Technology Partial Zero Emission Vehicle" (AT-PZEV).^[23]

2006 Prius cut-away in a Toyota showroom in Paris

Among the Prius's options are Toyota's implementation of a Smart Key System (the feature can be user-deactivated), DVD navigation on the MFD, Vehicle Stability Control and Bluetooth for hands-free calling. A new Intelligent Parking Assist system was available in Japan and Europe since its launch.^[24]

Production of the Prius for the Chinese market began in December 2005 by Sichuan FAW Toyota Motor, a joint venture with First Automobile Works.

Toyota Prius plug-in hybrid prototype exhibited at the Automotive Engineering Exposition 2008, Yokohama City, Japan.

[edit] Model year changes

The 2006 model introduced some minor cosmetic changes, such as a higher-resolution liquid crystal display, as well as new optional features such as a backup camera, advanced airbags and an upgraded audio system with an auxiliary input. The 2007 Prius adds side curtain airbags standard on all models. A Touring Edition was introduced that includes an elongated larger rear spoiler as well as larger, sharper-pointed 7-spoke 16" alloy wheels with plastic hub cap cover to protect it from scratches when parking against the curb. The Touring Edition also comes with a firmer European-style tuned suspension, standard high-intensity-discharge (HID) headlights and integrated (non-HID) fog lights.

[edit] Crash testing

NHTSA (United States) crash testing of the 2004 Prius yielded a five star driver and four star passenger rating in the frontal collision test (out of five stars). Side crash results were four out of five stars for both front and rear seats. The car scored four out of five stars in rollover testing.^[25]

IIHS crash tests score the Prius "Good" overall in frontal collisions and "Good" overall in side impact collisions in models equipped with side airbags.^[26] A "Poor" score is given to models without side airbags.^[27] Side curtain and torso airbags became standard on 2007 American models.

In 2004, EuroNCAP tested the Prius. It earned the following ratings: Adult Occupant: Child Occupant: Pedestrian: .^[28]

2010– (model ZVW30)

ZVW30 (Fourth Generation)

Production	2009-present
Assembly	Tsutsumi, Japan (Toyota City) Kariya, Aichi, Japan Chengdu, Sichuan, China (Chinese domestic market only)
Class	Midsize car
Body style(s)	5-door hatchback
Engine(s)	Toyota Hybrid System Gasoline/Petrol engine: 1.8 L 2ZR-FXE I4 Dual VVT-i (Atkinson cycle) Power: 98 hp @ 5,200 rpm Torque: 105 lb-ft @ 4,000 rpm^[29] Electric motor: Power: 80 hp Torque: 153 lb-ft AT-PZEV Hybrid system net horsepower: 134 hp
Transmission(s)	1-speed planetary gear
Wheelbase	2,700 mm (106.3 in)
Length	4,460 mm (175.6 in)
Width	1,745 mm (68.7 in)
Height	1,480 mm (58.3 in)
Curb weight	1379 kg (3,042 lb)

Toyota debuted the 2010 Prius at the 2009 North American International Auto Show,^[30] and sales began in Japan on May 18, 2009.^[31] Its new body design is more aerodynamic with the coefficient of drag reduced to 0.25 C_d. An underbody rear fin helps stabilize the vehicle at higher speeds.

The estimated fuel efficiency rating using the U.S. EPA combined cycle is: 50 mpg_-US (4.7 L/100 km; 60 mpg_-imp).^[32] This figure surpasses the 1st-generation automatic Honda Insight's EPA estimated fuel economy making the new Prius the most fuel efficient mass produced gasoline powered automatic vehicle sold in the United States.

The official UK fuel efficiency data for the Prius T3 is: Urban 72.4 mpg_-imp (3.90 L/100 km; 60.3 mpg_-US), Extra Urban 76.4 mpg_-imp (3.70 L/100 km; 63.6 mpg_-US), Combined 72.4 mpg_-imp (3.90 L/100 km; 60.3 mpg_-US).^[33]

The 1.8-liter gasoline/petrol engine (previously 1.5-liters) generates 98 hp and with the added power of the electric motor total horsepower is 134 hp (previously 110 hp). The larger engine's displacement allows for increased torque reducing engine speeds (RPM) which in turn increases fuel economy at highway speeds. With an electric water pump, the Prius engine is the first production engine that requires no accessory belts which also further improves fuel economy.^[34] Also, the battery pack is smaller and more efficient, as are the electric motors and other components of the hybrid powertrain.^[35] Toyota estimates the new inverter, motor and transaxle are 20 percent lighter. Disc brakes replace the previous rear drum brakes.

Interior (RHD)

For the Prius, Toyota used a new range of plant-derived ecological bioplastics made from the cellulose in wood or grass instead of petroleum. The two principal crops are kenaf (a member of the hibiscus family and related to cotton and okra) and ramie, commonly known as China grass and one of the strongest natural fibres, similar to flax in absorbency and density. Toyota says this is a particularly timely breakthrough for plant-based eco-plastics because 2009 is the United Nations’ International Year of Natural Fibres, which covers kenaf and ramie.^[36]

Toyota filed over one thousand patents during the development of the latest Prius. Toyota's global goal is to sell about 400,000 units annually by 2010.^[37] In May 2009 production was increased to 50,000 units per month or 600,000 annual units to help meet higher than projected demand.^[38]

In the US the Prius will have a starting base price (MSRP) of US$21,750.^[39]^[40] This base model or Prius I will be available in October.^{[citation needed]} The Prius II will have a starting base price of $22,750 and improves the specification with 15-inch alloy wheels, Vehicle Stability Control and interior amenities including cruise control, 6-speaker audio, Toyota's keyless entry/ignition Smart Key System and a unique Touch Tracer Display designed to help the driver's eyes stay on the road ahead when using steering wheel mounted climate and audio controls.

2010 Toyota Prius (Japan)

Sales of the Prius also started in the Philippines on June 22, 2009, for a SRP of Php 2.2 million (approximately USD 41,800) about half for import duties and other taxes, making it the first hybrid vehicle available in the Philippines.^[41] The launching for the Latin American market took place in Costa Rica on July 3, 2009. The Prius will be sold in Costa Rica for USD 41,000 including tariffs and all taxes.^[42]

The US Prius will offer three optional packages:

A Navigation Package which includes a voice-activated touch-screen DVD-based navigation system and an 8-speaker JBL audio system with XM satellite radio, MP3/WMA playback capability, Bluetooth and backup camera. The Prius in Japan is equipped with G-BOOK as of May 18, 2009.^[43]
A Solar Roof Package includes the Navigation Package and adds a power tilt/slide moonroof along with a solar powered ventilation system which uses an electric fan to help keep the vehicle cooler when parked under the sun by venting the interior's heated air with the outdoors. The solar roof was originally intended to assist in charging the vehicle's battery, but the system was configured to only power ventilation when it was found that the battery-charging configuration created electromagnetic interference that affected the radio.^[44] A new remote air-conditioning feature allows the driver to activate the air conditioner prior to entering the vehicle.
An Advanced Technology Package includes the Navigation Package while adding a Pre-Collision System, Dynamic Radar Cruise Control, Lane Keep Assist and Intelligent Parking Assist.

Other options include Safety Connect, while LED headlamps come standard on the Prius V trim.^[45]

Plug-in version

Plug-in Prius at the Frankfurt Motor Show

According to Toyota, a Prius plug-in hybrid (PHEV) powered by lithium-ion batteries will become available for fleet buyers beginning in late 2009.^[46] Nikkei news reported that Toyota will start mass producing the plug-in hybrid for regular consumers in 2012, and the estimated price will be ~USD48,000.^[47]

Different points:

Electric FR layout (normal: FF layout)
Series hybrid (normal: series-parallel hybrid)
Lithium-ion battery (normal: nickel-hydrogen battery)

Comparison of models

Feature

Model code

NHW10

NHW11

NHW20

ZVW30

Body style

4-door
Sedan

4-door

Ford Fusion Hybrid

Thu, 08 Oct 2009 06:16:09 +0100

Ford Fusion Hybrid

Ford Fusion Hybrid

Manufacturer	Ford Motor Company
Production	2009–present
Assembly	Hermosillo, Sonora, Mexico
Class	Mid-size
Body style(s)	4-door sedan
Layout	FF layout
Platform	Ford CD3 platform
Engine(s)	Gasoline: I4 2.5 L /152 hp Atkinson cycle Electric: Permanent Magnet AC Synchronous Motor 106 hp @ 6,500 rpm, 275 volts
Transmission(s)	CVT
Wheelbase	107.4 in (2728 mm)
Length	190.6 in (4841 mm)
Width	72.2 in (1834 mm)
Height	56.9 in (1445 mm)
Electric range	2 miles (3.2 km) on city driving using battery only (EV mode),^[1] and 700 miles (1,126.5 km) when assisted by the on-board gasoline-powered engine (one full tank).^[2]^[3] It can operate in EV mode at speeds of up to 47 mph.^[3]^[4]
Related	Mercury Milan Hybrid Ford Fusion Lincoln MKZ Ford Edge Lincoln MKX

The Ford Fusion Hybrid is a gasoline-electric hybrid powered version of the mid-size Ford Fusion sedan developed by the Ford Motor Company, and launched to the U.S. market in March 2009 as a 2010 model.^[5] The Fusion Hybrid is manufactured at Ford's Hermosillo Stamping & Assembly plant, located in Sonora, Mexico.^[4] Ford set a modest sales target of about 25,000 vehicles a year for the Fusion hybrid and the similar Mercury Milan.^[3] In April 2009 editors of Kelley Blue Book named the 2010 Ford Fusion Hybrid to its 2009 list of "Top 10 Green Cars".^[6]

U.S. Environmental Protection Agency (EPA) ratings for the Ford Fusion Hybrid are 41 miles per US gallon (5.7 L/100 km; 49 mpg_-imp) for city and 36 miles per US gallon (6.5 L/100 km; 43 mpg_-imp) for highway.^[2]^[4] When driving on electric-only mode (EV mode) the Fusion can achieve 47 mph^[4] and up to 2 miles of continuous EV driving.^[1] In city driving a full tank delivers 700 miles (1,126.5 km).^[1]^[2]^[3]^[4]

[hide]

1 History and development
2 Design and technology
3 Fuel economy
4 Tax credit
5 See also
6 References
7 External links

History and development

The hybrid electric version of the Fusion was announced at the 2005 North American International Auto Show, along with the public introduction of the original 2006 Fusion. At that time Ford announced that the hybrid version was scheduled to be introduced in early 2009 for the 2010 model year, for a suggested retail price of US$27,270.^[7]^[8] The new Fusion Hybrid and Fusion Sport officially debuted at the Greater Los Angeles Auto Show in November 2008.^[9]

Digital panels to keep track of eco-driving style (top) and current drive propulsion (bottom).

The Fusion Hybrid was made available for press testing in December 2008 and launched to the U.S market in March 2009. During the same month two other new hybrid models also came on sale, the Honda Insight and the Mercury Milan.^[5] During the few days that were available to the public, Ford's new Fusion and Milan hybrids sold a combined 451 units, representing 3.0% of all Fusion and Milan models sold in March 2009.^[5]

According to Ford, the vehicle was built to have a fuel efficiency of 41 mpg in the city and 36 mpg on the highway by EPA standards.^[10] On December 2008, Green Car Congress staff reported they had obtained in-city mileage of 43.1 mpg on the streets of Los Angeles.^[11] In addition, a Los Angeles Times reporter informed in December 2008 that he had obtained 52 mpg in mixed city-highway driving with little difficulty.^[12]

The Fusion is the first new hybrid vehicle the Ford brand offered in five years, and is the second hybrid vehicle after the Ford Escape Hybrid. The Ford Fusion and Mercury Milan hybrids join the Saturn Vue Green Line Hybrid for Mexican-built hybrid vehicles.^{[citation needed]}

Design and technology

The Fusion Hybrid is identified by Ford's leaf road logo badge.

2010 Ford Fusion Hybrid at the 2009 Washington DC Auto Show.

Replica of the 2010 Ford Fusion Hybrid involved in the 1000 Mile Challenge

Fusion Hybrid is a "full" hybrid because both propulsion sources, an electric motor powered by a Sanyo supplied^[13] 275 V nickel-metal hydride battery, and a 2.5L Atkinson cycle I4 gas engine with late intake valve closing (iVCT), have substantial power ratings and either can be used alone to propel the vehicle. ^[14]^[4] When braking or decelerating, the Fusion's hybrid system uses regenerative braking, where the electric drive motor becomes a generator, converting the vehicle's momentum back to electricity for storage in the batteries. Ford claims that nearly 94 percent energy recovery is achieved by first delivering full regenerative braking followed by friction brakes during city driving.^[4]

Fuel economy

The U.S. Environmental Protection Agency (EPA) has rated the fuel economy for the 2010 Fusion hybrid at 41 miles per US gallon (5.7 L/100 km; 49 mpg_-imp) city, 36 miles per US gallon (6.5 L/100 km; 43 mpg_-imp) highway.^[15] This model gets better fuel economy than the Toyota Camry Hybrid (32 miles per gallon city, 33 highway), the Nissan Altima Hybrid (35 miles per gallon city, 33 highway), and the Chevrolet Malibu Hybrid (26 miles per gallon city, 34 highway), viewed as its competitors in the mid-size sedan segment. However, the 2009 Toyota Prius still has the best fuel economy in vehicles considered mid-size by the EPA with 48 miles per gallon city and 45 highway.^[16]

On a single-tank publicity stunt conducted on April 2009, a Fusion Hybrid managed 81.5 miles per US gallon (2.89 L/100 km; 97.9 mpg_-imp) on a 1,445.7 mile trip.^[17]^[18]

Economic and environmental performance comparison
among hybrid car models available in the U.S.^[19]

Vehicle	Year model	EPA City mileage (mpg)	EPA Highway mileage (mpg)	Annual fuel cost ⁽¹⁾ (USD)	Carbon footprint (Ton/yr of CO₂)	EPA Air Pollution Score⁽²⁾	Passenger volume (in ft.³)
Toyota Prius	2010	51	48	$732	3.7	N/A	94
Toyota Prius	2009	48	45	$794	4.0	8	96
Ford Fusion Hybrid/ Mercury Milan Hybrid	2010	41	36	$937	4.7	N/A	101
Honda Civic Hybrid	2010	40	45	$871	4.4	9	91
Honda Insight	2010	40	43	$893	4.5	N/A	85
Nissan Altima Hybrid	2009	35	33	$1,076	5.4	N/A	101
Toyota Camry Hybrid	2010	33	34	$1,076	5.4	8	101
Chevrolet Malibu Hybrid/ Saturn Aura Hybrid	2009	26	34	$1,263	6.3	6	97

Source: U.S. Department of Energy and U.S. Environmental Protection Agency^[19]
Notes: (1) Estimates assumes 45% highway driving, 55% city driving, and 15,000 annual miles. (2) All states except California and Northeastern states.

Tax credit

The Fusion Hybrid qualifies for a maximum hybrid tax credit of US$3,400 if purchased by March 31, 2009. The credit drops to US$ 1,700 if purchased by September 30, 2009, to US$850 if purchased from October 2009 and March 31, 2010, and is scheduled to phase out by April 1, 2010. ^[20

Hybrid Electric Engine

Thu, 08 Oct 2009 06:13:45 +0100

Hybrid electric vehicle

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The Toyota Prius is a highly successful hybrid car; combined sales with the Lexus RX Hybrid, also manufactured by Toyota, reached 1 million units in the U.S. alone, and 1.7 million worldwide by February 2009^[1]

The Ford Escape Hybrid was both the first hybrid electric SUV and first hybrid electric vehicle with a flex-fuel engine capable of running on E85 fuel

A hybrid electric vehicle (HEV) is a hybrid vehicle that combines a conventional internal combustion engine propulsion system with an electric propulsion system. The presence of the electric powertrain is intended to achieve either better fuel economy than a conventional vehicle, or better performance. A hybrid electric vehicle is also a form of electric vehicle; a variety of types of HEV exist, and the degree to which they function as EVs varies as well. The most common form of HEV is the hybrid electric car, an automobile driven by a gasoline internal combustion engine (ICE) and electric motors powered by batteries. Hybrid electric trucks (pickup and tractor) also exist.

Modern HEVs make use of efficiency-improving technologies such as regenerative braking, which converts the vehicle's kinetic energy into battery-replenishing electric energy, rather than wasting it as heat energy as vehicles equipped with conventional brakes do. Some varieties of HEVs use their internal combustion engine to generate electricity by spinning an electrical generator (this combination is known as a motor-generator), to either recharge their batteries or directly feed power to the electric motors that drive the vehicle. Many HEVs reduce idle emissions by shutting down the ICE at idle and restarting it when needed; this is known as a start-stop system. A hybrid-electric produces less emissions from its ICE than a comparably-sized gasoline car, as an HEV's gasoline engine is usually smaller than a pure fossil-fuel vehicle, and if not used to directly drive the car, can be geared to run at maximum efficiency, further improving fuel economy.

The hybrid-electric vehicle would not become widely available until the release of the Toyota Prius in Japan in 1997, followed by the Honda Insight in 1999. While initially perceived as unnecessary due to the low cost of gasoline, worldwide increases in the price of petroleum caused many automakers to release hybrids in the late 2000s; they are now perceived as a core segment of the automotive market of the future.^[2]^[3] Worldwide sales of hybrid vehicles produced by Toyota reached 1.7 million vehicles in January 2009.^[1] The second-generation Honda Insight was the top-selling vehicle in Japan in April 2009, marking the first occasion that an HEV has received the distinction.^[4] American automakers have made development of hybrid cars a top priority.^[5]

History

Further information: History of plug-in hybrids

In 1901, while employed at Lohner Coach Factory, Ferdinand Porsche designed the Mixte, a 4WD series-hybrid version of "System Lohner-Porsche" electric carriage previously appeared in 1900 Paris Salon. Mixte included a pair of generators driven by 2.5-hp Daimler IC engines to extend operating range.^[6]^[7] The Mixte broke several Austrian speed records, and also won the Exelberg Rally in 1901 with Porsche himself driving. The Mixte used a gasoline engine powering a generator, which in turn powered electric hub motors, with a small battery pack for reliability. It had a range of 50 km, a top speed of 50 km/h and a power of 5.22 kW during 20 minutes.

In 1905, H. Piper filed a US patent application for a hybrid vehicle. ^[8]

The 1915 Dual Power, made by the Woods Motor Vehicle electric car maker, had a four-cylinder ICE and an electric motor. Below 15 mph (25 km/h) the electric motor alone drove the vehicle, drawing power from a battery pack, and above this speed the "main" engine cut in to take the car up to its 35 mph (55 km/h) top speed. About 600 were made up to 1918.^[9]

The first gasoline-electric hybrid car was released by the Woods Motor Vehicle Company of Chicago in 1917. The hybrid was a commercial failure, proving to be too slow for its price, and too difficult to service.

In 1931 Erich Gaichen invented and drove from Altenburg to Berlin a 1/2 horsepower electric car containing features later incorporated into hybrid cars. Its maximum speed was 25 miles per hour (40 km/h), but it was licensed by the Motor Transport Office, taxed by the German Revenue Department and patented by the German Reichs-Patent Amt. The car battery was re-charged by the motor when the car went downhill. Additional power to charge the battery was provided by a cylinder of compressed air which was re-charged by small air pumps activated by vibrations of the chassis and the brakes and by igniting oxyhydrogen gas. An account of the car and his characterization as a "crank inventor" can be found in Arthur Koestler's autobiography, Arrow in the Blue, pages 269-271, which summarize a contemporaneous newspaper account written by Koestler. No production beyond the prototype was reported.

Predecessors of current technology

A more recent working prototype of the HEV was built by Victor Wouk (one of the scientists involved with the Henney Kilowatt, the first transistor-based electric car). Wouk's work with HEVs in the 1960s and 1970s earned him the title as the "Godfather of the Hybrid".^[10] Wouk installed a prototype hybrid drivetrain (with a 16 kW electric motor) into a 1972 Buick Skylark provided by GM for the 1970 Federal Clean Car Incentive Program, but the program was stopped by the United States Environmental Protection Agency (EPA) in 1976 while Eric Stork, the head of the EPA at the time, was accused of a prejudicial coverup.^[11]

The regenerative braking system, the core design concept of most production HEVs, was developed by electrical engineer David Arthurs around 1978 using off-the shelf components and an Opel GT. However the voltage controller to link the batteries, motor (a jet-engine starter motor), and DC generator was Arthurs'. The vehicle exhibited 75 miles per US gallon (3.1 L/100 km; 90 mpg_-imp) fuel efficiency and plans for it (as well as somewhat updated versions) are still available through the Mother Earth News web site. The Mother Earth News' own 1980 version claimed nearly 84 miles per US gallon (2.8 L/100 km; 101 mpg_-imp).

In 1989, Audi produced its first iteration of the Audi Duo (or Audi 100 Avant duo) experimental vehicle, a plug-in parallel hybrid based on the Audi 100 Avant quattro. This car had a 12.6 bhp Siemens electric motor which drove the rear wheels. A trunk-mounted nickel-cadmium battery supplied energy to the motor that drove the rear wheels. The vehicle's front wheels were powered by a 2.3-litre five-cylinder engine with an output of 136 bhp (101 kW). The intent was to produce a vehicle which could operate on the engine in the country and electric mode in the city. Mode of operation could be selected by the driver. Just ten vehicles are believed to have been made; one drawback was that due to the extra weight of the electric drive, the vehicles were less efficient when running on their engines alone than standard Audi 100s with the same engine.

Two years later, Audi, unveiled the second duo generation - likewise based on the Audi 100 Avant quattro. Once again this featured an electric motor, a 28.6 bhp (21.3 kW) three-phase machine, driving the rear wheels. This time, however, the rear wheels were additionally powered via the Torsen differential from the main engine compartment, which housed a 2.0-litre four-cylinder engine.

The Bill Clinton administration initiated the Partnership for a New Generation of Vehicles (PNGV) program on 29 September 1993 that involved Chrysler, Ford, General Motors, USCAR, the DoE, and other various governmental agencies to engineer the next efficient and clean vehicle.^[12] The NRC cited automakers’ moves to produce HEVs as evidence that technologies developed under PNGV were being rapidly adopted on production lines, as called for under Goal 2. Based on information received from automakers, NRC reviewers questioned whether the “Big Three” would be able to move from the concept phase to cost effective, pre-production prototype vehicles by 2004, as set out in Goal 3.^[13] The program was replaced by the hydrogen-focused FreedomCAR initiative by the George W. Bush administration in 2001,^[14] an initiative to fund research too risky for the private sector to engage in, with the long-term goal of developing effectively carbon emission- and petroleum-free vehicles.

Production HEVs

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Pre-production HEVs

For the 2009 model year, the same technology will be offered in the Cadillac Escalade ^[25] and their 1/2-ton pickup truck models, the 2009 Chevrolet Silverado^[26] and GMC Sierra^[27] 2-mode hybrid models. Also in 2009 GM's Saturn division is releasing the first front wheel drive version of the 2-mode technology with the appearance of the 2009 Saturn Vue 2-mode hybrid model.^[28]

Hyundai Motor Company plans to start retail sales of its first LPG–electric hybrid vehicle in July 2009. To be sold initially in the South Korean domestic market under the Avante badge, the Elantra LPI Hybrid Electric Vehicle (HEV) is the world's first hybrid vehicle to be powered by liquid petroleum gas (LPG) and the first to adopt advanced Lithium Polymer (Li–Poly) batteries.

Comparing operating costs among different types of hybrid vehicles currently available in the marketplace, the Elantra LPI HEV promises to be the cheapest of all to run. The Elantra LPI HEV promises to be as much as 40 percent cheaper to operate than other competitor models in the marketplace^[29]

Honda will release the CR-Z in hybrid form in Feb 2010 in Japan.^[30]

Plug-in hybrids (PHEVs)

Further information: Plug-in hybrid

A plug-in hybrid electric vehicle (PHEV) is a hybrid vehicle with batteries that can be recharged by connecting a plug to an electric power source. It shares the characteristics of both traditional hybrid electric vehicles (also called charge-maintaining hybrid electric vehicles ^[31] or CHEV), having an electric motor and a internal combustion engine, and of all-electric vehicles, also having a plug to connect to the electric grid.

In 2007 the United States Department of Energy recommended plug-in hybrid electric vehicles for mass-production.

Technology

The varieties of hybrid electric designs can be differentiated by the structure of the hybrid vehicle drivetrain, the fuel type, and the mode of operation.

In 2007, several automobile manufacturers announced that future vehicles will use aspects of hybrid electric technology to reduce fuel consumption without the use of the hybrid drivetrain. Regenerative braking can be used to recapture energy and stored to power electrical accessories, such as air conditioning. Shutting down the engine at idle can also be used to reduce fuel consumption and reduce emissions without the addition of a hybrid drivetrain. In both cases, some of the advantages of hybrid electric technology are gained while additional cost and weight may be limited to the addition of larger batteries and starter motors. There is no standard terminology for such vehicles, although they may be termed mild hybrids.

The 2000s saw development of plug-in hybrid electric vehicles (PHEVs), which can be recharged from the electrical power grid and do not require conventional fuel for short trips. The Renault Kangoo was the first production model of this design, released in France in 2003.

Engines and fuel sources

Fossil fuels

Main article: Fossil fuel

Free-piston engines could be used to generate electricity as efficiently as, and less expensively than, fuel cells ^[32].

Gasoline

Gasoline engines are used in most hybrid electric designs, and will likely remain dominant for the foreseeable future. While petroleum-derived gasoline is the primary fuel, it is possible to mix in varying levels of ethanol created from renewable energy sources. Like most modern ICE-powered vehicles, HEVs can typically use up to about 15% bioethanol. Manufacturers may move to flexible fuel engines, which would increase allowable ratios, but no plans are in place at present.

Diesel

Diesel-electric HEVs use a diesel engine for power generation. Diesels have advantages when delivering constant power for long periods of time, suffering less wear while operating at higher efficiency. The diesel engine's high torque, combined with hybrid technology, may offer substantially improved mileage. Most diesel vehicles can use 100% pure biofuels (biodiesel), so they can use but do not need petroleum at all for fuel (although mix

index

Hybrid Vehicle DriveTrain

Hybrid vehicle drivetrain

Hybrid vehicles are vehicles with two or more power sources in the drivetrain. There are many different types of hybrid vehicles, although only the gasoline-electric hybrid is currently commercially available.

Contents

Types by drivetrain structure

Parallel hybrid

Series hybrid

Power-split or series-parallel hybrid

Types by degree of hybridization

Full hybrid

Power assist hybrid

Mild hybrid

Plug-in hybrid

Types by nature of the power source

Electric-internal combustion engine hybrid

Fuel cell hybrid

Hydraulic hybrid

Pneumatic hybrid

Human power and environmental power hybrids

Hybrid vehicle operation modes

Adding powertrains and aftermarket kits

Hybrid Synergy Drive

Hybrid Synergy Drive

Contents

Principle

Power sources

MG1 and MG2

Transmission

Operations

Phases of operation

Performance

Subsequent developments

Hybrid Synergy Drive (HSD)

Third generation

List of vehicles with HSD

Aftermarket

Controversy

Toyota Camry Hybrid

Toyota Camry Hybrid

Contents

Specifications

Powertrain

Unique features

Rating

Introduction

Manufacturing

50th Anniversary Edition

Tax incentives

Use in HOV and carpool lanes

US sales

Aftermarket upgrades

Ford Escape Hybrid

Ford Escape Hybrid

Contents

Development

Performance

Emissions

Plug-in hybrids

Technology

PHEV Version

New Life-saving Vehicle for Lifeguards

Lexus RX Hybrid

Lexus RX Hybrid

Contents

First generation (2005-2008)

Powertrain

Hybrid-only features

Second generation (2010-current)

Powertrain

Hybrid-only features

Awards

Sales figures

Honda Insight

Honda Insight

Contents

First generation (2000–2006)

History

Design

Technology