DESIGN THE COMPONENTS OF HYBRID

ELECTRIC VECHILE WITH PARALLEL HYBRID

ARCHITECTURE FOR 48V. CASE STUDY FOR
THE SAME MAY TOYOTA PRIUS

Major project
Submitted by
ISHIKA TAGDE
In partial
fulfilment for the internship on hybrid electric
vehicles
OCTOBER 2023
HYBRID ELECTRIC VEHICLE BATCH AUGUST
TEACHNOOK
Email- [email protected]

Introduction
This parallel hybrid architecture with a 48V system is designed to improve
fuel efficiency and reduce emissions by allowing the electric motor to
assist the ICE and recover energy during braking, all while maintaining
compatibility with existing vehicle architectures and components.
In the simplest implementation ("P0 topology"), the conventional 12V
generator is replaced in its integration space on the belt by a 48V
machine – a Boost Recuperation Machine, for example. It converts kinetic
energy into electrical energy with high efficiency during braking and
stores it in a small, additional 48V battery. It also supports the combustion
engine with up to 12 kW of electrical power. In addition, safety-relevant
high-performance consumers such as driver assistance functions or
electric brake boosters can be reliably supplied with 48V voltage.
A 48V Mild hybrid electric vehicle systems is made up only by a few core
components:
 electric machine
 AC-DC inverter
 DC-DC converter
 Battery
Adding more electrical components, on the 48V electrical network, allows
for further improvements in terms of fuel efficiency and vehicle
driveability. Depending on the vehicle application, these components can
be electrified and plugged in the 48V network:
 engine oil pump
 engine vacuum pump
 transmission oil pump
 engine water pump
 A/C compressor
 intake air compressor
 engine coolant heaters

ELETRIC MACHINE:
 Image: 48V belt starter generator

The general electrical and mechanical parameters of a 48V belt starter-

generator with integrated inverter are summarized below:
 the inverter and electric machine are integrated in the same
housing (therefore there are no external cables between inverter
and e-machine).
 output torque: 60 Nm (up to 160 Nm at crankshaft.)
 mechanical peak power (available for around 2 s): 14-16 kW.
 mechanical continuous power: 4-6 kW.
 maximum speed (continuous): 20000 rpm.
 water cooled.
 the rotor can be claw-pole type for synchronous e-machines or
copper/aluminum type for asynchronous/induction e-machines.

1. 48V electric machine

2. decoupling tensioner
3. drivetrain pulley
4. belt
 5. A/C compressor

DCDC CONVERTER:

Image: 48V DCDC converter.

A DCDC converter can be operated in buck-mode (step down), when

converts from high voltage to low voltage (48 V to 12 V) or boost-mode
(step up), when converting from low voltage to high voltage (12 V to 48
V). In MHEV applications, most of the time, the DCDC is operated in buck
mode but they are capable of performing both modes.
The parameters of a typical DCDC converter, used for automotive
applications:
 continuous power in buck-mode: up to 3 kW
 continuous current: 215 A (buck-mode), 58 A (boost-mode)
 efficiency: higher than 95 %
 input voltage (buck-mode): 24 – 54 V
 output voltage (buck-mode): 6 – 16 V
ELECTRIC COMPRESSOR (E-COMPRESSOR):

image: 48v e- compressor

The e-Compressor is improving the overall torque transient response of
the engine and the low-end torque characteristic, which enables further
downsizing of the engine for a mild hybrid application.
The main characteristics of the 48V e-Compressor supplied by Continental
are:
 electric motor: permanent-magnet synchronous
 supply voltage: 48 V
 peak shaft power: 5 kW
 maximum speed: 70000 rpm
 response time t90: less than 0.25 s (t90 represents the time to
reach 90% of the target speed)
 water-cooled
 integrated electronics with CAN interface
 high speed bearing system
 application-specific compressor design (can be customized for
different engine specifications)
12-48 V MHEV electric system architecture:
If we had to provide the same electrical power 4.92 kW (during engine
start), from a 48 V electrical network, the required battery current would
be:
P 4920
I= = =102.5 A
U 48
A 48 V electrical network can provide the same electrical power but with a
lower current. The advantage is that the conductors (wires) will require a
smaller diameter (lower mass) and the losses (joule effect) will be reduced
as well.
A mild hybrid electric vehicle (MHEV) has a dual electrical architecture,
which consists of a 12 V network connected through a DCDC to a 48 V
network.

Image: MHEV 12-48V electric system architecture

The 48 V electric machine requires a 3-phase alternating current (AC),

therefore an inverter is integrated with the electric machine.

Image: Electrical architecture of a dual voltage board net with a 48 V system

Since using an electrical network with higher voltage is more efficient than
low voltage (due to lower electrical currents), more and more vehicle
systems and components are being migrated to the high voltage (48 V)
system.
 Image: 48V MHEV electrical architecture

Current generations of 48 V mild hybrid electric vehicles (MHEV) have

already air conditioning compressors, electric superchargers, heating
elements, etc. connected to the high voltage bus.
ELECTRIC DRIVING:

Image: Valeo 48V Electric Rear Axle Drive (ERAD)

Vehicle creep means that the vehicle is slowly moving, at very low speeds.
This mode is usually obtained when:
  the transmission has a gear engaged (usually 1st gear)
 the clutch is closed (for manual transmissions)
 the accelerator pedal is not pressed
 the engine is at idle speed
Depending on the engaged gear, vehicle mass, gear ratio and engine idle
speed, the creep speed of the vehicle is between 5 – 10 kph.
Creep mode is a very inefficient operation point for the engine, mainly
because the volumetric efficiency of the engine is around minimum.

TOYOTA PRIUS HYBRID CAR

CASE STUDY
Introduction:

Hybrid Synergy Drive, (HSD) is a set of hybrid car technologies developed

by Toyota. HSD technology is used in the Prius, Highlander Hybrid sport-
utility vehicle (SUV), Camry Hybrid, Lexus RX 400h, Lexus GS 450h, and
Lexus LS 600h/LS 600hL automobiles. It combines an electric drive and a
continuously variable transmission.
Prius has a total range of 870 km (540 miles) until both sources of power
are depleted. The regular gasoline-only Prius has a total range of 863 km
(536 miles). The 4.4 kWh lithium-ion battery developed for the Prius Plug-
in fits under the rear cargo floor and weighs 80 kg (180 lb)
HSD replaces a normal geared transmission with an electromechanical
system. All car powertrains drive a driveshaft that turns the drive wheels
of the car. Because an internal combustion engine delivers energy best
only over a small range of torque and speed, the crankshaft of the engine
is usually attached to a switchable gear train that matches the needed
torque at the wheels to the torque that can be delivered by the engine.
HSD replaces the gearbox, alternator and starter motor with a pair of
electric motor generators (MG), 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. Each Motor-Generator
(MG) can convert electricity to motion (mechanical power) or vice-versa.
The graph shows the difference between a shift-gear ICE vehicle and a
vehicle with HSD.
Redline = acceleration of a vehicle with an IC petrol engine
Green line = acceleration of a combined HEV.
The planetary gear unit of the Toyota Prius II:
The motor (motor-generator MG2 in Toyota manuals; sometimes called
“MG-T” for “Torque”) is mounted on the driveshaft, and thus couples
torque into or out of the driveshaft: feeding electricity into MG2 adds
torque at the wheels. Between the engine and the driveshaft, a “power
split device” is mounted. This is an epicyclic gear set, also called the
planetary differential. One leg of this planetary unit is attached to the
gasoline engine and the other leg is attached to the generator (a second
motor-generator MG1 in Toyota manuals; sometimes “MG-S” for “Speed”).
Toyota Prius powertrain:
The engine is connected to the planetary carrier, the generator MG1 is
connected to the sun wheel and the output shaft and motor MG2 are both
connected to the ring wheel.
Prius drives phases of operation:
The HYBRID SYNERGY DRIVE computer oversees the operation of the
entire system, determining which engine/MG should be running, or if both
should be in use, or shutting off the internal combustion engine when the
electric motor is sufficient to provide the power.
 At start-off/low-speeds, HSD runs the car on the electric motor(s)
only, since the ICE does not perform efficiently.
 The ICE is quite an energy efficient for cruising and acceleration.
The power produced by the gas/petrol engine is used to drive the
wheels and also to drive the generator MG1. MG1 then provides
power to the electric motor MG2 (acceleration, electric power assist
drive) or to charge the battery (cruising at moderate power).

The power train of the Prius II consists of:

 A 1.5 litre, 4 cylinder gasoline engine
 A special generator MG1 mounted to the back of the engine which
doubles as a starter motor
 A planetary gear set that connects the generator and the gasoline
engine to the drive wheels
 An electric motor MG2 also connected to the drive wheels
 An HV Ni-MH battery pack with a rated voltage of 273,6 V
Toyota Prius Converters:
In the Prius III, a combined step-down/boost converter links the battery
with the 500 V inverter DC High Voltage. Rotor Stator Coil Speed Sensor
for MG1 Speed Sensor for MG2 13.
The inverter converts the DC High Voltage to AC currents for the MG1 and
MG2 motor/generators. Speed Sensors (Resolvers) detect the position of
MG1/MG2 rotors. The inverter knows the position of its MG’s rotor and
switches current through the windings as required to keep it spinning at
the desired speed and with the desired torque.
The Prius also has an auxiliary battery. The power source for auxiliary
equipment of the vehicle such as the lights, audio system, and air
conditioner cooling fan, as well as the ECUs, is based on a 12 V system. A
12-volt, 28 ampere-hours lead-acid battery lives in the passenger’s side of
the boot in the Generation II Prius and in the driver’s side of the boot in
the Generation III Prius. It supplies power to the electronics and
accessories when the hybrid system is turned off and the high-voltage
battery main relay is off. A step-down converter is used to transform the
HV battery voltage to 12 V DC to recharge this auxiliary battery.
THANKYOU