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Toyota details powertrain advances

in Gen4 Prius; available E-Four In Brief
system for all-wheel drive (not for
OCI establishes JV with POSCO for
US) production of hydrogen peroxide
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/2015/10/20151013-prius.html) /2020/03/20200309-oci.html)

13 October 2015 (https://www.greencarcongress.com/2015/10/20151013-

prius.html)
Toyota and 9 partners establish
Toyota made significant improvements (http://pressroom.toyota.com
group in Chubu to study potential
/releases/2016+toyota+prius+technology.htm) in its new generation full for large-scale hydrogen use
hybrid powertrain applied in the fourth generation Prius (earlier post (https://www.greencarcongress.com
(https://www.greencarcongress.com/2015/09/20150909-prius.html)),
/2020/03/20200306-chubu.html)
reducing losses, redesigning and relocating key components and reducing
weight. Extensive changes to the transaxle, engine and combined hybrid
system, generate an expected improvement in EPA estimated MPG on core DOE to provide $30M for new
models of up to 10% (i.e., up to ~55 mpg US combined), with an Eco model research on fusion energy
that will achieve an even greater improvement. (https://www.greencarcongress.com
In a presentation outlining the changes to the new Prius system, Shunsuke /2020/03/20200306-fusion.html)
Fushiki from Toyota’s Hybrid Engineering Management Division noted that
the new engine contribues about 28% of the improvement in fuel efficiency;
hybrid system management contributes about 26%; the new electric motor, GM tripling employee workplace
16%; new transaxle and PCU, 13% each; and new battery packs, 4%. electric vehicle charging availability
across US and Canada
Engine. Although the new 2016 Prius retains the established 1.8-liter VVT-i (https://www.greencarcongress.com
Atkinson cycle gasoline engine (2ZR-FXE), Toyota completely re- /2020/03/20200305-gm3.html)
engineered the engine, delivering results in terms of performance, fuel
economy, and reductions to size and weight.
Workhorse C-Series electric
The new SULEV engine achieves a high maximum thermal efficiency of
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volume exhaust gas recirculation (EGR) system and improvements in Certificate of Conformity
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combustion efficiency and knock control.
/2020/03/20200304-
Additionally, a redesigned air intake port improves airflow inside the workhorse.html)
combustion chamber, while the coolant passages have been redesigned to
optimize internal engine temperature. The friction created by the piston
skirts, rotating parts and the oil pump has been reduced, while the use of NYIAS plans to forge ahead in April
low-viscosity oil reduces friction between sliding engine components. despite coronavirus

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Transaxle and Electric Motor. Toyota engineers also redesigned the Xcelsior CHARGE electric buses
transaxle and motor, delivering a reduction in their combined weight of 6%. (https://www.greencarcongress.com
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gains a better power-to-weight ratio (weight is reduced some 20%). Notably,
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2016 Toyota Prius Transaxle. Click to enlarge.

Power Control Unit. The use of a loss-reduction device in the power

control unit cuts losses by about 20%. With a more compact (33% size
reduction) and lighter (11% weight reduction) design, the unit can now be
positioned directly above the transaxle.

3 of 15 3/10/2020, 4:47 PM
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2016 Toyota Prius PCU. Click to enlarge.

New Lithium-Ion or Nickel-Metal Hydride Hybrid Batteries. The new

Prius will be available with either a new lithium-ion or a new nickel-metal
hydride hybrid battery. While the batteries use established technology,
Toyota has succeeded in increasing their energy density, which means
more power can be obtained from a smaller unit.

The Li-ion pack is 31% lighter, with a 6% reduction in size; the NiMH pack is
2% lighter, with a 10% reduction in size. This in turn has allowed the battery
to be relocated beneath the rear seat, increasing cargo space.

E-Four. For the first time, the Prius will feature an available E-Four
(electronic four-wheel drive) system, which uses a high-output rear motor to
assist the engine and front motor as needed and continuously optimizes the
allocation of power between the front and rear wheels.

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With a compact size and lightweight design that minimizes any negative
impact on fuel efficiency, the system is positioned snugly in the rear of the
vehicle to ensure plenty of legroom and luggage space. The luggage area
capacity of the model featuring E-Four (with spare tire) is 457 liters, the
same as the 2WD model (with spare tire).

Toyota is not offering E-Four in the US.

TNGA and Handling. The 2016 Prius is the first global vehicle to
implement Toyota’s New Global Architecture (TNGA). (Earlier post
(https://www.greencarcongress.com/2015/03/20150327-tnga.html).) TNGA
aims to greatly improve core vehicle performance and enhance product
appeal through an integrated development program for powertrain
components and vehicle platforms.

The Toyota TNGA concept delivers an increase of more than 60% in body
torsional rigidity in the new Prius, compared to the previous model, by using
Laser Screw Welding (with a greater number of weld points), structural
adhesives and uniquely shaped frame structures. In addition, the amount of
high-tensile strength steel has increased from 3% to 19%. Combine these
enhancements with its new double wishbone rear suspension and a lower
center of gravity, and the result is a hybrid with a sporty ride.

(http://bioage.typepad.com/.a/6a00d8341c4fbe53ef01bb0880d838970d-popup)

2016 Toyota Prius package. Click to enlarge.

New updates to the hybrid system software improve the feel of acceleration,
giving a smooth and direct response in a lower rpm range. Toyota has
added a new feature to enhance the driving experience when Power mode
is selected. An adaptive system continuously monitors the acceleration
pattern and lateral G-force readings to determine if the driver is adopting a
more enthusiastic driving style. This system will then adapt and implement
a sportier acceleration and deceleration.

To improve brake feel and control while reducing noise reduction, the all-
new Prius utilizes a newly-developed active hydraulic booster for its
regenerative brakes.

Body styling. The TNGA chassis allows for lower lines, while retaining the
Prius’s signature triangular silhouette.

The body height has been reduced by 20mm and the high point of the roof
has been moved 170mm forward, ensuring plenty of headroom for front
seat passengers while also contributing to excellent aerodynamics and a
0.24 coefficient of drag (Cd). The lower center of gravity has also allowed
the nose height to be brought down by 70mm and the rearmost section of
the hood by 62mm, improving the driver’s forward view.

Available Advanced Technologies. The new Prius will make a significant

advance in active and preventive safety measures with the available Toyota
Safety Sense P package that includes a Pre-collision System with
Pedestrian Detection. The system uses a millimeter-wave radar and a
single-lens camera with integrated control to detect both cars and
pedestrians. The package also comes with Full-speed Dynamic Radar
Cruise Control.

Drivers can also receive parking assistance with the Intelligent Parking

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Assist, which uses ultrasonic sensors to detect surrounding objects and

identify parking spaces. The driver stops the car before the open parking
space and by pushing a single button, the system guides drivers to the right
position for reverse parking and assists drivers in backing into the space.

Following its unveiling in Las Vegas last month, the all-new Prius will go on
display from October 28 at the Tokyo Motor Show, and is slated to go on
sale in Japan in December. The new Prius will arrive in dealerships in the
US early next year.

Posted on 13 October 2015 in Engines (https://www.greencarcongress.com

/engines/), Fuel Efficiency (https://www.greencarcongress.com
/fuel_efficiency/), Hybrids (https://www.greencarcongress.com/hybrids/),
Motors (https://www.greencarcongress.com/motors/), Power Electronics
(https://www.greencarcongress.com/power_electronics/) | Permalink
(https://www.greencarcongress.com/2015/10/20151013-prius.html) |
Comments (19) (https://www.greencarcongress.com/2015/10/20151013-
prius.html#comments)

Comments

It looks like an awful lot of work for a 10% improvement in efficiency. I

suppose we r
Still, at least it is better than diesel in terms of local pollution.

Posted by: mahonj (https://profile.typepad.com/jamesmahon) | 13 October

2015 at 06:08 AM (https://www.greencarcongress.com/2015/10/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b8d166e823970c#comment-
6a00d8341c4fbe53ef01b8d166e823970c)

I applaud Toyota for making the most efficient gasser on the market. With a
55 mpg EPA rating it will nearly be as efficient as Toyotas small FCV that
gets 60 miles on one kg of hydrogen (costing 14 USD per kg) that is
comparable to the energy content in one gallon of gasoline. Off cause,
Tesla's Model S gets 100 mpge, Model X gets 92 mpge and the Leaf is 114
mpge.

However, why can't Toyota drop the outdated and polluting Nickel-Metal
battery? Also the air coefficient of 0.24 is exactly the same as Tesla can do
for their new SUV Model X. Toyota may not be bad but it tells me that Tesla
did incredibly well with the aerodynamic design of that Model X.

1kg hydrgen = 1 gallon gasoline

http://www.hionsolar.com/n-heq1.html

Model X air drag of 0.24

http://www.teslamotors.com/modelx

Posted by: Account Deleted (https://profile.typepad.com

/6p0105369cc3da970c) | 13 October 2015 at 07:26 AM
(https://www.greencarcongress.com/2015/10/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b7c7dd0394970b#comment-
6a00d8341c4fbe53ef01b7c7dd0394970b)

Cool technology. Styling is polarizing, and keeping the gauges above the
center stack instead of the driver is very disappointing. Lowered hip point is
going to make this hard to climb into and out of for creaky old geezers (like
me). I might be interested in the Rav 4 version.

6 of 15 3/10/2020, 4:47 PM
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Posted by: Nick Lyons (https://profile.typepad.com/6p010536cfec8f970b) |
13 October 2015 at 08:14 AM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01bb0881040d970d#comment-
6a00d8341c4fbe53ef01bb0881040d970d)
This seems to be a very well engineered HEV with 55 to 60 mpg efficiency
depending on drive mode used. Too bad that top of the line Lithium
batteries are not used.
The current first generation (rather large and very heavy) Toyota FCEV gets
67 mpge (that's about 3X the average best ICEVs). A second smaller, lither
generation, with less weight and drag, will probably get 80+ mpge by 2020
or so. Honda's new FCEVs may even do better.
VW (and many others) will most probably mass produce 500+ Km mid-size
affordable BEVs before 2020 to compete against current diesel units.
Posted by: HarveyD (https://profile.typepad.com/harveyd) | 13 October
2015 at 08:53 AM (https://www.greencarcongress.com/2015/10/20151013-
prius.html?cid=6a00d8341c4fbe53ef01bb08810885970d#comment-
6a00d8341c4fbe53ef01bb08810885970d)
On an energy efficiency basis, 55 mpg on a Prius from gasoline is likely a
lot better than e-cars that get 100 mpg-e. The latter assumes 100 percent of
the heat value of a gallon of gasoline, and there is no way the efficiency of
the energy chain in charging an e-car justifies that. You have to look at
energy cost of the fuel for the powerplant, powerplant efficiency (topping out
at maybe 60 percent), line losses in electric power distribution, charger
efficiency (maybe 85 percent), and coulomb losses in the batteries
themselves. To do similar calculations for the Toyota, the energy cost of the
gasoline refinement and distribution would have to be taken into account.
The actual carbon cost of each, particularly assuming non-renewable or
non-nuclear power generation, is likely to favor the Prius, particularly given
the initial energy cost of the vehicle is certainly lower.
Posted by: Rashomon2 (https://profile.typepad.com/rashomon2) | 13
October 2015 at 10:55 AM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b8d1670c43970c#comment-
6a00d8341c4fbe53ef01b8d1670c43970c)
Harvey:
' The new Prius will be available with either a new lithium-ion or a new
nickel-metal hydride hybrid battery.'
Posted by: Davemart (https://profile.typepad.com/6p01156fc08021970b) |
13 October 2015 at 11:11 AM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b7c7dd2101970b#comment-
6a00d8341c4fbe53ef01b7c7dd2101970b)
This is all nice and well, but it won't be enough for me to buy a Prius again
(even if I am very satisfied with my second gen Prius).
My next car will most likely be a full electric one.
I think Toyota doesn't understand its customer base, this is why they are
going to bleed a lot of enviroment-oriented customers in the near future.
7 of 15
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Current Prius owners will simply ignore their FCV scam and buy a BEV or
EREV from an other manufacturer.
If Toyota had even a half-decent EV, I would probably go with them
because I like their fantastic quality. Given their lack of EVs, I will have to
settle for a Nissan, a VW or maybe Tesla.
Posted by: soltesza (https://profile.typepad.com/soltesza) | 13 October 2015
at 11:43 AM (https://www.greencarcongress.com/2015/10/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b8d1671206970c#comment-
6a00d8341c4fbe53ef01b8d1671206970c)
This is all nice and well, but it won't be enough for me to buy a Prius again
(even if I am very satisfied with my second gen Prius).
My next car will most likely be a full electric one.
I think Toyota doesn't understand its customer base, this is why they are
going to bleed a lot of enviroment-oriented customers in the near future.
Current Prius owners will simply ignore their FCV scam and buy a BEV or
EREV from an other manufacturer.
If Toyota had even a half-decent EV, I would probably go with them
because I like their fantastic quality. Given their lack of EVs, I will have to
settle for a Nissan, a VW or maybe Tesla.
Posted by: soltesza (https://profile.typepad.com/soltesza) | 13 October 2015
at 11:44 AM (https://www.greencarcongress.com/2015/10/20151013-
prius.html?cid=6a00d8341c4fbe53ef01bb088126e5970d#comment-
6a00d8341c4fbe53ef01bb088126e5970d)
I was going to give Toyota credit for going with the rear electric drive giving
an intermittent AWD capability but then I read that it will not be available in
the US. Maybe it was not suitable (rugged enough) for use in the US. Also,
Toyota, it is long past time to dump NMH batteries.
Last winter, I remember passing a Prius going up a snow covered hill in my
Chevy Silverado work truck. The Prius was not going to make it and it was
not even bad enough for me to switch into 4WD. I probably had better tires
for the conditions and a limited slip rear differential but still I had an
unloaded RWD pickup. To get around in the winter out here, you need 4 or
AWD.
Posted by: sd (https://profile.typepad.com/6p0111686424aa970c) | 13
October 2015 at 12:04 PM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01bb08812960970d#comment-
6a00d8341c4fbe53ef01bb08812960970d)
"an expected improvement in EPA estimated MPG on core models of up to
10% (i.e., up to ~55 mpg US combined), with an Eco model that will
achieve an even greater improvement".
The fuel efficiency is impressive.
Also, it sounds like Toyota has improved the driving experience.
However, improving aerodynamics might adversely effect sales:
Front seat lowered 59mm - harder for elderly Prius owners to get into.
Zero improvement in rear headroom - does not appeal to families with tall
teenagers.
The big disappointment is no mention of a PiP & the design changes do not
provide space for a larger battery pack. The hybrid pack is small &
squeezed under the rear seat. The trunk floor is lower & the under-floor
storage seems to have gone.
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Toyota details powertrain advances in Gen4 Prius; available E-Four sy... https://www.greencarcongress.com/2015/10/20151013-prius.html
Toyota needs a 10 kWh or larger battery to compete with the Hyundai
Sonata PHEV or Chevy Volt.
It will be fascinating to see whether Prius HEV sales continue to dwarf
PHEVs & EREVs or whether Hyundai & Chevy can tempt large numbers of
Prius owners to switch.
Posted by: Chip (https://profile.typepad.com/chrisparish) | 13 October 2015
at 04:21 PM (https://www.greencarcongress.com/2015/10/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b7c7dd4208970b#comment-
6a00d8341c4fbe53ef01b7c7dd4208970b)
The problem with plug-in version is that it doesn't offer enough EV power
and range. If they make at least 8 kWh capacity and 50 kW EV power then
it would be a nice evolution. And if they can keep lover price then other
PHEVs then they will succeed.
But looking at pictures I have my doubts where they will install big battery,
rear double wishbone doesn't help here.
Posted by: GasperG (https://profile.typepad.com/6p019aff2a00d1970b) | 14
October 2015 at 05:36 AM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b7c7dd7498970b#comment-
6a00d8341c4fbe53ef01b7c7dd7498970b)
This being the fourth generation of Prius and inline with those previous
releases, Toyota policy once again requires a one year delay before
introducing it to North American shores in order that the new manufacturing
tooling can benefit from the experience as well as any possible vehicle
improvements that may be forthcoming from the thousands of early-adopter
Japanese motororists. An insider once told me that as a rule new model
designs, as opposed to yearly refreshes, are an opportunity for Toyota to
discard all their machine tools, robots etc and bring in new computers with
the latest operating systems. This ensures their manufacturing environment
remains both current and maintainable being that it is often difficult to obtain
spare parts for legacy equipment that is more than five years old.
The computer generated model of the transaxle doesn't agree with the
photograph. Seems to be upside down and back to front !
So what's new in real terms ? Well what I noticed is that the traction motor,
referred to as MG2, is directly geared onto the final (differential) gear which,
as we know, rotates at the same speed as the wheel axle.
The previous model (MY2010) coupled MG2 to the power-split device
(PSD) speed using a planetary gear arrangement similar to the PSD itself.
This particular planetary gave a 2.5 ratio step down allowing the motor to
rotate as fast as its 15000 rpm limit but able to be coupled to the PSD
output which maxxes out at 6000rpm. The PSD then transmits the power
through a two stage reducer to give an overall 4.11 stepdown to the wheels,
where the ~1500 rpm approximates to about 100mph.
But now, that is all changed. The topology of the new generation gear path
is to route MG2's power directly onto the final gear thus avoiding the more
tortuous path through the motor planetary and the two stage reducer.
Obviously this allows elimination of the motor planetary altogether as well
as eliminating the 6% torque loss from that component and the 7% loss
through at least one of those stages of the existing 4.11 reducer. From the
photograph the relative sizes of the final gear and motor pinion suggest a
10:1 stepdown ratio may be in effect so expect MG2's rpms to continue to
be as high as before.
MG2 acts as a motor while accelerating in the forward direction, it also acts
as a motor when vehicle operation is required in reverse. And of course
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Toyota details powertrain advances in Gen4 Prius; available E-Four sy... https://www.greencarcongress.com/2015/10/20151013-prius.html
MG2 acts as a generator when acting as a brake in regen mode. At all
other times it is acting as a generator which includes travelling at a
constant forward speed on a level road. It is required to behave as an
electronic brake to strip off surplus power coming from the PSD and feed it
to MG1 (the generator) which acts as a motor and assists the engine to
provide maximum torque through the PSD. This is the true Prius action, its
purpose is to make the engine think it is always climbing a steep hill at
18mph or whatever when reality is that it is travelling at 60mph,say, on a
level road. The engine is made to run at full torque,wideopen throttle, but at
the lowest rpm that will provide the power to move the vehicle at whatever
roadspeed is desired. These extra low rpms are commensurate with
obtaining exceptionally low frictional losses in the engine which equals
great mileage.
There is going to be some debate about this latest design move which will
include lots of talk about virtual power. Virtual power that can always be
made to exist when two electrical machines are connected back to back
with their shafts coupled together. The problem here is that virtual power
does not accrue virtual losses. That would be nice. On the contrary it
generates real losses. In this case even more losses than the earlier
designs since the virtual power loop extends from the PSD right down
through the two stage reducer to the final gear iself and then comes back to
MG2 through MG2's pinion.
To recap. In the first two North American generations of Prius (MY1999 and
MY2004) MG2 was coupled directly to PSD planetary ring gear.
Zero mechanical loss in this path obviously. But MG2 limited to 6000rpm
meant a high torque motor with large frame size required.
In MY 2010, MG2 was coupled in via its own planetary. (the planetary
carrier being locked stationary with gearbox frame) The ring gears of the
two planetaries were joined together. A real loss attributed to virtual power
would now occur when the virtual power passed through the motor
planetary when MG2 was in its generating mode.
In MY2017 as stated above .....virtual power loop extends from the PSD
right down through the two stage reducer to the final gear iself and then
comes back to MG2 through MG2's pinion.
Posted by: T2 (https://profile.typepad.com/6p010536d2a5df970c) | 14
October 2015 at 01:42 PM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b7c7ddaed7970b#comment-
6a00d8341c4fbe53ef01b7c7ddaed7970b)
@T2,
I have a little problem comprehending your posting.
IMHO, the principle of Hybrid Synergy Drive in the power split planetary
gear set remains unchanged from previous generations of Priuses.
The changes are that the planetary gear reduction of the MG2 in the Gen 3
Prius is removed, as well as the drive chain from the power split device to
the differential unit, replaced by a pair of simple helical spur gear sets to
reduce drag, weight, and cost. Both the MG2 and the PSD are meshed to a
larger spur gear of an intermediary gear set, the latter having a smaller spur
gear meshed with the final gear of the differential unit.
The MG2 always acts like a motor when powered by the engine or the
battery. The MG1 always acts like a generator to convert engine power to
torque in the MG2.
1) When torque requirement in the transaxle is higher than the engine can
put out, then the engine will turn faster than the PSD, and this will spin the
MG1 FORWARD faster and generates electrical power to feed to the MG2
to augment the torque of the PSD.
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Toyota details powertrain advances in Gen4 Prius; available E-Four sy... https://www.greencarcongress.com/2015/10/20151013-prius.html

2) When the torque requirement of the transaxle is less than that produced
by the engine at peak thermal efficiency, then the engine will turn slower
than the PSD unit, and the MG1 will turn BACKWARD to oppose the
engine's rotation and forcing the engine to develop high torque, while still
generate electrical power to feed to the MG2 so that it continues to turn
faster than the engine.
Posted by: Roger Pham (https://profile.typepad.com/rogerpham) | 15
October 2015 at 12:04 PM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b7c7de69a4970b#comment-
6a00d8341c4fbe53ef01b7c7de69a4970b)
Roger I am sure that you don't want to spend much time on this either.
I'll agree that Toyota has not made any changes to its original concept
regarding the PSD operation, so explanatory arguments should remain
unchanged.
Incidentally I found a small error in your second paragraph. The chain drive
was in fact removed going to the third generation while your statements
make it appear to be still present on the third generation.
Anyway I think we both agree that MG2's planetary first appeared on gen
three and has now been removed going to gen four.
In my recap I apologise for omitting to mention anything at all regarding the
sprockets and gear chain because their removal doesn't change the
geartrain direction in the same way that knocking out a shaft with two gears
on it would have done and besides the ratio was close to 1:1. ( a 35 tooth to
a 36 tooth I believe). Tyring to keep things simple that's all.
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We have a small disagreement in the direction change of MG1. I think it

doesn't and here's why ... to be continued

Posted by: T2 (https://profile.typepad.com/6p010536d2a5df970c) | 15

October 2015 at 02:30 PM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01bb08825b77970d#comment-
6a00d8341c4fbe53ef01bb08825b77970d)

So I examined my charts and notes from nearly ten years ago and
particularly the equation MG1 = 3.6 X ICE - 2.6 X MG2

and realised that under certain forward driving conditions MG1 does
reverse its direction. So the finishing statement from my last post is
incorrect and I need to do a reset on that post.

What I should have said was: We have a small disagreement over the
operating modes of MG1 and MG2. I think MG1 and MG2 under certain
forward driving conditions swap roles and here's why.

Let's say we accelerate the Prius to its electronic speed limit of 100mph.
Just before it hits 100mph the ICE will be doing 5000rpm, MG2 will be doing
6000rpm and MG1 will be doing 2400rpm via the above equation. Two
other facts the engine will always be made to run at max torque (80lbs-ft)
where possible and it takes 49Hp to remain at 100mph (scan guage). Max
output of the 1NZ-FXE engine is 76Hp @5000rpm so 49 Hp will require a
new engine rpm of 49/76 X 5000 = 3223 rpm. Plugging this into the
equation along with MG2 at 6000rpm reveals that :

MG1 will need to rotate at (11603 - 15600 = - 3997) Yes that's minus 3997
rpm so it will need to go backwards as you suggested earlier Roger.

11 of 15 3/10/2020, 4:47 PM
Toyota details powertrain advances in Gen4 Prius; available E-Four sy... https://www.greencarcongress.com/2015/10/20151013-prius.html

MG1 @ its rated 22lbs-ft will drive as a motor ~17Hp into the PSD.
Meanwhile the mechanical output of the PSD which remains steady at
~57lbs feet @ 6000 rpm representing ~ 66Hp. However Mg2 will no longer
be augmenting this with 38HP but will now be swapping roles with MG1,
MG2 now acts as a generator and will strip 17HP away from the PSD power
just before it enters the 4.113 reducer to drive the wheels (23" dia). This will
leave the requisite 49Hp going to the wheels needed to maintain the cruise
speed at 100mph.

The 17Hp from MG2 now converted to electricity is then supplied to MG1
that is needing it to drive into the PSD as I just mentioned. I think I can now
come from out under table !

I apologise for not using metric but a US audience is more favorable

towards imperial measurements. You might be wondering where that 38Hp
came from. Well the full power of the MY2004 Prius is 104HP ( 76Hp from
the engine and 28 Hp (21Kw) from the NiMH battery). 66Hp comes directly
from the PSD (57lbs-ft@6000rpm) and the balance of 38Hp is supplied by
MG2 which draws electrical power from the battery (28Hp) and MG1 (10
Hp). Bear in mind that MG1 is only able to rotate at 2400 rpm at this time so
generates but a fraction of its 42.2Hp (@ 10,000rpm) in this case just
10.2Hp.

The important thing is that I was assisted in being able to prove the power
balance electrically in terms of the volts and amps of the thing thanks to the
Oak Ridge National Laboratory posting the PDF of their tear down in the
spring of 2004.

It is useful to know that with the pedal to the metal from rest, MG1 eclipses
10,000 rpm as soon as the ICE has zipped up to 2777 rpm. MG1 stays at
that rpm until 51 mph. At 51mph the ICE - until then having been
mechanically constrained by road wheel rpms through the PSD gearing
equation - is able to finally attain 5000rpm and its max power. The ICE
remains at constant max rpm and full rated torque until it reaches 100mph
the electronic limit. This gives the Prius a performance more akin to a 2.4L
engine than its actual 1.5L would suggest.

From 51mph MG1 begins ramping down to 2400 rpm @ 100mph. It should
be noted that the fact that traction motor MG2 is only assisting with 38HP
as the 100mph is approached is solely a limitation of the HV battery supply.
However because the generated power from MG1 0-51mph is 42Hp and
merged with the 28Hp from the battery means that the 67Hp motor is well
provided for during that initial half of the acceleration ramp.

When you understand the constraints of the Prius Synergy Drive you realise
how much better a pure series hybrid could be without those constraints.

One last thing the PSD is really a TSD (Torque Split Device)

The 57 lbs ft is the ICE torque times 2.6/3.6

where 80 X 2.6/3.6 =57.63 lbs-ft

The Sun gear torque of MG1 = ICE Torque X 1/3.6 =22.37

lbs-ft

The 2.6 is the tooth ratio of the PSD = Ring gear / Sun gear = 78/30

The 3.6 is from the effective planetary ratio between the ring and the carrier
if the ring is stationary.

Planetary gear ratio = tooth ratio + 1

Posted by: T2 (https://profile.typepad.com/6p010536d2a5df970c) | 18

October 2015 at 01:51 PM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b7c7dfa82b970b#comment-
6a00d8341c4fbe53ef01b7c7dfa82b970b)

12 of 15 3/10/2020, 4:47 PM
Toyota details powertrain advances in Gen4 Prius; available E-Four sy... https://www.greencarcongress.com/2015/10/20151013-prius.html

Correction:

The 3.6 is the effective planetary ratio between the sun gear and the planet
carrier if the ring is stationary.

I forgot to point out that the 17Hp (in this particular example) that is sent to
MG2 mechanically from the PSD and then returned to MG1 electrically is
the virtual power I was mentioning from an earlier post.

There may be some who may be interested in the software that controls this
system. I cannot comment on the coding of the ECU but I can say that the
accelerator pedal controls the engine speed which represents power unlike
other cars on the road which are motivated by variable torque demands.

The Prius engine's torque is controlled by MG1. The system knows that
MG1's line current should be 100 amps when MG1 is exerting 22 lbs-ft at
the sun gear. And 3.6 times 22 = 80lbs-ft, the rated torque of the 1NZ-FXE
engine. To keep the system in torque balance the ring gear takes
remainder, in fact the lion's share of the torque which would be 2.6/3.6 of
the engine's 80lbs-ft = 57.63lbs-ft to be exact.

As I said ealier the power split device is more accurately described as a

torque split device but outside the engineering power split is close enough.

The fuel injection system delivers the amount of fuel to the engine that will
cause MG1 to hold its speed when delivering or receiving 100 amps. A bit
of a controversial statement but it is in one of the Prius' patents that engine
torque is governed by monitoring MG1's line current.

There is a rule pertaining to MG1. There must be a guard band around

MG1's operating speeds when close to zero rpm requiring MG1 to rotate at
a minimum of 100rpm in whichever direction it happens to be turning. May
be something to do with low speed cogging. Naturally the engine speed will
be adjusted away from optimum to accommodate this.

There is a minimum engine speed also. My notes mention that the engine is
parked at 1211 rpm for power delivery of up to 8.5kw @ 67n-m beyond
which the engine speed must be raised to take advantage of 80lbs-ft. This
is probably due to the effect of the Atkinson camming on this engine that
limits low speed torque.

The Prius is undoubtably the most complex car on the road. It is also the
most reliable since it doesn't rely on an electro-hydraulically operated multi-
ratio gearbox. Even those in the transmission repair industry have come out
with statements that around fifty per cent of modern automatic gearboxes
have faults which are uneconomic to repair. On the other hand the Prius
system is alleged to lend itself to modular repair. Anyway that's enough with
the commercials.

Posted by: T2 (https://profile.typepad.com/6p010536d2a5df970c) | 19

October 2015 at 08:09 AM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b7c7dfff46970b#comment-
6a00d8341c4fbe53ef01b7c7dfff46970b)

Henrik - "However, why can't Toyota drop the outdated and polluting Nickel-
Metal battery? "

Probably because there are advantages to the NiMH for a Hybrid vehicle -
the primary one being that it doesn't loose capacity over time like a Li one
does. If I was buying a hybrid to keep for 10 years and had a choice on the
Prius between a NiMH and a Li, I'd take the NiMH as I wouldn't have to
worry about its capacity later on and its (and the associated car's) value.

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My guess would be the normal hybrid has the NiMH and the plug-in has the
Li like before (course if Toyota wants to go anywhere saleswise with the
plug-in they need to drastically increase the range offered).

Posted by: Sasparilla (https://profile.typepad.com/6p01053688c00f970c) |

19 October 2015 at 08:19 AM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b8d169e488970c#comment-
6a00d8341c4fbe53ef01b8d169e488970c)

@Roger Regarding the gear train I agree with your description after having
expanded the computer rendition which was a bit fuzzy on my monitor.
You wrote :

The changes are that the planetary gear reduction of the MG2 in the Gen 3
Prius is removed, as well as the drive chain from the power split device to
the differential unit, replaced by a pair of simple helical spur gear sets to
reduce drag, weight, and cost. Both the MG2 and the PSD are meshed to a
larger spur gear of an intermediary gear set, the latter having a smaller spur
gear meshed with the final gear of the differential unit.

I can now see that the (yellow) intermediate gear rotates the (orange)
pinion, keyed on its shaft obviously. This pinion then drives the (blue) final
differential gear and (not shown) half shafts assembly. Your description is
spot on. My understanding wasn't helped by the way Toyota described it on
their website :

"The transaxle also boasts a more compact design, and achieves

approximately 20 percent loss reduction compared to the current Prius. This
was made possible due to multi-shaft positioning of the motors, along with
the relocation of the final drive reduction gear onto the same axis as the
drive motor."

It looks like the pinion drive permits the ~ 4:1 ratio to be accomplished in
one step from the pinion to the final gear whereas it used to be
accomplished in two steps consisting of two gearsets of 30/44 times 26/75.
At least they haven't lengthened the critical path between MG2 and the
PSD as I had originally thought. Incidentally, mesh efficiences for gear
ratios of ~1:1 are known to be 95% and for ~1:3 they hover around 93%.
The original transaxle had been known to have an efficiency of 22% so this
is welcome news. The chain drive used to absorb 6% and now there is this
7% saving from eliminating yet another gear interchange.

Back in 2005/6 some hypermiling enthusiasts were fitting electric pre-

heaters to their transaxles to raise the transmission oil temperature to help
reduce gear friction during the first two miles. In case any one is interested
the PRIUS_TECHNICAL_STUFF thread documented this in Yahoo Groups.

The question now concerns the longevity of the pinion that is fitted to MG2.
In the previous design MG2 was sped up ~2.5 times in order to downsize it.
At that time its motor pinion became the sun gear for the planetary reducer
that is now removed. One advantage of a sun gear is that as it sits
balanced between the gears of the planetary gearset it is protected from
lateral bearing forces, as the forces from all those gear meshings are
neutralised from top, below and the sides. When there is just a single point
take-off as is now then this puts lateral pressure both on the motor bearing
and on the bearing at the other side of the pinion. That there is some
overhang on the pinion shaft because of its length can be observed.

Not much more to be writ, there has been no rebuttal over the Virtual Power
operation of the Prius and I take it that no-one has been offended by my
description thereof.

Posted by: T2 (https://profile.typepad.com/6p010536d2a5df970c) | 21

October 2015 at 02:29 PM (https://www.greencarcongress.com/2015/10
/20151013-

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Top
@T2,
I'm glad that we're on agreement on the functioning details of the new Prius.
Thanks for the wealth of information and your careful analysis on the HSD.

The beauty behind the elegantly simple Prius' new HSD transaxle design is
in its reliability, with very few part to fail and to replace. I've heard that the
mechanical CVT in many Nissan models aren't so reliable. Toyota is able to
achieve both very high efficiency and very high reliability and durability at
the same time. The final-drive pinion gear is big and robust, so should be
quite durable.

Posted by: Roger Pham (https://profile.typepad.com/rogerpham) | 22

October 2015 at 12:21 AM (https://www.greencarcongress.com/2015/10
/20151013-
prius.html?cid=6a00d8341c4fbe53ef01b8d16b3ac0970c#comment-
6a00d8341c4fbe53ef01b8d16b3ac0970c)

The comments to this entry are closed.

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