Toyota Prius 2004 Hybrid Electric Drive System Interim PDF Manual
Laboratory tests were conducted to evaluate the electrical and mechanical performance of the 2004 Toyota Prius and its hybrid electric drive system. As a hybrid vehicle, the 2004 Prius uses both a gasoline-powered internal combustion engine and a battery-powered electric motor as motive power sources. Innovative algorithms for combining these two power sources results in improved fuel efficiency and reduced emissions compared to traditional automobiles. Initial objectives of the laboratory tests were to measure motor and generator back-electromotive force (emf) voltages and determine gearbox-related power losses over a specified range of shaft speeds and lubricating oil temperatures. Follow-on work will involve additional performance testing of the motor, generator, and inverter. Information contained in this interim report summarizes the test results obtained to date, describes preliminary conclusions and findings, and identifies additional areas for further study.
1. INTRODUCTION
The 2004 Toyota Prius is a hybrid automobile equipped with a gasoline engine and a battery-powered electric motor. Both of these motive power sources are capable of providing mechanical drive power for the vehicle. The engine can deliver a peak power output of 57 kilowatts (kW) at 5000 revolutions per minute (rpm) while the motor can deliver a peak power output of 50 kW at 1300 rpm. Together, this engine-motor combination has a specified peak power output of 82 kW at a vehicle speed of 85 kilometers per hour (km/h). In operation, the 2004 Prius exhibits superior fuel economy compared to conventionally powered automobiles.
To acquire knowledge and thereby improve understanding of the propulsion technology used in the 2004 Prius, laboratory tests were conducted to evaluate the electrical and mechanical characteristics of the 2004 Prius and its hybrid electric drive system. This testing was undertaken by the Oak Ridge National Laboratory (ORNL) as part of the U.S. Department of Energy (DOE) – Energy Efficiency and Renewable Energy (EERE) FreedomCAR and Vehicle Technologies (FCVT) Program through its vehicle systems technologies subprogram. The Hybrid Electric Vehicle (HEV) program officially began in 1993 as a five-year cost-shared partnership between DOE and American auto manufacturers: General Motors, Ford, and
DaimlerChrysler. They committed to produce production-feasible HEV propulsion systems by 1998, first-generation prototypes by 2000, and market-ready HEVs by 2003.
Currently, HEV research and development is conducted by DOE through its FCVT Program. The mission of the FCVT program is to develop more energy efficient and environmentally friendly highway transportation technologies. Program activities include research, development, demonstration, testing, technology validation, and technology transfer. These activities are aimed at developing technologies that can be domestically produced in a clean and cost-competitive manner. The vehicle systems technologies subprogram, which is one of four subprograms under the FCVT program, supports the efforts of the FreedomCAR through a three-phase approach intended to:
• Identify overall propulsion and vehicle-related needs by analyzing programmatic goals and reviewing industry’s recommendations and requirements, then develop the appropriate technical targets for systems, subsystems, and component research and development activities;
• Develop and validate individual subsystems and components, including electric motors, emission control devices, battery systems, power electronics, accessories, and devices to reduce parasitic losses; and
• Determine how well the components and subsystems work together in a vehicle environment or as a complete propulsion system and whether the efficiency and performance targets at the vehicle level have been achieved. Evaluation of the 2004 Prius and its hybrid electric drive system involved both vehicle-level and component-level performance testing. Vehicle-level testing is being conducted at the Advanced Powertrain Research Facility (APRF) located at the Argonne National Laboratory (ANL), 9700 S. Cass Avenue, Argonne, Illinois. The APRF is a multi-dynamometer vehicle test facility capable of testing conventional and hybrid vehicle propulsion systems and vehicles. Component-level testing is being conducted by ORNL at its Power Electronics and Electric Machinery Research Center (PEEMRC). The PEEMRC is a broad-based research center for power electronic inverters and electric machinery (motor) development. Located in the recently constructed National User Facility known as the National Transportation Research Center (NTRC), the PEEMRC has more than 9000 square feet of space for developing and building the next generation prototypes of inverters, rectifiers, and electric machine technology.
This interim report summarizes vehicle-level and component-level test results obtained to date for the 2004 Prius and various electrical and mechanical components of its hybrid electric drive system. The primary objective of these tests was to characterize the electrical and mechanical performance of the 2004 Prius. Information about the 2004 Prius and its technical design features are presented in Chapter 2 to serve as a
foundation for subsequent discussions about the various components of the hybrid electric drive system that were tested. Laboratory test results are summarized in Chapter 3. They include electrical and mechanical data that have been acquired to date at ANL and ORNL. The objectives of these tests were to characterize the functional performance of the hybrid electric drive system and to understand the design methodology used in the construction of the various system components — specifically the generator, traction motor, and inverter. Information about the inverter and converter is presented in Chapter 4. This information includes discussions about the functional characteristics and control development for the
inverter and converter and a description of inverter modifications that will provide a way to measure current and voltage values at specific locations. Preliminary conclusions and findings based on the acquired test data along with areas of needed research and development are presented in Chapter 5.
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