SEMENAR REPORT ON

TOYOTA HYBRID SYSTEM-II

Fusion between an internal combustion engine
and electric motor
Submitted by:
Nigamananda Jena
Roll No:25330
Regd No: 0601105136
Under The Guidance of Prof. S.K. Senapati

Department of Mechanical Engineering

Indira Gandhi Institute of Technology, Sarang
 TOYOTA HYBRID SYSTEM-II
Fusion between an internal combustion engine
and electric motor

ABSTRACT
Automobiles of the future must increase both environmental and safety
performance, while significantly increasing the all-important motor vehicle characteristic of
being fun to drive. To achieve superior driving performance, which is the basis for driving
enjoyment, the conventional approach has been to increase output and torque by increasing
engine displacement or using supercharging. However, this approach decreases fuel efficiency,
making it difficult to achieve compatibility of environmental performance and power. In other
words, fuel efficiency and power are in a trade-off relationship. By using the Toyota Hybrid
System (THS), the Prius was able to escape the inevitability of this relationship in a paradigm
shift. The goal of the Hybrid Synergy Drive concept is to achieve compatibility of high levels of
both environmental performance and power. The newly developed hybrid system, THS II,
targets both greater power and improved motor power transmission efficiency, advancing
energy management control for the entire vehicle. As a result, Hybrid Synergy Drive has been
developed, which markedly increases power performance, improves acceleration performance,
and at the same time achieves the highest degree of environmental performance in the world.

Nigamananda Jena
Roll No:25330
Regd No: 0601105117
Mechanical Engineering

Under the Guidance of Prof. S.K. Senapati

TOYOTA HYBRID SYSTEM-II

 Fusion between an internal combustion engine
and electric motor

Automobile hybrid systems combine two motive power sources, such as an internal combustion engine and an
electric motor, to take advantage of the benefits provided by these power sources while compensating for each
other's shortcomings, resulting in highly efficient driving performance. Although hybrid systems use an electric
motor, they do not require external charging, as do electric vehicles.

Characteristics of Hybrid Systems

Hybrid systems possess the following four characteristics:

1) Energy-loss reduction
The system automatically stops the idling of the engine (idling stop), thus reducing the energy that would
normally be wasted.

2) Energy recovery and reuse

The energy that would normally be wasted as heat during deceleration and braking is recovered as electrical
energy, which is then used to power the starter and the electric motor.

3) Motor assist
The electric motor assists the engine during acceleration.

4) High-efficiency operation control

The system maximizes the vehicle's overall efficiency by using the electric motor to run the vehicle under
operating conditions in which the engine's efficiency is low and by generating electricity under operating
conditions in which the engine's efficiency is high.

The series/parallel hybrid system has all of these characteristics and therefore provides both superior fuel
efficiency and driving performance.

Hybrid system comparison

Fuel economy improvement Driving performance

High-
Energy efficiency Total Continuous
Idling stop Acceleration
recovery operation efficiency high output
control
Series
Parallel
Series/parallel
 
Excellent  Superior  Somewhat unfavorable
3 types of Hybrid Systems
The following three major types of hybrid systems are being used in the hybrid vehicles currently on the
market:

1) Series hybrid system

The engine drives a generator, and an electric motor uses this generated
electricity to drive the wheels. This is called a series hybrid system
because the power flows to the wheels in series, i.e., the engine power
and the motor power are in series. A series hybrid system can run a
small-output engine in the efficient operating region relatively steadily,
generate and supply electricity to the electric motor and efficiently
charge the battery. It has two motors-a generator (which has the same
structure as an electric motor) and an electric motor. This system is being
used in the Coaster Hybrid.

2) Parallel hybrid system

In a parallel hybrid system, both the engine and the electric motor drive
the wheels, and the drive power from these two sources can be utilized
according to the prevailing conditions. This is called a parallel hybrid
system because the power flows to the wheels in parallel. In this system,
the battery is charged by switching the electric motor to act as a
generator, and the electricity from the battery is used to drive the wheels.
Although it has a simple structure, the parallel hybrid system cannot
drive the wheels from the electric motor while simultaneously charging
the battery since the system has only one motor.

3) Series/parallel hybrid system

This system combines the series hybrid system with the parallel hybrid
system in order to maximize the benefits of both systems. It has two
motors, and depending on the driving conditions, uses only the electric
motor or the driving power from both the electric motor and the engine,
in order to achieve the highest efficiency level. Furthermore, when
necessary, the system drives the wheels while simultaneously generating
electricity using a generator. This is the system used in the Prius and the
Estima Hybrid.

Engine and Motor Operation in each system

The chart below shows how the ratio of use between engine and motor
differs depending on the hybrid system.

Since a series hybrid uses its engine to generate electricity for the motor to drive the wheels, the engine and
motor do about the same amount of work.

A parallel hybrid uses the engine as the main power source, with the motor used only to provide assistance
during acceleration. Therefore, the engine is used much more than the motor.

In a series/parallel hybrid (THS in the Prius), a power split device divides the power from the engine, so the
ratio of power going directly to the wheels and to the generator is continuously variable. Since the motor can
run on this electric power as it is generated, the motor is used more than in a parallel system.
Ratio of engine and motor operation in hybrid systems (conceptual diagram)

A new-generation hybrid system that seeks enhanced efficiency and greater power

Compatibility of Environmental & Power Performance

Automobiles of the future must increase both environmental and safety performance, while significantly
increasing the all-important motor vehicle characteristic of being fun to drive. To achieve superior driving
performance, which is the basis for driving enjoyment, the conventional approach has been to increase output
and torque by increasing engine displacement or using supercharging. However, this approach decreases fuel
efficiency, making it difficult to achieve compatibility of environmental performance and power. In other
words, fuel efficiency and power are in a trade-off relationship. By using the Toyota Hybrid System (THS), the
Prius was able to escape the inevitability of this relationship in a paradigm shift. The goal of the Hybrid
Synergy Drive concept is to achieve compatibility of high levels of both environmental performance and power.

THS, which is a series parallel hybrid, contains a power split device that splits power into two paths. In one
path, the power from the gasoline engine is directly transmitted to the vehicle's wheels. In the other path
(electrical path), the power from the engine is converted into electricity by a generator to drive an electric motor
or to charge the battery. This unique configuration achieves idling stop, stopping of the gasoline engine while
the vehicle is running, running of the vehicle using the electric motor, motor assist at any speed, and highly
efficient energy regeneration, without using a clutch or transmission. This is achieved through the use of a
motor having large low-speed torque and large output.

The newly developed hybrid system, THS II, targets both greater power and improved motor power
transmission efficiency, advancing energy management control for the entire vehicle. As a result, Hybrid
Synergy Drive has been developed, which markedly increases power performance, improves acceleration
performance, and at the same time achieves the highest degree of environmental performance in the world.
Pursuit of World's Highest Fuel Efficiency

The new hybrid system THS II is based essentially on THS. In a bid for even higher efficiency, the new system
adopts a high-voltage power circuit between the motor and generator, and greatly reduces energy loss during
energy transmission to deliver optimal energy efficiency. THS II significantly increases the use of the electric
motor, and under conditions in which the engine experiences poor efficiency, the engine is stopped and the
vehicle runs using only power from the electric motor. Under conditions in which engine efficiency is high,
THS II operates the engine at optimal fuel efficiency and generates optimum electricity. It also achieves greater
energy regeneration during deceleration and braking, thereby increasing the electricity input/output efficiency,
in pursuit of the world's highest fuel efficiency. In terms of environmental performance, THS II aims to meet
the ATPZEV (Advanced Technology Partial Zero Emission Vehicle) Regulations in California, U.S.A, which
are proposed to go into effect in 2005, the Ultra-Low Emissions Level in Japan, as well as the EURO IV
Regulations, scheduled to go into effect in 2004, thus realizing the world's highest level of clean emissions.

Innovative Hybrid Vehicle Driving Experience

THS II boasts by 1.5 times more power from the motor thanks to a higher rpm of the engine, motor, and
generator. It adopts a high-voltage power circuit and a higher-performance battery for increased power supply.
As a result, the motor power and engine power together provide a more powerful yet smoother running
performance.
Superb coordination between engine and motor

Motor power is used for starting the vehicle. For normal operation, the engine and the motor are optimally
controlled to increase fuel efficiency. When powerful acceleration is needed, the high-output motor and the
engine generate optimum power. This represents further evolution in smooth yet powerful running performance.

System Configuration

All of the major components of THS II have been developed by Toyota on its own. The high-voltage power
circuit, the motor, the generator and the battery have all been designed anew, enabling further evolution of the
hybrid system.
The system consists of two kinds of motive power sources, i.e., a high-efficiency gasoline engine that utilizes
the Atkinson Cycle, which is a high-expansion ratio cycle, as well as a permanent magnet AC synchronous
motor with 1.5 times more output, a generator, high-performance nickel-metal hydride (Ni-MH) battery and a
power control unit. This power control unit contains a high-voltage power circuit for raising the voltage of the
power supply system for the motor and the generator to a high voltage of 500 V, in addition to an AC-DC
inverter for converting between the AC current from the motor and the generator and the DC current from the
hybrid battery. Other key components include a power split device, which transmits the mechanical motive
forces from the engine, the motor and the generator by allocating and combining them. The power control unit
precisely controls these components at high speeds to enable them to cooperatively work at high efficiency.

System Operation

1 Start and low to mid-range speeds

The engine stops when in an inefficient range, such as at start-up and in low to mid-range speeds. The vehicle
runs on the motor alone. (A)
2 Driving under normal conditions
Engine power is divided by the power split device. Some of the power turns the generator, which in turn drives
the motor. (B)
The rest of the power drives the wheels directly. (C)
Power allocation is controlled to maximize efficiency.

3 Sudden acceleration
Extra power is supplied from the battery (A), while the engine and high-output motor provide smooth response
(B+C) for improved acceleration characteristics.

4 Deceleration, braking
The high-output motor acts as a high-output generator, driven by the vehicle's wheels. This regenerative braking
system recovers kinetic energy as electrical energy, which is stored in the high-performance battery. (D)
5 Battery recharging
Battery level is managed to maintain sufficient reserves. The engine drives the generator to recharge the battery
when necessary. (E)

6 At rest
The engine stops automatically.

Greater motor output through increased voltage

High-voltage Power Supply System

High-voltage power circuit

The high-voltage power circuit is a new technology that supports the new THS II system. By providing a newly
developed high-voltage power circuit inside the power control unit, the voltage of the motor and the generator
has been increased from 274V in THS to a maximum of 500V in THS II. As a result, electrical power can be
supplied to the motor using a smaller current, thus contributing to an increase in efficiency.
Power (P) = Voltage (V) x Current (I)

Power, which expresses the work performed by electricity within a given amount of time, is
calculated by multiplying voltage by current. If the power necessary for driving the motor is
held constant, the above formula indicates that doubling the voltage reduces the current by 1/2.

Next, by following Joule's Law (Calorie = Current2 x Resistance), the power loss in terms of calories is reduced
to 1/4 (1/2 Current x 1/2 Current) if the resistance is held constant. The high-voltage power circuit in THS II
increases power by increasing the voltage while keeping the current constant. Furthermore, for the same power
level, increasing the voltage and reducing the current reduces energy loss, resulting in higher efficiency.

Motor

The motor has been developed based on the technologies that Toyota has nurtured while
working on electric vehicles. THS II uses an AC synchronous-type motor, which is a high-
efficiency DC brushless motor with AC current. Neodymium magnets (permanent magnets)
and a rotor made of stacked electromagnetic steel plates form a high-performance motor.
Furthermore, by arranging the permanent magnets in an optimum V-shape, the drive torque
is improved and the output is increased. This, combined with a larger power supply
achieved by an increase in the power supply voltage, has increased power output by
approximately 1.5 times from THS, i.e., to 50 kW from 33 kW, even with a motor of the
same size, producing the highest output per unit of weight and volume in the world.

For motor control, a newly developed over-modulation control system has been added to
the medium-speed range, in addition to the existing low- and high-speed control methods.
By improving the pulse width modification method, the output in the medium-speed range has been increased
by a maximum of approximately 30%.
Generator

Like the motor, the generator is also an AC synchronous type. In order to supply sufficient
power to the high-output motor, the generator is rotated at high speeds, increasing its output.
Measures such as rotor strength enhancement have increased the rpm range for the maximum
possible output from 6,500 (in the conventional type) to 10,000 rpm. This high rpm has
significantly increased the power supply up to the medium-speed range, improving the
acceleration performance in the low/medium-speed. As a result, an optimum combination of a
high-output motor and an engine has been achieved.

Greater motor output through increased voltage

Power Control Unit

The power control unit contains an inverter that converts the DC

from the battery into an AC for driving the motor and a DC/DC
converter for conversion to 12V.

In THS II, a high-voltage power circuit that can increase the

voltage from the power supply to 500V, has been added. Based on
the relationship of Power = Voltage x Current, increasing the
voltage makes it possible to reduce the current, which in turn makes it
possible to reduce the size of the inverter.

Also, because the control circuits have been integrated, the size of the power control unit itself has remained
almost the same as before.

Semiconductor Switching Device (IGBT)

This semiconductor switching device (IGBT: Insulated Gate Bipolar Transistor) boosts the voltage from the
battery and converts the boosted DC power into AC power for driving the motor. Since the current that must be
switched is large, minimizing heat generation is important. Therefore, Toyota has developed a unique transistor
finely tuned down to the crystal level. This device is 20% smaller than the similar device used in THS and has
achieved low heat generation and high efficiency.

Hybrid Battery

In THS II, further enhancements have been made to the compact,

high-performance nickel-metal hydride battery developed for THS.
Having reduced the battery's internal resistance by
improving the electrode material and by using an entirely new
connection structure between (battery) cells, the new battery's
input/output density is 35% better than the battery used in THS,
achieving the highest output density (output per unit of weight)
in the world. To maintain a constant charge, the new battery is
discharged or receives charging energy from the generator and the
motor, and therefore does not require external charging, as do electric vehicles.

Note: The Japanese-market Prius was upgraded in August 2002.

Inverter and Converter

An inverter is a device that converts a direct current (DC) from a battery into an alternating current (AC).
When DC is converted into AC, it can be used to drive an AC motor. In THS II, a DC/DC high-voltage power
circuit has been added in front of the inverter circuit. Because this converter can boost the voltage, the
electrical power increases even at the same current level, resulting in higher output and higher torque for the
motor drive.

Regenerative Braking System

A regenerative braking system is used which, during engine braking and braking using the foot brake, operates
the electric motor as a generator, converting the vehicle's kinetic energy into electrical energy, which is used to
charge the battery. The system is particularly effective in recovering energy during city driving, where driving
patterns of repeated acceleration and deceleration are common. When the footbrake is being used, the system
controls the coordination between the hydraulic brake of the ECB and the regenerative brake and preferentially
uses the regenerative brake, thereby recovering energy even at lower vehicle speeds. Furthermore, by improving
the battery input performance, more energy is recovered.

Additionally, by reducing the friction loss in the drive system, such as in the transmission, the energy that used
to be lost as driving system loss during deceleration is now recovered, significantly increasing the total amount
of recovered energy.

A hybrid transmission that uses Toyota's original power split device

Hybrid Transmission

The hybrid transmission consists of the power split device, the generator, the electric motor and the reduction
gears, etc. The power from the engine is split into two by the power split device. One of the output shafts is
connected to the motor and the wheels while the other is connected to the generator. In this way, the motive
power from the engine is transmitted through two routes, i.e., a mechanical route and an electrical route.

An electronically controlled continuously variable transmission is also provided, which can change speed while
continuously varying the rpm of the engine and the rpm of the generator and the electric motor (in relation to
vehicle speed).

THS II also reduces friction loss by about 30% by using ball bearings in the transmission and low-friction.
Power Split Device

The power split device uses a planetary gear. The

rotational shaft of the planetary carrier inside the
gear mechanism is directly linked to the engine,
and transmits the motive power to the outer ring
gear and the inner sun gear via pinion gears. The
rotational shaft of the ring gear is directly linked to
the motor and transmits the drive force to the
wheels, while the rotational shaft of the sun gear is
directly linked to the generator.

Actions of the Engine, the Generator and the Motor

1) When the vehicle is at rest

The engine, the generator and the motor are stopped.

2) During start-up

The vehicle starts moving using only the motor drive.

3) During acceleration from start

The generator, which also has the function of an engine starter, rotates the sun gear and starts the engine. Once the engine has started, the generator begins
generating electricity, which is used for charging the battery and supplied to the motor for driving the vehicle.

4) During normal driving

For the most part, the engine is used for driving. Electricity generation is basically not necessary.

5) During acceleration

During acceleration from the normal driving state, the engine rpm is increased and, at the same time, the generator begins generating
electricity. Using this electricity and electricity from the battery, the motor adds its driving power, augmenting the acceleration.

Output Enhancement Based on High-Speed Rotation of the Generator

Because the maximum possible rpm of the generator has been

increased, it can draw on higher engine rpm, thereby producing
higher output. As a result, the amount of electricity created by the generator is increased, and this increased
amount feeds the motor, thus leading to an increase in driving power.

The methodical pursuit of fuel efficiency improvement

Using an engine that synergistically works with motor output and achieving high-efficiency operation and
comfortable cruising through the synergistic effect of high-torque motor output

High-Expansion Ratio Cycle

A 1.5-liter engine is used, which achieves high efficiency by using the Atkinson Cycle, one of the most heat-
efficient, high-expansion ratio cycles. Because the expansion ratio ((expansion stroke volume + combustion
chamber volume)/combustion chamber volume) is increased by reducing the volume of the combustion
chamber and the chamber is evacuated only after the explosion force has sufficiently fallen, this engine can
extract all of the explosion energy.

*1 Expansion ratio: (expansion stroke volume + combustion chamber volume)/combustion chamber volume
*2 Compression ratio (compression stroke volume + combustion chamber volume)/combustion chamber
volume

Precise real-time control--sensing the driver's intentions

The system control of THS II maintains the vehicle at its maximum operating efficiency by managing the
energy used by the entire vehicle, which includes the energy for moving the vehicle as well as the energy used
for auxiliary devices, such as the air-conditioner, heaters, headlights and navigation system. The system control
monitors the requirements and operating states of hybrid system components, such as the engine, which is the
source of energy for the entire hybrid vehicle; the generator, which acts as the starter for the engine and
converts the energy from the engine into electricity; the motor, which generates the drive power for running the
vehicle using the electrical energy from the battery; and the battery, which stores the electrical energy generated
through power generation by the motor during deceleration. It also receives braking information being sent via
the vehicle's control network, as well as instructions from the driver, such as the throttle opening and shift lever
position. In other words, the system control of THS II monitors these various energy consumption statuses of
the vehicle in real time and provides precise and fast integrated control so that the vehicle can be operated
safely and comfortably at the highest possible efficiency.
System Start-up and Stop

Like modern jet planes, THS II hybrid vehicles use by-wire control, in which the driver's instructions are
converted into electrical signals (through wires) to be used in integrated control. In by-wire control, system
reliability is the highest control priority. When a smart key sends information indicating that the driver has
gotten inside the vehicle, the system power supply is turned on.

First, whether or not the hybrid computer itself is functioning normally is monitored, and an operational check
is performed before the ignition button is pressed.

When the ignition button is pressed, the system checks whether or not various sensors, the engine, the motor,
the generator and the battery are functioning normally. Then, the switches for the components in the high-
voltage system, such as the motor, the generator and the battery, are turned on, making the vehicle ready to run.
This is the start-up control sequence. When the driver presses the ignition button again before leaving the
vehicle, the components in the high-voltage system are disconnected and, after confirming that such systems are
turned off, the hybrid computer shuts down.

Safety checks are also being carried out while the vehicle is moving, and, based on various types of information
such as changes in driving conditions, the system controls the vehicle so that it can operate in an emergency
mode in the unlikely event of failure in the hybrid system or lack of fuel.

Engine Power Control

Engine power control is the basic control mechanism of THS II for always minimizing the energy consumption
of the entire vehicle.

Based on the vehicle's operating state, how far the driver has depressed the acceleration pedal and the status
signals from the battery computer, energy management control determines whether to stop the engine and run
the vehicle using the electric motor only or to start the engine and run the vehicle using engine power.
When first started, the vehicle begins to operate using the motor unless the temperature is low or the battery
charge is low. To run the vehicle using engine power, the engine is first started by the generator and at the same
time, the system calculates the energy required by the entire vehicle. It then calculates the running condition
that will produce the highest efficiency for producing this energy and sends an rpm instruction to the engine.
The generator then controls the engine revolution to that rpm. The power from the engine is controlled by
taking into account the direct driving power, the motor driving power from electrical generation, the power
needed by the auxiliary equipment and the charging requirement of the battery. By optimizing this engine
power control, THS II has advanced energy management for the entire vehicle and has achieved improved fuel
efficiency.

Driving Control

The driving power of a vehicle with THS II is expressed as the combination of the direct engine driving power
and the motor's driving power. The slower the vehicle's speed, the more the maximum driving power is derived
from the motor's driving power. By increasing the generator rpm, THS II has made it possible to use the
engine's maximum power starting at slower speeds than was possible with the current THS. It has also made it
possible to significantly increase the maximum drive power by using a high-voltage, high-output motor that
successfully improves power performance. Because the engine has no transmission and uses a combination of
the direct driving power from the engine and the motor's driving power derived from electrical conversion, it
can control the driving power by seamlessly responding to the driver's requirements, all the way from low to
high speeds and from cruising with a low power requirement to full-throttle acceleration. (This is known as
torque-on-demand.)

Additionally, the time required to start the engine during acceleration from motor-only drive has been reduced
by 40%, greatly improving the acceleration response. In order to eliminate shock during engine start-up, the
generator also precisely controls the stopping position of the engine's crank. To ensure that the vehicle's driving
power is not affected even when a large load is applied, e.g., when the air-conditioner is turned on, precise
driving power correction control is carried out, achieving smooth and seamless driving performance.

Regenerative-brake Control

In THS II, the newly developed Electronically Controlled Braking System (ECB) controls the coordination
between the hydraulic brake of the ECB and the regenerative brake and preferentially uses the regenerative
brake; it also uses a high-output battery and increases the amount of energy that can be recovered and the range
in which it can be recovered. The system increases overall efficiency and, thus, fuel economy.
THS II's Torque-on-Demand Control

ensures that driving power is provided faithfully according to the driver's wishes under any driving conditions.
THS II has further expanded this concept and has added an enhanced driver assist function, which ensures safe
driving.

1) Motor traction control

In THS, the engine, the generator, the motor and the wheels are linked together via the power split device.
Furthermore, most of the engine power is converted into electrical energy by the generator, and the high-output
and high-response motor drive the vehicle. Consequently, when the vehicle's driving power changes abruptly,
e.g., wheel slippage on icy or other slippery surfaces and wheel locking during braking, a protection control
similar to that used in conventional traction control is used to prevent abrupt voltage fluctuation and revolution
increase of the planetary gear in the power split device. In THS II, we have advanced the parts protection
function further and achieved the world's first motor traction control by utilizing the characteristics of a high-
output, high-response motor. The goal of the motor traction control is to restore traction when wheel slippage
on a snowy road is detected, for example, and inform the driver of the slipping situation. The basic requirement
for safe vehicle operation is firm traction between the tires and the road surface. Motor traction control helps the
driver maintain this state.
2) Uphill Assist Control
This is another driver assist function that is unique to the high-output motor THS II. This function prevents the
vehicle from sliding downward when the brake is released during startup on a steep slope. Because the motor
has a highly sensitive revolution sensor, it responsively senses the angle of the slope and the vehicle's descent
and ensures safety by increasing the motor's torque.

Raising output through acceleration and environmental performance compatibility

Acceleration Performance

Increased output
Increasing the motor performance and raising the control
voltage to 500V have improved the maximum output of the
motor by 1.5 times from 33kW to 50kW. Coupled with this
improvement, an increase in the maximum revolution of the
generator from 6,500 to 10,000 rpm has increased the
electrical power supplied to the motor at low to medium
speeds, thereby increasing the motor output, and significantly
boosted the system output, which also includes the engine's
direct driving power. Furthermore, in the high-speed range, the
engine, which is capable of faster revolutions and higher
output, has boosted the system output.

Better acceleration performance

Especially as a result of improvements in output in the low to medium speed range, both at-start acceleration
performance and overtaking acceleration performance have drastically improved. A performance level that
exceeds that of a 2.0-liter gasoline engine vehicle has been achieved. High response and smooth acceleration
based on the high-output motor have been improved, further advancing the hybrid driving experience.
Improved Environmental Performance

Overall Efficiency
THS II has achieved higher efficiency by improving hybrid energy management control and making
improvements to the regenerative coordinated brake control, both of which are designed to improve the energy
efficiency of the entire vehicle.

When compared in terms of overall efficiency (well-to-wheel efficiency), which indicates the efficiency of the
entire process starting from the fuel manufacturing process, to the driving of a vehicle using that fuel, THS II's
efficiency is striking. Its overall efficiency value has reached a level that exceeds even that of an FCHV (fuel
cell hybrid vehicle), which is highly efficient, representing one step closer to creation of the ultimate eco-car.

Through technology such as that found in THS II, Toyota is working on development to the next step, including
how such technology may apply to FCHVs, with an aim toward achieving even better efficiency.

Emissions
According to Toyota's in-house measurements, the emission level from a vehicle with THS II meets the Ultra-
Low Emissions Level in Japan, as well as the planned zero-emission (ATPZEV) regulations in California,
which are considered to be strictest in the world, and Europe's next-generation regulations (EURO IV).

Fuel efficiency(%) x Vehicle efficiency(%) = Overall efficiency(%)

Note: The Japanese-market Prius was upgraded in August 2002.

*See the pie chart below
    

Atkinson Cycle

A heat cycle engine proposed by James

Atkinson (U.K.) in which compression
stroke and expansion stroke duration can be
set independently. Subsequent improvement
by R. H. Miller (U.S.A.) allowed adjustment
of intake valve opening/closing timing to
enable a practical system (Miller Cycle).
Thermal efficiency is high, but because this
engine does not easily provide high output it
has virtually no practical application unless
used with a supercharger.

In conventional engines, because the compression stroke volume and the expansion stroke volume are nearly
identical, the compression ratio ((compression stroke volume + combustion chamber volume)/combustion
chamber volume) and the expansion ratio are basically identical. Consequently, trying to increase the expansion
ratio also increases the compression ratio, resulting in unavoidable knocking and placing a limit on increases in
the expansion ratio. To get around this problem, the timing for closing the intake valve is delayed, and in the
initial stage of the compression stroke (when the piston begins to ascend), part of the air that has entered the
cylinder is returned to the intake manifold, in effect delaying the start of compression. In this way, the
expansion ratio is increased without increasing the actual compression ratio. Since this method can increase the
throttle valve opening, it can reduce the intake pipe negative pressure during partial load, thus reducing intake
loss.

High Functionality

VVT-i (Variable Valve Timing-intelligent) is used to carefully adjust the intake valve timing according to
operating conditions, always obtaining maximum efficiency. Additionally, the use of an oblique squish compact
combustion chamber ensures rapid flame propagation throughout the entire combustion chamber. High thermal
efficiency, coupled with reductions in both the size and weight of the engine body through the use of an
aluminum alloy cylinder block, and a compact intake manifold, etc., help improve the fuel efficiency.

Output Improvement

The engine's top revolution rate has been increased from the 4,500 rpm in conventional engines to 5,000 rpm,
thereby improving output. Moving parts are lighter, piston rings have lower tension and the valve spring load is
smaller, resulting in reduced friction loss. Furthermore, the increase of 500 rpm produces faster generator
rotation, increasing the driving force during acceleration and further improving fuel efficiency.
 Leading the hybrid evolution through in-house development and production

Production Technology

Based on Toyota's corporate philosophy of internally developing core technologies, we have positioned the
engine and the power split device, which form the basis of THS II, as well as electrical and electronic parts such
as the generator and the power control unit, as the core units essential to the new system and have developed
and are producing these core parts in-house.

By undertaking the development and production of motors and electronic parts in-house, which was unheard of
for an automaker, Toyota brought the world's first hybrid vehicle to market and plans to play a leading role in
the evolution of hybrid vehicles.

For example, in terms of production technology, we are working on improving the insulation performance of
motors that run on high voltage, developing semiconductor transistor (IGBT) technology that supports large
inverter output and improving soldering technologies to increase heat dissipation. The accumulation of these
technologies is what has made THS II possible.

Specifications of new hybrid system

  Item THS II THS

1.5 L gasoline (high-expansion
Type
ratio cycle)
Engine
Maximum output in kw (Ps)/rpm 57 (78)/5,000 53 (72)/4,500
Maximum torque in N-m (kg m)/rpm 115 (11.7)/4,200 115 (11.7)/4,200
Motor Type Synchronous AC motor
 Maximum output in kw (Ps)/rpm 50 (68)/1,200-1,540 33 (45)/1,040-5,600
Maximum torque in N-m (kg m)/rpm 400(40.8)/0-1,200 350(35.7)/0-400
Maximum output in kW (Ps)/vehicle
82(113)/85 or higher 74 (101)/120 or higher
speed km/h
Output at 85km/h in kW (PS) 82 (113) 65 (88)
System*
Maximum torque in N-m (kg m)/vehicle
478(48.7)/22 or lower 421 (42.9)/11 or lower
speed km/h
Torque at 22km/h in N-m (kg m) 478 (48.7) 378 (38.5)
Battery Type Nickel-metal hydride

*Maximum combined engine and hybrid battery output and torque constantly available within a specified
vehicle speed range (Toyota in-house testing)