Hybrid Synergy Drive
The article's lead section may need to be rewritten. (February 2018) |
Hybrid Synergy Drive (HSD), also known as Toyota Hybrid System II, is the brand name of
HSD technology produces a
HSD is a refinement of the original Toyota Hybrid System (THS) used in the 1997 to 2003 Toyota Prius. The second generation system first appeared on the redesigned Prius in 2004. The name was changed in anticipation of its use in vehicles outside the Toyota brand (
Principle
Toyota's HSD system replaces a normal geared
However, a continuously variable transmission allows the driver (or the automobile computer) to effectively select the optimal gear ratio required for any desired speed or power. The transmission is not limited to a fixed set of gears. This lack of constraint frees the engine to operate at its optimal brake-specific fuel consumption. An HSD vehicle will typically run the engine at its optimal efficiency whenever power is needed to charge batteries or accelerate the car, shutting down the engine entirely when less power is required.
Like a
Power flows
In a conventional car design the
The HSD system replaces the geared transmission, alternator, and starter motor with:
- MG1, an AC permanent magnet rotor,[7]used as a motor when starting the ICE and as a generator (alternator) when charging the high voltage battery
- MG2, an AC motor-generator, also having a permanent magnet rotor, used as the primary drive motor and as a generator (alternator), which regeneration power is directed to the high voltage battery. MG2 is generally the more powerful of the two motor-generators
- converters
- Computerized control system and sensors
- HVB, a high voltage battery sources electrical energy during acceleration and sinks electrical energy during regeneration braking
Through the power splitter, a series-parallel full hybrid's HSD system thus allows for the following intelligent power flows:[8]
- Auxiliary power
- HVB -> DC-DC converter -> 12VDC battery
- 12VDC battery -> 12V vehicle electronics
- Engine charge (Recharging and/or heating catalytic converter and/or interior comfort HVAC)
- ICE -> MG1 -> HVB
- Battery or EV drive
- HVB -> MG2 -> wheels
- Engine & motor drive (Moderate acceleration)
- ICE -> wheels
- ICE -> MG1 -> MG2 -> wheels
- Engine drive with charge (Highway driving)
- ICE -> wheels
- ICE -> MG1 -> HVB
- Engine and motor drive with charge (Heavy power situation such as in steep hills)
- ICE -> wheels
- ICE -> MG1 -> HVB
- ICE -> MG1 -> MG2 -> wheels
- Full power or gradual slowing (Maximum power situations)
- ICE -> wheels
- ICE -> MG1 -> MG2 -> wheels
- HVB -> MG2 -> wheels
- B-mode braking
- Wheels -> MG2 ->HVB
- Wheels -> MG1 -> ICE (ECU - Electronic Control Unit - uses MG1 to spin ICE which drains battery – allowing more charge from MG2, and also links ICE to wheels causing "engine braking"; ICE RPM increases when charge level of HVB is too much to accept regen electricity from MG2, or increasing effort from driver pushing the brake pedal)
- Regenerative braking
- wheels -> MG2 -> HVB
- Hard braking
- Front disk/rear drum (rear disk in UK) -> wheels
- All disk -> wheels (2010 and newer, except 2012-current Prius c, which uses front disk, rear drum).
MG1 and MG2
- MG1 (Primary motor-generator): A motor to start the ICE and a generator to generate electrical power for MG2 and to recharge the high voltage traction battery, and, through a DC-to-DC converter, to recharge the 12 volt auxiliary battery. By regulating the amount of electrical power generated (by varying MG1's mechanical torque and speed), MG1 effectively controls the transaxle's continuously variable transmission.
- MG2 (Secondary motor-generator): Drives the wheels and regenerates power for the HV battery energy storage while braking the vehicle. MG2 drives the wheels with electrical power generated by the engine-driven MG1 and/or the HVB. During regenerative braking, MG2 acts as a generator, converting kinetic energy into electrical energy, storing this electrical energy in the battery.
Transmission
The mechanical gearing design of the system allows the mechanical power from the ICE to be split three ways: extra torque at the wheels (under constant rotation speed), extra rotation speed at the wheels (under constant torque), and power for an electric generator. A computer running appropriate programs controls the systems and directs the power flow from the different engine + motor sources. This power split achieves the benefits of a continuously variable transmission (CVT), except that the torque/speed conversion uses an electric motor rather than a direct mechanical gear train connection. An HSD car cannot operate without the computer, power electronics, battery pack, and motor-generators, though in principle it could operate while missing the internal combustion engine. (See: Plug-in hybrid) In practice, HSD equipped cars can be driven a mile or two without gasoline, as an emergency measure to reach a gas station.
An HSD
In Generation 1 and Generation 2 HSDs, MG2 is directly connected to the ring gear, that is, a 1:1 ratio, and which offers no torque multiplication, whereas in Generation 3 HSDs, MG2 is connected to the ring gear through a 2.5:1 planetary gear set,[10] and which, consequently, offers a 2.5:1 torque multiplication, this being a primary benefit of the Generation 3 HSD as it provides for a smaller, yet more powerful MG2. However, a secondary benefit is the MG1 will not be driven into overspeed as frequently, and which would otherwise mandate employing the ICE to mitigate this overspeed; this strategy improves HSD performance as well as saving fuel and wear-and-tear on the ICE.
High voltage battery
The HSD system has two principal battery packs, the High Voltage (HV) battery, also known as the traction battery, and a 12 volt lead-acid battery known as the Low Voltage (LV) battery, which functions as an auxiliary battery. The LV battery supplies power to the electronics and accessories when the hybrid system is turned off and the high-voltage battery main relay is off.[11][12]
The traction battery is a
Like the second generation Prius, the third generation Prius battery pack is made up of the same type of 1.2 volt cells. It has 28 modules of 6 cells for a total nominal voltage of only 201.6 volts. A boost converter is used
to produce 500 volt DC supply voltage for the inverters for MG1 and MG2.
A button labelled "EV" maintains
The following table details the HV battery capacity for several Lexus and Toyota vehicles.[19]
Vehicle | Model Year |
Battery Capacity ( kWh)[19] |
Battery Type | Battery Charge Limit ( kW)[20] |
Battery Discharge Limit ( kW)[21]
| |
---|---|---|---|---|---|---|
Lexus CT 200h |
2011 | 1.3 | NiMH | |||
Lexus ES 300h |
2013 | 1.6 | NiMH | |||
Lexus ES 300h |
2021 | 1.6 | Li-ion | |||
Lexus GS 450h |
2013 | 1.9 | NiMH | |||
Lexus IS 300h |
2013 | 1.6 | NiMH | -28,5 | 24 | |
Lexus LC 500h | 2018 | 1.1 | Li-ion | |||
Lexus LS 600h L |
2008 | 1.9 | NiMH | |||
Lexus RX 450h |
2014 | 1.9 | NiMH | |||
Lexus NX 300h | 2015 | 1.6 | NiMH | -27 | 25,5 | |
Toyota Avalon Hybrid |
2013 | 1.6 | NiMH | |||
Toyota Auris Hybrid |
2014 | 1.3[11] | NiMH | -25 | 21 | |
Toyota Camry Hybrid | 2014 | 1.6 | NiMH | -27 | 25,5 | |
Toyota Camry Hybrid | 2018 | 1.6 / 1.0 | NiMH / Li-ion | |||
Toyota C-HR Hybrid | 2016 | 1.3 | NiMH | -31,9 | 21 | |
Toyota Corolla Hybrid | 2019 | 1.4 / 0.75 | NiMH / Li-ion | -31,9 | 21 | |
Toyota Highlander Hybrid | 2014 | 1.9 | NiMH | |||
Toyota Mirai (FCV) | 2015 | 1.6[22] | NiMH | |||
Toyota Prius | 2010 | 1.3 | NiMH | -25 | 21 | |
Toyota Prius | 2016 | 1.2 / 0.75 | NiMH / Li-ion | -31,9 | 21 | |
Toyota Prius c |
2014 | 0.9 | NiMH | |||
Toyota Prius v |
2014 | 1.3 / 1.0 | NiMH / Li-ion | |||
Toyota Prius PHV |
2014 | 4.4[18] | Li-ion | |||
Toyota Prius Prime |
2016 | 8.8 | Li-ion | |||
Toyota RAV4 | 2015 | 1.6 | NiMH | -27 | 25,5 | |
Toyota RAV4 | 2019 | 1.6 | NiMH (2020- Li-ion) | -38 | 24 | |
Toyota RAV4 Prime | 2020 | 18.1 | Li-ion | |||
Toyota Yaris Hybrid |
2014 | 0.9[23] | NiMH | -17,5 | 15 | |
Toyota Yaris Hybrid |
2020 | 0.76 | Li-ion | -35 | 20 | |
Kijang Innova Zenix Hybrid |
2022 | 1.31 | NiMH |
Operation
The HSD drive works by shunting electrical power between the two motor generators, running off the battery pack, to even out the load on the internal combustion engine. Since a power boost from the electrical motors is available for periods of rapid acceleration, the ICE can be downsized to match only the average load on the car, rather than sized by peak power demands for rapid acceleration. The smaller internal combustion engine can be designed to run more efficiently. Furthermore, during normal operation the engine can be operated at or near its ideal speed and torque level for power, economy, or emissions, with the battery pack absorbing or supplying power as appropriate to balance the demand placed by the driver. During traffic stops the internal combustion engine can even be turned off for even more economy.
The combination of efficient car design, regenerative braking, turning the engine off for traffic stops, significant electrical energy storage and efficient internal combustion engine design give the HSD powered car significant efficiency advantages—particularly in city driving.
Phases of operation
The HSD operates in distinct phases depending on speed and demanded torque. Here are a few of them:
- Battery charging: The HSD can charge its battery without moving the car, by running the engine and extracting electrical power from MG1. The power gets shunted into the battery, and no torque is supplied to the wheels. The onboard computer does this when required, for example when stopped in traffic or to warm up the engine and catalytic converter after a cold start.
- Engine start: To start the engine, power is applied to MG1 to act as a starter. Because of the size of the motor generators, starting the engine is relatively fast and requires relatively little power from MG1. Additionally, the conventional starter motorsound is not heard. Engine start can occur while stopped or moving.
- Reverse gear (equivalent): There is no reverse gear as in a conventional gearbox: the computer reverses the phase sequence to AC motor-generator MG2, applying negative torque to the wheels. Early models did not supply enough torque for some situations: there have been reports of early Prius owners not being able to back the car up steep hills in San Francisco. The problem has been fixed in recent models. If the battery is low, the system can simultaneously run the engine and draw power from MG1, although this will reduce available reverse torque at the wheels.
- Neutral gear (equivalent): Most jurisdictions require automotive transmissions to have a neutral gear that decouples the engine and transmission. The HSD "neutral gear" is achieved by turning the electric motors off. Under this condition, the planetary gear is stationary (if the vehicle wheels are not turning); if the vehicle wheels are turning, the ring gear will rotate, causing the sun gear to rotate as well (the engine inertia will keep the carrier gear stationary unless the speed is high), while MG1 is free to rotate while the batteries do not charge. The owners manual[24] warns that Neutral gear will eventually drain the battery, resulting in "unnecessary" engine power to recharge batteries; a discharged battery will render the vehicle inoperable.
- EV operation: At slow speeds and moderate torques the HSD can operate without running the internal combustion engine at all: electricity is supplied only to MG2, allowing MG1 to rotate freely (and thus decoupling the engine from the wheels). This is popularly known as "Stealth Mode". Provided that there is enough battery power, the car can be driven in this silent mode for some miles even without gasoline.
- Low gear (equivalent): When accelerating at low speeds in normal operation, the engine turns more rapidly than the wheels but does not develop sufficient torque. The extra engine speed is fed to MG1 acting as a generator. The output of MG1 is fed to MG2, acting as a motor and adding torque at the driveshaft.
- High gear (equivalent): When cruising at high speed, the engine turns more slowly than the wheels but develops more torque than needed. MG2 then runs as a generator to remove the excess engine torque, producing power that is fed to MG1 acting as a motor to increase the wheel speed. In steady state, the engine provides all of the power to propel the car unless the engine is unable to supply it (as during heavy acceleration, or driving up a steep incline at high speed). In this case, the battery supplies the difference. Whenever the required propulsion power changes, the battery quickly balances the power budget, allowing the engine to change power relatively slowly.
- brakeson HSD vehicles are undersized compared to brakes on a conventional car of similar mass and last significantly longer.
- Engine braking: The HSD system has a special transmission setting labelled 'B' (for Brake), that takes the place of a conventional automatic transmission's 'L' setting, providing engine braking on hills. This can be manually selected in place of regenerative braking. During braking, when the battery is approaching potentially damaging high charge levels, the electronic control system automatically switches to conventional engine braking, drawing power from MG2 and shunting it to MG1, speeding the engine with throttle closed to absorb energy and decelerate the vehicle.
- Electric boost: The battery pack provides a reservoir of energy that allows the computer to match the demand on the engine to a predetermined optimal load curve, rather than operating at the torque and speed demanded by the driver and road. The computer manages the energy level stored in the battery, so as to have capacity to absorb extra energy where needed or supply extra energy to boost engine power.
Performance
The
The
The HSD mileage boost depends on using the gasoline engine as efficiently as possible, which requires:
- extended drives, especially in winter: Heating the internal cabin for the passengers runs counter to the design of the HSD. The HSD is designed to generate as little waste heat as possible. In a conventional car, this waste heat in winter is usually used to heat the internal cabin. In the Prius, running the heater requires the engine to continue running to generate cabin-usable heat. This effect is most noticeable when turning the climate control (heater) off when the car is stopped with the engine running. Normally the HSD control system will shut the engine off as it is not needed, and will not start it again until the generator reaches a maximum speed.
- moderate acceleration: Because hybrid cars can throttle back or completely shut off the engine during moderate, but not rapid, acceleration, they are more sensitive than conventional cars to driving style. Hard acceleration forces the engine into a high-power state while moderate acceleration keeps the engine in a lower power, high efficiency state (augmented by battery boost).
- gradual braking: Regenerative brakes re-use the energy of braking, but cannot absorb energy as fast as conventional brakes. Gradual braking recovers energy for re-use, boosting mileage; hard braking wastes the energy as heat, just as for a conventional car. Use of the "B" (braking) selector on the transmission control is useful on long downhill runs to reduce heat and wear on the conventional brakes, but it does not recover additional energy.[25] Constant use of "B" is discouraged by Toyota as it "may cause decreased fuel economy" compared to driving in "D".[26]
Most HSD systems have batteries that are sized for maximal boost during a single acceleration from zero to the top speed of the vehicle; if there is more demand, the battery can be completely exhausted, so that this extra torque boost is not available. Then the system reverts to just the power available from the engine. This results in a large decline in performance under certain conditions: an early-model Prius can achieve over 90 mph (140 km/h) on a 6 degree upward slope, but after about 2,000 feet (610 m) of altitude climb the battery is exhausted and the car can achieve only 55–60 mph on the same slope.[citation needed] (until the battery is recharged by driving under less demanding circumstances)
Prius Platform Generations
The design of the Toyota Hybrid System / Hybrid Synergy Drive has now had five generations since the original 1997 Japanese-market Toyota Prius. The power train has the same basic features, but there have been a number of significant refinements.
The schematic diagrams illustrate the paths of power flow between the two electric motor-generators MG1 & MG2, the Internal Combustion Engine (ICE), and the front wheels via the
There has been a continuous, gradual improvement in the specific capacity of the traction battery. The original Prius used shrink-wrapped 1.2 volt D cells, and all subsequent THS/HSD vehicles have used custom 7.2 V battery modules mounted in a carrier.
Called Toyota Hybrid System for initial Prius generations, THS was followed by THS II in the 2004 Prius, with subsequent versions termed Hybrid Synergy Drive. The Toyota Hybrid System relied on the voltage of the battery pack: between 276 and 288 V. The Hybrid Synergy Drive adds a
Hybrid Synergy Drive (HSD)
Although not part of the HSD as such, all HSD vehicles from the 2004 Prius onwards have been fitted with an electric air-conditioning compressor, instead of the conventional engine-driven type. This removes the need to continuously run the engine when cabin cooling is required. Two
In 2005, vehicles such as the Lexus RX 400h and Toyota Highlander Hybrid added four-wheel drive operation by the addition of a third electric motor ("MGR") on the rear axle. In this system, the rear axle is purely electrically powered, and there is no mechanical link between the engine and the rear wheels. This also permits regenerative braking on the rear wheels. In addition, the motor (MG2) is linked to the front wheel transaxle by means of a second
In 2006 and 2007, a further development of the HSD drivetrain, under the Lexus Hybrid Drive name, was applied on the Lexus GS 450h / LS 600h sedans. This system uses two clutches (or brakes) to switch the second motor's gear ratio to the wheels between a ratio of 3.9 and 1.9, for low and high speed driving regimes respectively. This decreases the power flowing from MG1 to MG2 (or vice versa) during higher speeds. The electrical path is only about 70% efficient, thus decreasing its power flow while increasing the overall performance of the transmission. The second planetary gearset is extended with a second carrier and sun gear to a ravigneaux-type gear with four shafts, two of which can be held still alternatively by a brake/clutch. The GS 450h and LS 600h systems utilized rear-wheel drive and all-wheel drive drivetrains, respectively, and were designed to be more powerful than non-hybrid versions of the same model lines,[2][3] while providing comparable engine class efficiency.[28]
Third Generation
Toyota CEO Katsuaki Watanabe said in a February 16, 2007 interview that Toyota was "aiming at reducing, by half, both the size and cost of the third-generation HSD system".[29] The new system will feature
Fourth Generation
On October 13, 2015 Toyota made public details of the Fourth Generation Hybrid Synergy Drive to be introduced in the 2016 model year. The transaxle and traction motor have been redesigned, delivering a reduction in their combined weight. The traction motor itself is considerably more compact and gains a better power-to-weight ratio. Notably there is a 20 percent reduction in mechanical losses due to friction compared to the previous model. The Motor Speed Reduction Device (a second planetary gear set found only in the Third Generation P410 and P510 transaxles), and which connects the traction motor directly to the Power Split Device, and thereafter to the wheels, has been replaced with parallel gears on the Fourth Generation P610 transaxle. The 2012– Prius c retains the P510 transaxle. The P610 transaxle employs helical gears rather than the straight-cut spur gears employed in the earlier transaxles, and which run more smoothly and quietly, while also accommodating higher mechanical loads.
With the Fourth Generation HSD, Toyota is also offering a four-wheel drive option, dubbed "E-Four", in which the rear traction motor is electronically controlled, but is not mechanically coupled to the front inverter. In fact, the "E-Four" system has its own rear inverter, although this inverter draws power from the same hybrid battery as the front inverter. "E-Four" began being offered in Prius models in the United States in the 2019 model year. "E-Four" is an integral part of the RAV4 Hybrid models offered in the United States, and all such RAV4 Hybrids are "E-Four" only.
List of vehicles with HSD technology
The following is a list of vehicles with Hybrid Synergy Drive and related technologies (Toyota Hybrid System):
- Toyota Prius
- Generation 1: December 1997–October 2003
- Generation 2: October 2003–late 2009
- Generation 3: Late 2009–late 2015
- Generation 4: Late 2015–2022
- Generation 5: Early 2023-current
- Toyota Estima Hybrid
- June 2001–December 2005
- June 2006–present
- Toyota Alphard Hybrid
- July 2003 – March 2008
- September 2011–present
- Lexus RX 400h / Toyota Harrier Hybrid (March 2005–present)
- Toyota Highlander/Kluger Hybrid
- with THS I: July 2005–September 2008
- with THS II: October 2008–present
- Lexus GS 450h (March 2006–present)
- Toyota Camry Hybrid (May 2006–present)
- Lexus LS 600h/LS 600hL (April 2007–present)
- Toyota A-BAT(concept truck)
- Nissan Altima Hybrid (2007–2011)[32]
- Toyota Crown (April 2008–present)
- Lexus RX 450h (2009–present)
- Toyota Sai (2009–2017)
- Lexus HS 250h (2009–present)
- Lexus CT 200h (late 2010–present)
- Toyota Auris (July 2010–2018)
- Toyota Aqua (December 2011–present)
- Toyota Prius c(March 2012–2021)
- Toyota Yaris Hybrid (March 2012–present)
- Toyota Prius V (2012–2021)
- Lexus ES 300h(2012–present)
- Toyota Avalon Hybrid (late 2012–present)
- Toyota Corolla Axio (August 2013–present)
- Toyota Corolla Fielder (August 2013–present)
- Toyota Crown Majesta (2013–2018)
- Lexus IS 300h(2013–present)
- Lexus GS 300h(2013–present)
- Toyota RAV4 Hybrid (2015–present)
- Lexus NX 300h (2015–present)
- Lexus RC 300h (2015–present)
- Toyota Sienta Hybrid (2015–present)
- Toyota C-HR Hybrid (2016–present)
- Lexus LC 500h (2018)
- Toyota Corolla Hybrid (2018–present)
- Subaru Crosstrek Hybrid (2019–present)[33][34][35]
- Toyota Sienna Hybrid (2020–present)
- Toyota Corolla Cross Hybrid (2020–present)
- Toyota Urban Cruiser Hyryder/Suzuki Grand VitaraHybrid (2022–present)
- Toyota InnovaHybrid (2022–present)
Patent issues
Antonov
As of autumn 2005, the Antonov Automotive Technology BV Plc company has sued Toyota, the Lexus brand mother company, over alleged patent infringement relating to key components in the RX 400h's drivetrain and the Toyota Prius hybrid compact car. The case has been pending in secret since April 2005, but settlement negotiations did not bring a mutually acceptable result. Antonov eventually took legal recourse in the German court system, where decisions are usually made relatively swiftly. The patent holder seeks to impose a levy on each vehicle sold, which could make the hybrid SUV less competitive. Toyota fought back by seeking to officially invalidate Antonov's relevant patents. The court motion in Microsoft Word document format can be read here.[36]
On 1 September 2006 Antonov announced that the Federal Patent Court in Munich has not upheld the validity of the German part of Antonov's patent (EP0414782) against Toyota. A few days later, a court in Düsseldorf had ruled that the Toyota Prius driveline and the Lexus RX 400h driveline do not breach the Antonov hybrid CVT patent.[37]
Ford
Ford Motor Company independently developed a system with key technologies similar to Toyota's HSD technology in 2004. As a result, Ford licensed 21 patents from Toyota in exchange for patents relating to emissions technology.[38]
Paice
Paice LLC received a patent for an improved hybrid vehicle with a controllable torque transfer unit (US patent 5343970, Severinsky; Alex J., "Hybrid electric vehicle", issued 1994-09-06) and has additional patents related to hybrid vehicles. In 2010 Toyota agreed to license Paice's patents; terms of the settlement were not disclosed.[39] In the settlement "The parties agree that, although certain Toyota vehicles have been found to be equivalent to a Paice patent, Toyota invented, designed and developed the Prius and Toyota’s hybrid technology independent of any inventions of Dr. Severinsky and Paice as part of Toyota’s long history of innovation".[40] Paice earlier entered into an agreement with Ford for the license of Paice's patent.[41]
Comparison with other hybrids
In 2010, Toyota and Mazda announced a supply agreement for the hybrid technology used in Toyota's Prius model.[44]
In contrast, Honda's Integrated Motor Assist uses a more traditional ICE and transmission where the flywheel is replaced with an electric motor, thereby retaining the complexity of a traditional transmission.
Aftermarket
Some early non-production
See also
- Comparison of Toyota hybrids
- Mild hybrid
- Hybrid car
- Inverter (electrical)
- Insulated Gate Bipolar Transistor
- Variable-frequency drive
- Global Hybrid Cooperation
- Integrated Motor Assist
- List of hybrid vehicles
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- ^ All electric motors with excited fields, either by a (separately-excited) electro–magnet rotor or a (integrally-excited) permanent–magnet rotor, can be used as generators (and vice versa), so the term motor–generator is normally used only when the same device is being used for both purposes, although not simultaneously.
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- ^ In 2007 and later Camrys, this ratio is 2.636, and in 2010 and later Priuses, this ratio is 2.478, for an average ratio of roughly 2.5
- ^ Wrocław University of Technology. Retrieved 2014-11-22. See Auris HSD specs in pp.17: 201.6V x 6.5Amp/hr = 1.310kWh
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- ^ Based on Min a Max values from Hybrid Assistant App (High Voltage Battery Statistics)
- ^ Based on Min a Max values from Hybrid Assistant App (High Voltage Battery Statistics)
- ^ Wayne Cunningham (2014-11-19). "Toyota Mirai: The 300-mile zero-emission vehicle". CNET. Retrieved 2014-11-21. The Mirai has a 245-volt nickel-metal hydride battery pack, similar to that in the Camry Hybrid. 245V x 6.5Amp/hr = 1.59kWh
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Developed the HD-10 proprietary hybrid drive "dual system" for use in the Ford Escape Hybrid
- ^ "Ford Fleet – Showroom – Cars – 2010 Fusion Hybrid". Ford Motor Company. Retrieved 2011-03-09.
- ^ "TMC and Mazda Agree to Hybrid System Technology License" (PDF) (Press release). Toyota & Mazda. 2010-03-29. Retrieved 2010-03-29.
- ^ "Determination of Viability Summary: General Motors Corporation" (PDF). 2009-03-30. Archived from the original (PDF) on 2009-04-07. Retrieved 2009-12-03.
External links
- HSD explanation at HowStuffWorks
- Planetary Gear explanation at HowStuffWorks
- Hybrid Synergy Drive movie from Toyota Archived 2006-05-17 at the Wayback Machine
- Evaluation of the 2010 Toyota Prius Hybrid Synergy Drive System
- Animation showing how HSD works Archived 2011-07-22 at the Wayback Machine
- Power Split Device Animation showing
- MG1 and the MG2