Hybrid Transmission

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).
Generator Motor
THS II also reduces friction loss by about
Engine
30% by using ball bearings in the transmission
and low-friction.

Power Split Device Sun gear

Pinion
gear
(generator) Ring gear
The power split device uses a planetary (motor/power shaft)
gear. The rotational shaft of the planetary carrier Planetary carrier
inside the gear mechanism is directly linked to (engine)
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 Planetary 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.

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Actions of the Engine, the Generator Colinear graphing of planetary gear relationships

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.

Motor rpm
Generator rpm Engine rpm (vehicle speed)
Higher maximum rpm

Sun gear Carrier Ring gear

A linear relationship always exists between rotations per

minute of the various gears on the vertical axis.

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Engine
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 High expansion ratio conceptual diagram

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

Engine cross-sectional view

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.

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 In conventional engines, because the compression VVT-i valve timing (conceptual diagram)
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 Performance curve
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 Combustion chamber shape

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.

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System Control
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 control (conceptual diagram)

THS II SYSTEM CONTROL

Accelerator
Engine output
Engine
Vehicle
speed

Air
conditioner
Drive
Generator wheels
Shift lever
position

Brakes Motor output

Motor

Battery Regeneration

Immobilizer
Smart key system

Power
supply

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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 Engine operating range
motor only or to start the engine and run the vehicle using engine
power. Engine operating range

When first started, the vehicle begins to operate using the Good
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
Torque

running condition that will produce the highest efficiency for Fuel
producing this energy and sends an rpm instruction to the engine.
efficiency
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 Poor
the charging requirement of the battery. By optimizing this engine
power control, THS II has advanced energy management for the Engine rpm
entire vehicle and has achieved improved fuel efficiency.

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Driving Control Driving power performance

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

Driving power
generator rpm, THS II has made it possible to use the engine’s
maximum power starting at slower speeds than was possible with Battery Motor
the current THS. It has also made it possible to significantly increase
the maximum drive power by using a high-voltage, high-output motor
Generator Motor
that successfully improves power performance. Because the engine
has no transmission and uses a combination of the direct driving power Direct drive from engine
from the engine and the motor's driving power derived from electrical
Running resistance
conversion, it can control the driving power by seamlessly responding
Vehicle speed
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.)
THS II drive power (conceptual diagram)
Additionally, the time required to start the engine during
acceleration from motor-only drive has been reduced by 40%, greatly
Motor
improving the acceleration response. In order to eliminate shock during Battery drive
engine start-up, the generator also precisely controls the stopping Engine power

position of the engine’s crank. To ensure that the vehicle’s driving Drive
Gen- power
power is not affected even when a large load is applied, e.g., when erator

the air-conditioner is turned on, precise driving power correction control Direct drive
from engine
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.

Improved regenerative braking

THS THS II

Brake Brake
pedal pedal
depression depression

Regenerative Regenerative
braking braking

ECB effect
Hydraulic
Braking braking Braking Expanded
power power regenerative
range
Hydraulic
braking

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THS II’s Torque-on-Demand Control
Torque-on-Demand 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.

Motor traction control

Wheel-speed behavior at start-up on a snowy road

Speed (km/h) / Accelerator depression (%)

Accelerator depression

Drive-wheel speed
without control (slippage) Drive-wheel speed With control

Vehicle speed

Time (seconds)

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Output Enhancement
Raising output through acceleration and environmental performance compatibility

Acceleration Performance

INCREASED OUTPUT System output comparison (TMC data)

Increasing the motor performance and
raising the control voltage to 500V have improved
THS II
the maximum output of the motor by 1.5 times from

Drive shaft output (kW)

33kW to 50kW. Coupled with this improvement,
an increase in the maximum revolution of the THS

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
Vehicle speed (km/h)
range, the engine, which is capable of faster
revolutions and higher output, has boosted the
system output.

BETTER ACCELERATION PERFORMANCE Acceleration performance (TMC data)

Especially as a result of improvements in

Acceleration from start
output in the low to medium speed range, both
at-start acceleration performance and overtaking THS Prius (1.5l)

acceleration performance have drastically

THS II Prius (1.5l)
improved. A performance level that exceeds that
of a 2.0-liter gasoline engine vehicle has been Allion (2,0l)
achieved. High response and smooth acceleration
based on the high-output motor have been
(seconds)
improved, further advancing the hybrid driving
experience. Acceleration when overtaking

THS Prius (1.5l)

THS II Prius (1.5l)

Allion (2,0l)

(seconds)

Acceleration sensation 50km/h —

> 80km/h

Good Shock-free & Continuous

responsiveness seamless power
Acceleration (G)

Vehicle with
THS II

Current
Prius
2.4l Camry with 4-speed
automatic transmission

(seconds)
Elapsed time

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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).

Other
Engine
Contribution to energy efficiency
Transaxle
Regen-
Energy eration
Electrical efficiency
improve-
ment
Accessories
Fuel efficiency(%) x Vehicle efficiency(%) = Overall efficiency(%)
Control
Overall efficiency

Fuel Vehicle
efficiency efficiency Overall efficiency (%)
(well-to-tank) (tank-to-wheel) (well-to-wheel)
(%) (%) 40
Recent
gasoline car
Prius
(before
improvement)
Prius
(after
improvement)

Prius with
THS II

Toyota FCHV Natural

gas-H2

FCHV (target)

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

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In-house Development and Production
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.

SOURCES OF MAJOR COMPONENTS

Engine Toyota Kamigo Plant

Motor & generator Toyota Honsha Plant

Power split device Toyota Honsha Plant

Power control unit

(electronic parts) Toyota Hirose Plant

Panasonic EV Energy – a joint venture of TMC

Battery and Matsushita Electric Industrial Co., Ltd.

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Specifications of New Hybrid System

Specifications of new hybrid system

Item THS II THS
1.5 L gasoline (high-
Type expansion 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

Type Synchronous AC motor

Maximum output in
Motor kw (Ps)/rpm 50 (68)/1,200-1,540 33 (45)/1,040-5,600
Maximum torque in 350(35.7)/0-400
N-m (kg m)/rpm 400(40.8)/0-1,200
Maximum output in
kW (Ps)/vehicle speed km/h 82(113)/85 or higher 74 (101)/120 or higher
Output at 85km/h in
kW (PS) 82 (113) 65 (88)
System*
Maximum torque in
N-m (kg m)/vehicle speed km/h 478(48.7)/22 or lower 421 (42.9)/11 or lower
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)

Cross-sectional view

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 www.toyota.co.jp

Compiled by: Toyota Motor Corporation, Public Affairs Division

4-8 Koraku 1-chome, Bunkyo-ku, Tokyo, 112-8701 Japan
May 2003