HEVs as Environmental Friendly Vehicles The 4th FEALAC Working Group Battery Inverter Generator Motor/ Generator Engine The 4th FEALAC Working Group on Science and Technology 29 - 30 June 2006, Bangkok Nobuo IWAI　 Japan Automobile Research Institute, JARI

３E Environment Economy Energy What's The Environmental Friendly Vehicles ? Priority 1. Air Pollution Control 2. Global Warming (Energy Saving) 3. Sustainable Mobility Future Fuel, Energy Diversification, Renewable Energies Environment Economy Energy ３E

Regulations on Gasoline Vehicle Exhaust Emissions in Japan CO: 2.7%@2005/1965 HC: 0.8%@2005/1969 NOｘ: 1.6%@2005/1971

Regulation on Diesel Vehicle Exhaust Emissions in Japan NOx: 12%@2005/1973 5%@2009/1973 Vehicle Exhaust Emission Problems Could Be Solved Until 2010 in Japan PM: 3%@2005/1973 1%@2009/1973 Next big issues are Energy saving and Energy Diversification

Fuel Economy of Gasoline Vehicles F.E. km/L Conv. Gasoline HEV Lean Burn SIDI 2010 Regulation GVW kg http://www.mlit.go.jp/jidosha/nenpi/nenpilist/05-1.pdf

HEVs in USE in Japan Vehicle Numbers 94 95 96 97 98 99 00 01 02 03 04 （台） 94 95 96 97 98 99 00 01 02 03 04 （年度末） Years

Engine Weak Point Is Low Efficiency at Low Load Principle of HEV Operation Efficiency １．Engine Stop at Idling ２．Recovered Brake Energy Engine Driven ３．Motor Driven Energy Loss ：High Efficient Engine Operation →Generator→ Bat. Storage →Traction Motor Load Engine Weak Point Is Low Efficiency at Low Load

Recovery of Deceleration Energy 20 40 60 -120 -80 -40 80 120 100 140 Driving wheel power (kW) Time sec Drive work: 1.0 Deceleration work: 0.6 Vehicle speed (km/h) Recovery of Deceleration Energy

No engine idling at vehicle stop is effective for energy saving Vehicle speed Average vehicle speed

Operation on HEVs Stop Start Acceleration Cruising Deceleration Stop Idling Stop Motor run Motor + Engine run Engine run + Generation Motor regeneration Vehicle Speed Motor/ Generator Engine Battery Motor/ Generator Generator Engine Battery Motor/ Generator Engine Battery Motor/ Generator Generator Engine Battery Motor /Generator Generator Engine Battery Generator Generator

Driving Modes

Fuel Economy Improvement Ratio Under the Different Driving Modes

Plug-in HEVs for the future Recharge from an electric outlet Daily trip is running as a BEV. Long trip is running as a Conv. HEV. Low Capacity Energy Storage System (ESS) High Capacity ESS Fuel Tank Inverter Inverter Fuel Tank M/G GE Engine Non Plug-in HEVs Conventional HEVs M/G GE Engine Daily trip distance is not so long Source: US National Highway Travel Survey 2001

Plug-in HEV Operation Modes Starts as a BEV then transition to HEV Conv. HEV Power Required ultra large batteries large motor and power electronics BEV operation Ｄｉｓｔａｎｃｅ Starts like a conventional HEVs ・Drive as a BEV at low load like a commuter ・Drive by engine at high load Power Using engine at high load BEV operation Conv. HEV Ｄｉｓｔａｎｃｅ Required large batteries to meet daily drive Source: US National Highway Travel Survey 2001

Fuel costs, CO2, Fuel economy & Emission of Plug-in HEVs Source: EPRI-Car Co’s.-DOE Labs study ”Comparing HEVs options”-Conv. and hybrids P0,P20,P60 for a 1500kg car

Fuel Cycle Energy, Annual Gasoline Use & Purchase Costs for Midsize 1350kg car Source: EPRI study Energy storage systems are biggest problems

Ｃｈａｒａｃｔｅｒｉｓｔｉｃｓ ｏｆ Various Energy Storage Systems Flywheel Battery Capacitor Li-ion Battery Ni-MH Battery Lead battery Charge/discharge mechanism Flywheel rotation Electric charge Chemical reaction SOC tracking Flywheel rpm Voltage (1/2CV2) Voltage Current integration Self-discharge Large Low Life Semi-permanent 1000-10000 500 Temperature dependency High Power density Very high Energy density Medium

Honda IMA System Production HEVs in Japan Parallel HEVs INSIGHT (Honda) Parallel HEVs CIVIC（HONDA) Honda IMA System (Integrated Motor Assist) Engine + Motor Assist Battery Engine PCU Motor & Generator Honda Multimatic ホンダＩＭＡシステム これはプリウスに続き1998年に量産開始したホンダインサイトです。 ハイブリッドとしては典型的なパラレル方式を採用し、通常はエンジンで走行し、加速時にモーターからの動力を利用しています。エンジンを停止させたままのEV走行は行わず、パワーアシストタイプのマイルドハイブリッドと言えます。 このハイブリッドシステムに加え、車両の軽量化、Ｄrag Coｰefficient、高効率エンジンにより高い燃費性能を実現させています。 Motor Assist

(Toyota Hybrid System) Production HEVs in Japan Series/Parallel HEVs PRIUS(TOYOTA) THS (Toyota Hybrid System) Gasoline engine Power split device Generator Inverter Motor Battery Here, we have the Toyota series parallel hybrid system we call “THS”. This system has two motors and a planetary gear. This is installed in the world first production hybrid car “Prius” This is in the “strong HV” category that means that the engine can be stopped while the car is being driven and car can then be operated using its EV system. We think the THS has the ideal hybrid configuration to achieve high fuel economy performance and clean potentials.

(Toyota Hybrid System) Production HEVs in Japan Series/Parallel HEVs HARRIER(TOYOTA) THS-II (Toyota Hybrid System) Gasoline engine Power split device Generator Inverter Motor Battery Front wheel Rear wheel Rear Mot KLUGER(TOYOTA) Here, we have the Toyota series parallel hybrid system we call “THS”. This system has two motors and a planetary gear. This is installed in the world first production hybrid car “Prius” This is in the “strong HV” category that means that the engine can be stopped while the car is being driven and car can then be operated using its EV system. We think the THS has the ideal hybrid configuration to achieve high fuel economy performance and clean potentials. Engine 155kW System 200kW

(Toyota Hybrid System-CVT) Production HEVs in Japan Series/Parallel HEVs ESTIMA(TOYOTA) THS-C (Toyota Hybrid System-CVT) Battery Inverter Rr Rear MG CVT Inverter Fr Engine Fr. MG Front Wheel Rear Wheel St. MG ALPHARD(TOYOTA) This slide shows the THS-C, a ‘strong’ or ‘full’ hybrid system similar to the Prius THS. This system has been mounted on an Estima, a large RV. It has been introduced in Japan last year. It differs from the Prius system because it will also have a mechanical CVT feature. The drive power is mainly supplied from the engine, with some motor assist. And, there is a second motor at the rear, so it is possible to create a 4WD without a drive shaft.

Production HEVs in Japan LEXUS GS450h (TOYOTA) Series/Parallel HEVs Engine 218kW Motor 147kW Front Engine/Rear Drive

Production HEVs in Japan Parallel HEVs (NISSAN DIESEL) Capacitor Hybrid M.D. Diesel Truck Inverter Diesel Engine Electronic Control Mechanical A/T Electronic Control Brake System EDLC* System (*Electric Double Layer Capacitor) Motor / Generator x 1 Max. 55kW Electronic Control Mechanical Clutch Gearbox Nissan Diesel EDLC System ( Super Power Capacitor TM ) Max. 346V,583Wh

Incentive for introduction A - B ×C 2                                                                                    Incentive for introduction A - B = ×C 2 A: Price of a HEV B: Price of a CV C: Coefficient of Reduction 0.9 for Light-duty HEVs 0.97 for EVs and the other HEVs

Summary Vehicle exhaust emission problems could be solved on a next decade. The next key issue is energy saving. HEV’s technologies are major keys for vehicle energy saving. Discussion on Plug-in HEVs due to use clean electricity are just started for the future energy/fuel saving and energy diversification. Energy Storage systems, such as a battery are major technologies for downsizing and cost down of HEV systems for wide spread introduction.