DEVELOPED BY TOYOTA

DEVON CATES

AUDIENCE AND SCOPE

The purpose of this document is to provide a technical description of the drivetrain
components of Toyotas Hybrid Synergy Drive system, which is employed by all of
its many hybrid vehicles including the Prius and Camry. The description will begin
by providing a general overview of some of the principles employed by hybrid and
non-hybrid vehicles, and then progress into specific details about the Hybrid
Synergy Drive system, its components, and how they are interconnected.

This document is intended to provide an introductory product explanation and
assumes minimal previous technical knowledge. It may be resourceful to a new
owner of any of Toyotas hybrid vehicles, or to be used as a teaching aid in
introductory level automotive engineering or mechanic classes.

INTRODUCTION

Toyotas Hybrid Synergy Drive
(HSD) is a power split device
that is used to combine the
energy produced by a hybrid
vehicles petroleum engine and
electric motor. It replaces the
vehicles transmission and
allows for a wide range of
functionality and efficiency by
varying the inputs from the
two power sources. It first
appeared in the second
generation Toyota Prius
Figure 1. 2004 Toyota Prius
(Figure 1) in 2004 and has
since been incorporated into all
of the companys hybrid models. It has played a large role in increasing Toyotas
hybrid sales to 75% of the US market.

The HSD is a somewhat complicated mechanism that employs several clever
principles to achieve its purpose. In order to understand its specific workings, some
background information will be necessary.

BASICS OF HYBRID VEHICLES

The term Hybrid Electric Vehicle (HEV) refers to any automobile that is powered by
more than one energy source. These energy sources can vary depending on the
intended purpose of the vehicle, but typically an Internal Combustion Engine (ICE)
and Electric Motor/Generator (MG) are used. Other options include compressed
hydrogen gas, natural gas, steam (early 20th century), and flywheels.

Most conventional HEVs operate in either a series or parallel configuration
(Figure 2). Series configurations utilize an ICE connected to a generator (also
known as an alternator) to produce current, which is transferred either to the MGs
to power the vehicle or to the battery to be stored for later use. While they are often
plugged into power sources when not being used, series hybrids are still referred to
as charge sustaining because the ICE works to keep the battery charge constant
while driving. In contrast, parallel configurations use both the ICE and MGs to drive
the vehicle (e.g. the ICE is connected directly to the driveshaft). In this case, the
battery is only recharged when plugged in, or when the vehicle is decelerating
through a process called regenerative braking.

Figure 2. Difference in HEV configurations

Ordinary vehicles use friction to reduce speed, but this is wasteful because most of
the vehicles kinetic energy is lost to heat. Regenerative braking, however, utilizes
electromagnetic forces to slow the vehicle while simultaneously generating power
for the battery. HEVs achieve this by cutting off current to the MGs during
deceleration, which triggers them to instead work as generators. They then enact an
electromagnetic torque on the driveshaft, which works against its forward rotation
and effectively slows the vehicle. This is why the term motor/generator is used
instead of simply motor. Note that hybrids still utilize frictional brakes when
necessary, but they are smaller and lighter than conventional vehicles.

A WORD ON CONVENTIONAL TRANSMISSIONS

Non-HEVs make up a vast majority of the vehicles on the road today. The
technology behind their drivetrain has been developed and refined for well over a
century, and has evolved into a complex system designed to maximize the efficiency
of the ICE at varying RPMs (rotations per minute). Transmissions convert the
engines rotation speed, which is relatively high, to a lower speed that is consistent
with the vehicles tires. This is accomplished through a series of gears that
transition from low speeds to high speeds as the vehicle accelerates.

There are two types of conventional transmissions: manual (Figure 3) and

automatic. Manual transmissions require physical input from the driver, and allow
him or her to determine when a gear shift should be made. This type of
transmission allows more user control over the fuel economy and acceleration of
the vehicle. Compared to manual transmissions, automatic transmissions are more
sophisticated and were first introduced as a luxury feature by Oldsmobile in 1940.
They rely solely on input from the vehicle to mechanically determine when a shift
should be made, and attempt to find the best balance of fuel economy and
acceleration for the given accelerator pedal position.

Figure 3. Five-speed manual transmission1

THE HYBRID SYNERGY DRIVE MECHANISM

Unlike conventional automatic transmissions, Toyotas HSD also accepts input from
electric MGs and must determine whether to use power from the ICE, the MGs, or
both. The HSD is innovative because it allows Toyotas vehicles to function as either
a series or parallel HEV depending on the driving circumstances, and allows the ICE
to be completely shut off when it is not needed. This is made possible through the
use of a planetary gear system.


1 The purple collars are moved laterally by the shifter knob to engage the gears. The circled numbers
indicate the gear number, with 1being the lowest speed ratio.

A planetary gear system (Figure 4) allows multiple power sources to input torque
on a single shaft (in this case the vehicles drive shaft) in a compact and efficient
manner. It also allows for one or more of the sources to cease rotation without
locking up the entire configuration. Toyotas HSD system is centered around a sun
gear, which is surrounded radially by 4 pinion gears linked to a planetary carrier.
Finally, a ring gear encompasses the four planetary gears and is mechanically linked
to the driveshaft of the vehicle.

Figure 4. Planetary Gear System 2

The vehicles computerized control system determines when to use each power
source. The control system relies on a series of sensors that relay information
including fuel level, battery charge, vehicle speed, and brake and accelerator pedal
position. It processes this information through a logic-based Master Vehicle
Controller (MVC) and sends appropriate signals to the HSD components to either
speed up, slow down, or shut off completely.


2 Note that Figure 4 employs two pinion gears whereas the HSD employs four. Also, it denotes the

planetary carrier as the output shaft whereas the HSD uses the ring gear. Nonetheless, it is a good
illustration of the planetary gear mechanism and highlights how one or more of the inputs can be held
stationary without affecting the system as a whole.

PLANETARY COMPONENTS IN DETAIL

Planetary gear systems have many uses and can differ in configuration depending
on the intended purpose. The following component breakdown will concern
Toyotas HSD specifically.

I.
Sun Gear
The sun gear is linked to Motor/Generator 1 (MG1), and is always rotating
while the car is in motion and/or when the engine is running. When
necessary for increased acceleration, current can be fed to MG1 to add torque
to the system. Otherwise, it acts as a generator to recharge the battery.

II.
Pinion Gears
The pinion gears are connected
to the planetary carrier, which is
linked to the cars petroleum
engine (Figure 5). Because the
engine feeds into the planetary
system instead of a transmission,
it does not need to vary its speed
and can constantly run within its
most efficient range. Smooth
acceleration is achieved by
electronically varying the
amount of energy MG1 and MG2
add to the system. This allows
the engine to be significantly
smaller than that of an ordinary
vehicle, and helps to reduce the
HEVs emissions.
Figure 5. 98 hp Prius Engine

Additionally, the planetary gear mechanism permits the engine to be
completely shut off when it is not needed. This occurs whenever the car
determines that input from MG1 and MG2 are sufficient to maintain speed or
acceleration, and battery voltage is at an adequate level. This further works
to reduce emissions and allows vehicles like the Prius to achieve a 51-MPG
highway fuel economy.

Finally, the engine can be run while the car is not moving (e.g. the pinion gear
is stationary) to supply power to MG1 and recharge the vehicles battery.
Again, the vehicle determines when this is necessary based on the amount of
charge left in the battery.

III.
Ring Gear
The ring gear is linked to MG2 and the driveshaft leading to the wheels of the
vehicle. Thus, whenever the ring gear is turning, the vehicle must be in
motion. Its rotation speed is augmented by the inputs from the pinion gears
and the sun gear, and is decreased by cutting off current during deceleration.

Figure 6. The Final Product3

CONCLUSION

Toyotas innovation in the field of hybrid vehicle technology (Figure 6) serves as an
example to other automotive manufacturers of how to develop new solutions to
meet the needs of a continuously evolving field. With hybrid vehicles becoming
increasingly common on the roads of America and the rest of the world,
improvements will continue to be made. However, no matter what the future holds
for HEVs, there is little doubt that Toyotas HSD will stand out as one of the corner
stones of hybrid technology for years to come.

3 Here, blue indicates the engine input, red indicates the input from MG1, and green indicates the input
from MG2 and the connection to the driveshaft.

WORKS CITED

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"Camry: Hybrid Vehicle Dismantling Manual." Toyota. Web. 6 Oct. 2014.

Figure 1:
"Toyota Prius Hybrid Synergy Drive." Blogecologia. Web. 6 Oct. 2014.

Figure 2:
"The Two Types of Hybrid Vehicles." Cwbiodiesel.com. Web. 6 Oct. 2014.

Figure 3:
"HowStuffWorks "A Real Transmission"" HowStuffWorks. Web. 6 Oct. 2014.

Figure 4:
"Automatic Car Transmission." Mekanizmalar.com. Web. 6 Oct. 2014.

Figure 5:
"More Information on Toyota's 2010 Prius (Generation III)." TreeHugger. Web. 6
Oct. 2014.

Figure 6:
"Volts & Voltage: How Will Hybrids Change?" Brake and Front End. Web. 6 Oct.
2014.