Curtis W. Ayers

Evaluation of the 2010 Toyota Prius Hybrid Synergy Drive System

Subsystems of the 2010 Toyota Prius hybrid electric vehicle (HEV) were studied and tested as part of an intensive benchmarking effort carried out to produce detailed information concerning the current state of nondomestic alternative vehicle technologies. Feedback provided by benchmarking efforts is particularly useful to partners of the Vehicle Technologies collaborative research program as it is essential in establishing reasonable yet challenging programmatic goals which facilitate development of competitive technologies. The competitive nature set forth by the Vehicle Technologies Program (VTP) not only promotes energy independence and economic stability, it also advocates the advancement of alternative vehicle technologies in an overall global perspective. These technologies greatly facilitate the potential to reduce dependency on depleting natural resources and mitigate harmful impacts of transportation upon the environment.

Evaluation of 2004 Toyota Prius Hybrid Electric Drive System

The 2004 Toyota Prius is a hybrid automobile equipped with a gasoline engine and a battery- and generator-powered electric motor. Both of these motive-power sources are capable of providing mechanical-drive power for the vehicle. The engine can deliver a peak-power output of 57 kilowatts (kW) at 5000 revolutions per minute (rpm) while the motor can deliver a peak-power output of 50 kW over the speed range of 1200-1540 rpm. Together, this engine-motor combination has a specified peak-power output of 82 kW at a vehicle speed of 85 kilometers per hour (km/h). In operation, the 2004 Prius exhibits superior fuel economy compared to conventionally powered automobiles. To acquire knowledge and thereby improve understanding of the propulsion technology used in the 2004 Prius, a full range of design characterization studies were conducted to evaluate the electrical and mechanical characteristics of the 2004 Prius and its hybrid electric drive system. These characterization studies included (1) a design review, (2) a packaging and fabrication assessment, (3) bench-top electrical tests, (4) back-electromotive force (emf) and locked rotor tests, (5) loss tests, (6) thermal tests at elevated temperatures, and most recently (7) full-design-range performance testing in a controlled laboratory environment. This final test effectively mapped the electrical and thermal results for motor/inverter operation over the full range of speeds and shaft loads that these assemblies are designed for in the Prius vehicle operations. This testing was undertaken by the Oak Ridge National Laboratory (ORNL) as part of the U.S. Department of Energy (DOE) - Energy Efficiency and Renewable Energy (EERE) FreedomCAR and Vehicle Technologies (FCVT) program through its vehicle systems technologies subprogram. The thermal tests at elevated temperatures were conducted late in 2004, and this report does not discuss this testing in detail. The thermal tests explored the derating of the Prius motor design if operated at temperatures as high as is normally encountered in a vehicle engine. The continuous ratings at base speed (1200 rpm) with different coolant temperatures are projected from test data at 900 rpm. A separate, comprehensive report on this thermal control study is available [1].

An inverter packaging scheme for an integrated segmented traction drive system

The standard voltage source inverter (VSI), widely used in electric vehicle/hybrid electric vehicle (EV/HEV) traction drives, requires a bulky dc bus capacitor to absorb the large switching ripple currents and prevent them from shortening the batterys life. The dc bus capacitor presents a significant barrier to meeting inverter cost, volume, and weight requirements for mass production of affordable EVs/HEVs. The large ripple currents become even more problematic for the film capacitors (the capacitor technology of choice for EVs/HEVs) in high temperature environments as their ripple current handling capability decreases rapidly with rising temperatures. It is shown in previous work that segmenting the VSI based traction drive system can significantly decrease the ripple currents and thus the size of the dc bus capacitor. This paper presents an integrated packaging scheme to reduce the system cost of a segmented traction drive.

Fundamentals of a floating loop concept based on R134a refrigerant cooling of high heat flux electronics

The Oak Ridge National Laboratory (ORNL) Power Electronics and Electric Machinery Research Center (PEEMRC) has been developing technologies to address the thermal concerns associated with hybrid electric vehicles (HEVs). This work is part of the ongoing FreedomCAR and Vehicle Technologies program (FCVT), performed for the Department of Energy (DOE). Removal of the heat generated from electrical losses in traction motors and their associated power electronics is essential for the reliable operation of motors and power electronics. As part of a larger thermal management project, which includes shrinking inverter size and direct cooling of electronics, ORNL has developed U.S. Patent No. 6,772,603 B2, Methods and Apparatus for Thermal Management of Vehicle Systems and Components (Hsu, 2004), and patent pending floating loop system for cooling integrated motors and inverters using hot liquid refrigerant (Hsu, 2004). The floating-loop system provides a large coefficient of performance (COP) for hybrid-electric drive component cooling. This loop (based on R-134a) shares a vehicles existing air-conditioning (AC) condenser, which dissipates waste heat to the ambient air. Because the temperature requirements for cooling of power electronics and electric machines are not as low as that required for passenger compartment air, this adjoining loop can operate on the high-pressure side of the existing AC system. This arrangement also allows for the floating loop to run without the need for the compressor and only needs a small pump to move the liquid refrigerant. For the design to be viable, the loop must not adversely affect the existing system. The loop would also provide a high COP, a flat temperature profile, and a low pressure drop. The floating-loop test prototype has been successfully integrated into a 9 kW automobile passenger AC system. In this configuration, the floating loop has been tested up to 2 kW of heat rejected during operation with and without the automotive AC system running. The floating-loop system has demonstrated a very respectable COP of 40-45, as compared to a typical AC system COP of about 2-4. The estimated required waste-heat load for future HEV cooling applications is 5.5 kW, and the existing system should be easily scalable to this larger load

Genetic algorithm design of a 3D printed heat sink

In this paper, a genetic algorithm- (GA-) based approach is discussed for designing heat sinks based on total heat generation and dissipation for a pre-specified size and shape. This approach combines random iteration processes and genetic algorithms with finite element analysis (FEA) to design the optimized heat sink. With an approach that prefers “survival of the fittest”, a more powerful heat sink can be designed which can cool power electronics more efficiently. Some of the resulting designs can only be 3D printed due to their complexity. In addition to describing the methodology, this paper also includes comparisons of different cases to evaluate the performance of the newly designed heat sink compared to commercially available heat sinks.

Thermal response of additive manufactured Aluminum

The thermal response of a liquid-cooled, 3D-printed aluminum heat sink is compared to that for a conventionally-manufactured aluminum 6061 heat sink of identical geometry. Differences in thermal response were observed; however, the employed 3D-printed aluminum composition could be annealed to produce equivalent thermal characteristics to that of Al 6061. The achievement of that thermal equivalency indicates that the attractive attributes of 3D-printing can be exploited for heat exchangers with a simple and additional processing step.

Report on Toyota/Prius Motor Torque Capability, Torque Property, No-Load Back EMF, and Mechanical Losses, Revised May 2007

In todays hybrid vehicle market, the Toyota/Prius drive system is currently considered the leader in electrical, mechanical, and manufacturing innovations. It is significant that in todays marketplace, Toyota is able to manufacture and sell the vehicle for a profit. This projects objective is to test the torque capability of the 2004 Prius motor and to analyze the torque properties relating to the rotor structure. The tested values of no-load back electromotive force (emf) and mechanical losses are also presented.