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Our Vision:
Be Recognized byOur Customers as Their Best Supplier
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Electricity for Hybrid Vehicles
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Presenter: Jim Moore
Automotive Instructor: 42 years
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DC Current
DC always has the samepolarity
The positive terminal is always
positive
The negitive terminal is always
negitive
It always flows negative to
positive making room for the
next electron
The number of electrons never
increase or decrease in a circuit,
just change position Another term is Electromotive
Force (EMF) electrons are
repelled by the negitive terminal
and attracted by the positive.
5
Battery
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DC Circuits
Negitive GroundCircuits
Used in most vehicles
Two types of ground are
used: Power Ground for higher
current circuits
Chassis ground for lower
current circuits
Current Always flows
from ground up through
a cicuit with the switch
closed
6
B+
GEN
Current
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AC Current
AC Current flows above and below zero Produced by an AC generator (shown in next slide)
Flows in repeated cycles:
Named by a scientist named for a scientist working on
electromagnetic wave in th 1800s (Henrich Hertz)
One hertz is one + to pulse in 1 second Today communication devices work at billions of cycles or giga hertz
Provides the benefit of electromagnetic induction and voltage loss is less
than DC due to higher voltage drops
AC current flows above and below zero . Reaching a peak high and peak
low, Ac current can also change direction or what is called polarityu
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AC sine Wave
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AC Current
0 No current is flowing
90 AC rises from to +
to peak high amplitude
180 falls to zero no
current
270 AC drop to +
peak low amplitude 360 Current is at zero
again
9
-
+
Peak High
Peak Low
RMS (root Mean square) = Peak
voltage value X 0.707. In
household voltage peak voltage is
170V the voltmeter would read
120V or the same as a DC circuit
of the same resistive value
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AC to DC Rectification
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Half wave Rectification AC to + DC
Diode is placed in series with
the load
AC passes though the diodechanged to DC
0
LoadAC
+-
AC DC
-+
0
Pos.. Pulsating DC
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http://en.wikipedia.org/wiki/File:Pot_schemA.svg7/30/2019 Hybrid Electricity
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AC to DC Rectification
11
Half wave Rectification AC to - DC
Diode is placed in series
with the load
AC passes though the diodechanged to DC
0
LoadAC
+-
AC DC- +
Neg. Pulsating DC
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Full Wave Rectification
During Full wave
rectification we get a
constant flow of + DC
voltage without the
heavy ripple:
The wye winding
shown has a centertap connected to
grd.
During a pos. cycle
it sends current to
the load
During flow eachpolarity reverses
allowing to
become+ and uses
all current without
waste
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AC Generator
13
Half wave rectification
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AC Generator Three Phase
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Three Phase
+
-1
2 31
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AC to Pulsating DC
Each windingis connected
to a + and
diode
Winding 1 to
diode 1 in
series w/diode 2
Winding 2 to
diode 3 in
series w/
diode 4
Winding 3 todiode to
diode 5 in
series w/
diode 6
15
5
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Typical WYE winding with rectifier bridge
connected
+- 4 32
56
1
1
3
2
Recharging
the battery
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AC to Pulsating DC
Remember positive diodes respond to positive voltage and negativediodes respond to negative voltage or alternating voltage pulsations of
the correct polarity
Current flows through the stator windings and the rectifier bridge.
Winding 1 will be our starting point, a pos voltage is at the base of diode 1
Winding 2 will see a voltage 120 from winding 1 in the polarity This forms a series circuit at that time, crating a source of voltage, + at the
top of winding 1 and at the bottom of winding 2
Recharging the battery takes electrons to move from the battery + plate
to the plate at exactly the same time
The + peak from winding 1 forward biases diode 1 Electrons now follow the red arrows from the + battery plate to the against
the diode to the - terminal at winding 1 Winding 2 forward biases diode 4 to
the battery negative plates (yellow line) (see slide 15) and this continues
through all the phases charging the battery
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HEV Super Capacitor
The Super capacitor or Ultra capacitor: The reason for the success of the hybrid electric vehicle.
An electrochemical capacitor with high energy density
Developed by General Electric in 1957 using a porous carbon electrode.
Super capacitors rapidly store great amounts electricity
Discharge the electricity to batteries or electric motors on demand allowing it topropel electric or HEV vehicles
Normal rechargeable batteries require a lot of time to rechargel
Where super capacitors do not, charge and discharge cycles happen rapidly.
Charge-discharge cycles using super are in the millions a a
good rechargeable battery only in the 1000s A super capacitor contains no disposable parts
Has a very long life cycle
Little environmental impact.
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HEV Super Capacitor
It does have some disadvantages The amount of energy stored is based on weight and is lower than a
battery.
Voltage tends to vary by the amount of energy stored
Making quick recovery requires advanced electronic
controls.
Super capacitor are able to store energy from solar
panels, generators and regenerative braking in general
heat wasted by the engine
Recharging batteries or when additional electricity is needed by electricmotors in a HEV,s the Super capacitor can release stored electricity.
Now super capacitors have been developed that can store
large amounts of electrons using; Polarized liquid layer between an ionicly conductive electrolyte and a
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HEV Super Capacitor
This results in keeping the sizedown and a higher level of
energy storage.
Then are also able to assist
acceleration by discharging
large amounts of when
necessary
They make good secondary
energy storage devices that can
be used to aid the batteries in
high load demand like hill
climbing During regen braking they store
large electrical charges
As always follow the
manufactures recommendationduring service.
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Inverter And DC to Dc Converter (Toyota)
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Courtesy Toyota
motor company
Liquid cooled Toyota Prius InverterCourtesy Toyota
motor company
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Inverter And DC to Dc Converter (Toyota)
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The inverter and the DC/DC Converter are
combined in this unit and are used to:
Change DC battery voltage to AC to operate
MG 2 electric drive motor.
AC from the Generator to DC to charge the
HV Batter
DC To Dc to Charge the 12V Battery
201V NiMHBattery
W1
W3
W
2
MG1
W1
W3
W2
MG 2
Elect AC
12V
3-phase AC
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Inverter And DC to Dc Converter (Toyota)
MG1
500V AC
MG2
Inverter
201.6V AC
12V DCDC - DC Converter
A/C Inverter
Boost Converter
HV Battery201.6V DC
Inverter Assembly
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AC motor (Toyota)
The ICE (Internal Combustion Engine) in
2004 75 HP, 1.5 liter engine The ICE is a typical OBD II system using:
VVT-I (Variable Valve Timing -intelligent)
A redesigned intake
Using the Atkinson cycle principle
MG 1Generates high-voltage electricitythat recharges the HV battery and power
to drive the MG2 MG1 controls the CVT by regulating the amount
of electrical power it generates
MG1 is also the starter for the engine
MG2 assists the Engine when needed,this helps the Prius achieve dynamicperformance and move the vehicle atlow speed without the ICE In 2004 rated at 67 hp (50 kW).
REGENERATIVE BRAKING
The Motor becomes a Generator when itconverts kinetic energy into electrical energystoring it in the HV battery
MG 101 03Battery
38-7.2VGrps
273.6V
04-28-7.2VGrps
201.6V
MG 2
04-67.5 hp (50 kW)@ 1200 t0
1540RPM
Max 500V
CenteredThrottle withexpansionchamber
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AC motor (Toyota)
DC V is changed to 3 phase ACand sent to each of the stator
windings in the MG 1
Allowing MG 1 to power the motor
When the load is high enough the
ICE stars to begin powering the
vehicle
If the vehicle comes to a stop
the ICE stops
Once the load is high enough the
ICE starts again and the load is
shared by both the ICE and MG 1
Starting outlight load
AccelerationFull Load
NormalDriving
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AC Electric Motors
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W1
W2
W2
ABC
Stator
W1
W3
W2
Rotor
201v
RPS (RotorPosition)Rotor
A
C
Electronic
Controller
B
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AC Electric Motors
When three-phase alternating current is passed through the windingsof the stator coil, a rotating magnetic field is created. When the
rotation of this magnetic field is properly timed in relationship to the
rotor, the magnetic field pulls the permanent magnets housed inside
the rotor in a circle, causing the rotor to turn and creating the motor'storque. The generated torque is proportionate to the amount of current
passing through the stator coils and the rotational speed is controlled
by the frequency of the three-phase alternating current. A high level of
torque can be generated efficiently at all speeds by properly controlling
the rotating magnetic field and the angles of the rotor magnets. On the'04 & later Prius the built-in permanent magnets have been changed to a
V-shaped structure to improve both power output and torque.
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DC Electric Motors (Typical Starter)
The armature in a DC motor is similarto an electromagnet when current ispassed through its coils. Placed in a housing containing the field,
when energized the armature and the fieldsoppose each other causing the armature toturn.
The most common DC motor invehicles is the starter motor (shown)used to crank the engine They turn at low rpm creating a high torque
to allow the engine to start
In the initial start current is high do to anopposing EMF (Electo-Magnetic Force) asthe motor gains momentum this EMF looses
strength and decreases This EMF controls starter current so that it
doesnt overheat
Remember starter motors have lowresistance usually around .4 to .6 ohms
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DC Electric Motors (Honda)
The IMA (Integrated Motor assist) motoris located between the ICE (Internal
Combustion Engine) and transmission
The IMA motor rotor is bolted to the ICE
crankshaft adding mass, the weight of the
flywheel is reduced in weight equal to the
motor rotor.
The rotor is bolted to the flywheel
The motor assists in vehicle propulsion
when needed
It operates as a generator.
Replaces conventional alternator,
providing energy for the 12v electricalsystem.
It starts the internal combustion engine
allowing the ICE to be turned off when
not needed
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DC Electric Motors (Honda)
A DC has a couple of advantages: Speed and direction of rotation can be
controlled easily
Making it easy to operate the motor as a
generator
The HEV DC motor has field coils and in
this case are permanent magnets
The only part in this type of motorthat moves, is the rotor: It is just permanent magnets.
Located around the inside of the stator.
Cooled by heat dissipation through
the case of the motor
No air flow is needed so the sealed motoris safe from dirt
There are no windings on the rotor and its
brushless
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Rotor
Stator
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DC Electric Motors (Honda)
The current between themagnets is switched by theMCM (Motor Control Module) Switching current between different
sets of electromagnets to producerotation called commutation, isntdone by physical switching using
brushes Switching uses the electronic
controller or MCM
The Battery Module supplies tothe IMA (Integrated Motor
Assist) Motor as 3-phase AC
It isn't true AC, in the Motor InverterModule (part of the MDM shown inthe previous slide) are switched insuch a way as to simulate ACcurrent.
Honda Battery Module
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DC Electric Motors (Honda)
Insulated Gate Bipolar Transistor The IGBT can be used in many
types of electronic devices:
Pulse Width Modulated (PWM)
servo and three-phase drives.
Uninterruptible Power Supplies
(UPS)
Switched-Mode Power Supplies
(SMPS)
Also suitable in resonant-mode
converter circuits.
These are very high current
transistor
The base is drawn to illustrate IGBT
from a bipolar low power transistorNPN IGBT
IGBT Symbol
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DC Electric Motors (Honda)
An IGBT is able to carryhundreds of amps: Liquid cooling is necessary in
many cases to handle the high
heat generated with high current
HEV controller circuits utilizeIGBTs
These IGBT driver circuits
controls the current to AC or DC
drive motors
During braking regenerates
kinetic energy to recharge thehigh voltage battery.
Power InverterCourtesy Honda Motors
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DC Electric Motors (Honda)
The DC motor used in the Honda Insight: 10 kW three phase motor.
Is the starter
In assist it is being used to move the vehicle
Now its a load and taking energy from the
battery pack
During braking, deceleration or light loads light
decelerating, the drive motor is the ACgenerator
Stator is a specially wound Wye winding
providing dense lines of flux .
Rotor (armature) uses permanent magnets
mounted close to the stator minimizing air
gap clearance providing excellentinductance between the rotor and stator. Honda Stator with Rotor
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DC Electric Motors (Honda)
Motor Control Unit, MCM The motor position sensor
monitors rotor position at all
times
The early IMA systems, this function
was provided by three sensors A, B
and C located on the outer housing
Accord Hybrid locates a sensor
assembly at the crankshaft.
Send digital information to the MCM
The MCM is uses the signal to
decide which driver circuits thePDU should be turned ON.
DC to DC Coverted Motor Control Module
Heat Sink
A,B,C Sensors
Courtesy of Honda Motors
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DC Electric Motors (Honda)
PDU (Power Drive Unit)
Honda PDU Includes:
Capacitors
Current sensors
MPI (Motor Power Inverter module)
The MPI controls the motor.
The MCM receives information therotor sensors to determine rotorposition
The MCM then sends a signal on twolines to windings 1.2 and 3 as avoltage high and voltage low
This allows the PDU to decide what
power transistors to turn ON to providecurrent to the correct stator windingsso rotation of the rotor continues
Note: Accord came out with a new MPI, Smaller,more efficient with the capacitors inside
PDU
A
B
C
Rotor MCM
w1
w3
w2
Voltage High
Voltage Low
Each Winding Has 2Outputs High and Low
RotorSensors
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DC Electric Motors (Honda)
W1
W3
W2
PDU
D1
61D4
D5D3
D2 G6
G1 G3G2
G5G4
VL-VH VL-VH VL-VH
Rotor
Storor
HV Battery
The schematic shows the
gates and diodes that make
three phase control of the
DC motor possible, for both
moving the vehicle in the
assist mode and also able
to recharge the HV battery
Gates G1 Thru G3 are the
positive (High IGBTs)
connected to the voltage
side of the stator
Gates G4 Thru G6 are the
Negative (Low IGBTs)connected to the ground
side of the stator
The base of the ICBTs is
connected as an input to
the PDU
+
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Assist Mode:
During the assist the HVbattery provides power to theDC motor During assist the stator becomes
the load
Switching is done using the gates(IGBTs) located in the PDU
When the vehicle requires assist,
to help the ICE During assist the PDU sends high
current to the stator windings
This means one high and one lowgate is switched on
Remember a high is connected topos the low to negative, two IGBTsconnected through a a high gatesemitter to a low gates collector, so
G1 and G5 ore switched at thesame time
Shown in the diagram is Q2H w acurrent passed through statorwindings 1 and 2
DC Electric Motors (Honda)
W1
W3
W2
PDU
D1
61D4
D5D3
D2 G6
G1 G3G2
G5G4
VL-VH VL-VH VL-VH
Rotor
Storor
HV Battery
MCM
+
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Follow the arrows to help
you see the path for currentflow:From ground, at the PDUthrough the G5 emitter outof gate 5 and into W2Now from W1 to the emitterof G1 into through G1 andback to the HV batterypositiveEach IGBT has as much as400A pass through it at thetime the rotor is the correctalignmentInput to the MCM from themotor position sensorsswitches the PDU to insurethe magnetic fields createdcontinue rotor spin.
DC Electric Motors (Honda)
W1
W3
W2
PDU
D1
61D4
D5D3
D2 G6
G1 G3G2
G5G4
VL-VH VL-VH VL-VH
Rotor
Storor
HV Battery
MCM
+
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DC Electric Motors (Honda)
Regeneration Mode:
Diodes are connected betweenthe collector and the emitter of theICBT: The diodes work like the positive and
negative in a generator to rectify statorAC to pulsating DC and charge thevehicles battery
The DC motor becomes a generator
during deceleration or during braking When slowing or braking the
IGBTs are shut OFFby the MCMand stop sending power to the DCmotor
Because the vehicle is moving thecrankshaft still turning the rotor inthe DC motor
Turning the rotor creates a flux asthe magnets rotate an AC currentin the stator coils now becomes agenerator
Diodes one through six turn ON andrectify the AC current to a pulsating DCto recharge the batteries, RegenerativeBraking Mode is now operating
W1
W3
W2
PDU
D1
61D4
D5D3
D2 G6
G1 G3G2
G5G4
VL-VH VL-VH VL-VH
Rotor
Storor
HV Battery
OFF OFF OFF
OFF OFF OFF
+
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