Hybrid vehicle: series or parallel drive. Which is better?
Hybrid vehicle: series or parallel drive. Which is better?
(OP)
PatentPro writes:
I believe that the era of the hybrid vehicle has arrived. Internal combustion engines always operate inefficiently under high loads near the engine's rated power: eg climbing hills, accelerating. But an electric motor, properly sized, can perform efficiently under these circumstances.
The Prius is a parallel drive system. The gasoline motor and electric motor can operate in parallel. The Volt is a series drive system: the internal combustion engine only sees the generator.
Who's right: Toyota or General Motors?
I believe that the era of the hybrid vehicle has arrived. Internal combustion engines always operate inefficiently under high loads near the engine's rated power: eg climbing hills, accelerating. But an electric motor, properly sized, can perform efficiently under these circumstances.
The Prius is a parallel drive system. The gasoline motor and electric motor can operate in parallel. The Volt is a series drive system: the internal combustion engine only sees the generator.
Who's right: Toyota or General Motors?





RE: Hybrid vehicle: series or parallel drive. Which is better?
Electric motors efficiency is not as load dependent as ICE but their energy source is quickly depleted at high loads.
Neither the Prius nor the Volt is intended to be operated at high loads, they both suck compared to ICE powertrain in terms of performance.
RE: Hybrid vehicle: series or parallel drive. Which is better?
If you accept that a fairly substantial amount of the energy being supplied to the vehicle is via the combustion engine rather than via an electrical plug, then you have to realize that if the combustion engine is going to be running anyhow, a gear-to-gear transmission is more efficient than an alternator, rectifier, battery, inverter, motor, and gear-to-gear drive. So for rolling down the highway, driven by the combustion engine, the parallel solution has the potential to be more efficient.
If you spend your time stuck in city traffic, then a solution that minimizes use of the combustion engine MAY be more efficient.
If you spend your time stuck in city traffic in the middle of a cold spell or a snowstorm, where's the interior heat going to come from? Most of them run the engine to achieve that. In a pure electric vehicle ... good luck with that.
RE: Hybrid vehicle: series or parallel drive. Which is better?
If the application is readily amenable to all-electric with little help from the ICE, then the series solution can make sense. If the ICE contributes a large portion of the total motive energy, then the parallel is probably better (i.e. what BrianPetersen said).
RE: Hybrid vehicle: series or parallel drive. Which is better?
RE: Hybrid vehicle: series or parallel drive. Which is better?
In comparison the Volt will run at around 5 different setpoints. I find it hard to believe that they'll be able to improve the efficiency at those 5 setpoints significantly more than if they just ran it along a curve.
I think Volt is an interesting experiment, but quite why they need to build an experiment as a production car is more to do with politics and marketing than engineering. However, for people who obsess about running costs, as opposed to total cost of ownership, and who drive less than 30 miles a day most days, it seems like a good move.
Cheers
Greg Locock
SIG:Please see FAQ731-376: Eng-Tips.com Forum Policies for tips on how to make the best use of Eng-Tips.
RE: Hybrid vehicle: series or parallel drive. Which is better?
I agree with you that, almost all the time, the parallel gives you superior results from a total efficiency standpoint. In fact, it could always be at least equal depending on what your design goals were.
RE: Hybrid vehicle: series or parallel drive. Which is better?
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The discussion might be a bit more on a sound base if your opening statement was a full statement of the Pruis system capability.
The Prius is a capable of a balance of both Parallel and Series operation, the mix of the two controlled by the power balance between MG1 and MG2.. and the use of a very simple, single planetary gearset that integrates the torque split.
If you take to time to find read the concept description in Toyota's patent of the HSD control algorithms you will get a good feel for how dynamic the control is and the use of parallel/series torque split to keep the overall system operating in at peak energy efficiency over a wide range of road conditions. The description is 92 pages long, the longest I've ever seen of any patent I've read.
Sorry don't have a link for it, but online patent data bases are quite easy to search.
DOE, Oak Ridge National Labs has also produced probably the most in depth, independent analysis of the details of the Prius HSD drive system here.. http:
A complete read might serve as a good basis for further debate on the subject.
RE: Hybrid vehicle: series or parallel drive. Which is better?
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RE: Hybrid vehicle: series or parallel drive. Which is better?
The Prius is not a true series/parallel, in the sense that although the hardware is present, the controls NEVER run in true series mode (i.e. ICE charging, only the electric motor driving the wheels). When the ICE runs, among other things it is always driving the wheels if the wheels are moving. I've studied this thing closely, and I own one (and I love it).
As far as the benefits matrix, I largely agree except there is no reason why "series/parallel" is superior to "parallel" for continuous high output. As far as the Prius specifically (rather than a generic series/parallel), it is no different than the others for idling stop (as the ICE shuts down for this mode), it's only slightly superior for "energy recovery" (the only difference being the engine can charge and drive at the same time, giving one operating condition where the engine has more operating points available to it).
I assumed by idling stop they mean the coast to the stop, if what they mean is the stopped period itself, the series/parallel should score identically to the series (maybe even better if the presumably smaller ICE is more efficient - and they presume the ICE is smaller on series because they ding the series for continuous high output).
I'm not even sure what "high-efficiency operation control" means, except that maybe they mean things like through-the-wheel energy recovery can be a bit complex in a parallel configuration.
RE: Hybrid vehicle: series or parallel drive. Which is better?
RE: Hybrid vehicle: series or parallel drive. Which is better?
RE: Hybrid vehicle: series or parallel drive. Which is better?
That's fair, I have no quarrel with that. In most operating conditions, it's not significantly different than parallel, but as I said the hardware is present.
RE: Hybrid vehicle: series or parallel drive. Which is better?
RE: Hybrid vehicle: series or parallel drive. Which is better?
A pure parallel must still have some type of conventional transmission adding weight and cost. The Honda which is pure parallel uses a CVT belt transmission.
Regarding parallel versus series, it is well established that even the best technology MG/Inverter/MGs can not match the power transfer efficiency of mechanical gearsets.
RE: Hybrid vehicle: series or parallel drive. Which is better?
That's just a money problem. Best MG is 98.4% (and we could do better), best inverter is basically ((system voltage -1.2V)/system voltage), less a tiny bit, 99% is not unachievable. Admittedly even just a 5 kW system to those specs would cost > $20000 as it would be handbuilt.
Mechanical gears basically lose about 2% per pair, more if sliding takes place.
Cheers
Greg Locock
SIG:Please see FAQ731-376: Eng-Tips.com Forum Policies for tips on how to make the best use of Eng-Tips.
RE: Hybrid vehicle: series or parallel drive. Which is better?
RE: Hybrid vehicle: series or parallel drive. Which is better?
I should have said 1% per gear pair I think in the previous note.
Cheers
Greg Locock
SIG:Please see FAQ731-376: Eng-Tips.com Forum Policies for tips on how to make the best use of Eng-Tips.
RE: Hybrid vehicle: series or parallel drive. Which is better?
RE: Hybrid vehicle: series or parallel drive. Which is better?
At Formula Hybrid 2009, Texas A&M won with what was essentially a gas FSAE car that also had a minimal HV electric powertrain to meet rules. It dominated the competition because it was well-designed and well-tested. More broadly, of the cars that raced at FH09, almost all were parallel (probably 20 parallel, 5 or 6 series), and probably a similar ratio at earlier competitions.
Having parallel drivetrains helps with reliability, which is huge, but as student electric propulsion knowledge catches up and the competition fuel allocation gets cut further (-30% for 2010), I don't think parallel drivetrains will stay competitive.
RE: Hybrid vehicle: series or parallel drive. Which is better?
Whenever the engine is running, its power is best used by going gear-to-gear to the wheels. It requires operating the engine somewhat off its absolute peak efficiency single operating point, but the loss by doing so is (in most cases) not as great as the loss of generating electricity, rectifying, storing, inverting it, and using it to power a motor.
If the test sequence takes start/stop and low-speed operation and extended periods of zero (stopped) to an extreme then MAYBE the series method MIGHT work out better.
RE: Hybrid vehicle: series or parallel drive. Which is better?
You raise great points. I
The competition, as I see it, is biased toward series hybrids. The big kickers are 5% of competition points for integration of gas and electric systems, and 7.5% of competition points for electric-only acceleration. If it weren't for these events and the hybrid-electric entry requirement, the winning car would be a 310cc turbodiesel, or a 250cc naturally aspirated gas engine.
The a mechanical transmission attached to an engine running at its max efficiency point is obviously the most efficient power option-assuming you keep the engine at that efficiency point. Since most of the events incorporate frequent acceleration/deceleration, I don't think the engine can be kept at that point.
A series hybrid isn't as efficient with its energy conversions since energy goes from the generator to an inverter to batteries to a controller to a motor. However, the generator can be much smaller, because its power requirements are buffered out by the batteries (think 2kW continuous instead of 20kW at peaks). The generator can also operate at its max efficiency point, which mitigates some of the energy conversion losses.
The biggest advantage that I see series hybrid having is that it can be built much lighter. A small generator driving batteries driving a motor is lighter weight than a large engine driving a transmission, but also hauling along the requisite motor and batteries/supercapacitors. Then add in the somewhat more complicated packaging issues of a parallel system and the resultant weight gain.
RE: Hybrid vehicle: series or parallel drive. Which is better?
The reason the train's traction motor is so heavy is that it needs the copper and magnets to generate massive amounts of torque. The torque is proportional to the current through the motor coils, which is limited by the wire thickness. If we scaled that down to fit a car, it would only be good for tractors or people who drove slowly. But nobody does, they use smaller motors designed for less current (torque) but higher rpms, which comes out to more horsepower at the top end.
RE: Hybrid vehicle: series or parallel drive. Which is better?
Certainly automotive-scale electric motors would be designed lighter than locomotive AC traction motors - at a cost of several points of efficiency. There is no choice but to do so. But ... if additional magnetic hysteresis and eddy current and other losses caused by using less iron and higher AC frequencies don't get you, windage and having to use additional gear reduction will.
Regarding that competition, a test for maximum electric-only acceleration does bias things towards having a big drive motor and high-current-capacity batteries and inverters. But that doesn't necessarily imply a series design. You can use a small combustion engine capable of being mechanically connected with power rating sized for cruising in the best efficiency range, and a big electric motor for acceleration. If that sounds familiar, it's not too different from how a Prius (or Honda Insight) is designed!
RE: Hybrid vehicle: series or parallel drive. Which is better?
http:
8 kW thermal limit, 1.2 kg copper, 4.8 kg magnets.
Cheers
Greg Locock
SIG:Please see FAQ731-376: Eng-Tips.com Forum Policies for tips on how to make the best use of Eng-Tips.
RE: Hybrid vehicle: series or parallel drive. Which is better?
RE: Hybrid vehicle: series or parallel drive. Which is better?
See, e.g., AC Propulsion's 3phase/4 pole:
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High power density at high power levels is simply not common (yet), because high power is commonly used where mass is not a design driver (factory floor, locomotive).
I am unaware of any combustion engine design (perhaps something experimental?) that touches 4kw/kg, short of the gas turbine at 8kw/kg, and it appears high temperature super conductor electric motors will exceed even that.
RE: Hybrid vehicle: series or parallel drive. Which is better?
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RE: Hybrid vehicle: series or parallel drive. Which is better?
Cheers
Greg Locock
SIG:Please see FAQ731-376: Eng-Tips.com Forum Policies for tips on how to make the best use of Eng-Tips.
RE: Hybrid vehicle: series or parallel drive. Which is better?
I recall reading somewhere that the average daily commute was 30 miles in a day so for the average person (with 2.5 kids!) they may rarely have to fill up.
Of course that's fuel burned from the tank efficiency not fuel burned at the power station efficiency and that's assuming it was charged, the driver doesn't have a lead foot, etc.
Also a quick google search finds no solid info on how they plan to provide heat in the winter and how that will affect fuel use or range.