CASE STUDY COMPARING AN HYBRID VEHICLE AND

A PURELY ELECTRICAL VEHICLE.

BY:NAME:- KARTHIK
REG.NO:-130929202
BRANCH:-MECHATRONICS
YEAR:-3RD YEAR

Lexus RX400h
Introduction
The Toyota Hybrid Synergy Drive, implemented in the Prius II, has only a single power
split device, incorporated as a 3 shaft planetary gear set. This is a typical example of an
Input-Split Hybrid, due to the fact that a fixed amount of torque is transferred via the
electrical path from the engine to the wheels. This in turn makes this setup simple in
mechanical terms, but does have some drawbacks of its own. For example the
maximum speed is mainly limited by the speed of the smaller electric motor. Also, the
efficiency of the transmission is heavily dependent on the amount of power being
transmitted over the electrical path. The latter has multiple conversions, with a low
efficiency (70%) compared with the efficiency of the purely mechanical path
(98%).Especially in higher speed regimes (>120 km/h) the efficiency (of the
transmission alone) therefore drops below that of a generic automatic transmission with
hydrodynamic coupler.

The main difference to the Input-Split Hybrid is the addition of a second planetary gear
set, and the addition of four clutches (which can actually operate as one). This enables
the switching of the percentage of mechanically vs. electrically transmitted power (two
modes). This way, it is possible to cope both with low-and high-speed regimes, enabling
smaller motors to do the job of larger motors when compared to a single mode type
system. The four fixed gears enable the Two-mode hybrid to function like a conventional
parallel hybrid under high continuous power regions, like sustained high speed cruising
or during towing. Full electric boost is available in fixed gear modes.

The powertrain of the Lexus

Vehicles such as the Lexus RX 400h and Toyota Highlander Hybrid added four-wheel
drive opera-tion by the addition of a third electric motor ("MGR") on the rear axle. In this
system, the rear axle is purely electrically powered, and there is no mechanical link
between the engine and the rear wheels. This also permits regenerative braking on the
rear wheels.
In addition, a fixed gear second gearset is implemented: the drive motor (MG2) is linked
to the front wheel transaxle by means of a second planetary gearset, thereby making it
possible to increase the power density of the MG2. This allows for a motor with less
torque but higher power (and higher maximum rotary speed).

The power train of the Lexus consists of

ICE: V6 3.3 liter 24-valve VVT-i gasoline engine. It produces, in the case of the Harrier
Hybrid, 155 kW @ 5,600 rpm 288 Nm @ 4,400 rpm.
Generator MG1: PMSM, max 650V, max 109 kW @ 13000 rpm, max 80 Nm @ 0-13000
rpm
Motor Generator MG2: max 650V, max 123 kW @ 4500 rpm, max 333 Nm @ 0-1500
rpm (front wheel drive)
Motor Generator Rear MGR: PMSM max 650 V, max 50 kW @ 4610-5120 rpm, max
130 Nm @ 0-610 rpm (rear wheel drive)
HV Ni-MH battery pack with a rated voltage of 288 V.

Hybrid Synergy Drive in Lexus RX400h. S = Sun wheel, C = Carrier wheel, R =

Ring wheel

The whole system, called Lexus Hybrid Drive (also Hybrid Synergy Drive), produces a
maximum of 200 kW. Under normal driving conditions only the front motor and gasoline
engine will be used. The rear motor will only be used under full-throttle acceleration or
when the front wheels lose traction. The Electronically Controlled Continuously Variable
Transmission (ECVT) delivers smooth acceleration without conventional gear shifting,
while enhancing efficiency. The advanced application of the electric motor/generators,

power split device and reduction device helps optimize available performance and
economy.
The power split planetary gear set splits engine power between the front wheels and
MG1. It distributes 70% of engine torque to the output axle and 30% to MG1 to power
MG2 or recharge the hybrid battery. Lexus hybrid vehicles never need to be plugged
in.The LHD system automatically re-charges its HV battery.
When either stationary, decelerating, or being driven at a slow speed, the gasoline
engine will switch off automatically and the car will be electrically driven. Lexus hybrid
vehicles are capable of being powered by the electric motors alone without assistance
from the engine.
The electric motors operate at times when theyre most efficient (i.e. start-up and lowspeed cruising), while the gasoline engine operates at times when it is most efficient
(i.e. heavy acceleration and high-way cruising).
The assistance of the electric motor increases the vehicle's performance; the
400h/Harrier Hybrid can reach 97 km/h in less than 8 s, quicker than the gasoline-only
RX. Despite the increased performance, the RX 400h/Harrier Hybrid consumes roughly
the same amount of gasoline as a compact four-cylinder saloon.

The latest addition to the family of Hybrid Synergy Drivetrains is used in the Lexus GS
450h / LS 600h. This system has a Dual-Range Motor Reduction. The device uses two
clutches (or brakes) to switch the gear ratio from MG2 to the wheel shaft. Therefore, the

second planetary gear set is extended with a second carrier and sun gear to a
ravigneaux-type gear, with four shafts, two of which can be held still alternatively by a
brake/clutch. The gear ratio to the wheel shaft can be switched between a ratio of 3.9
and 1.9, for low speed (higher torque) and high speed driving regimes - up to 250 km/h.
This way, the power flowing from MG1 to MG2 (or vice versa) is decreased during
higher speeds. The electrical path is only about 70% efficient, thus decreasing the
power flow there increases the overall performance of the transmission, while
contributing to improved fuel economy.

The power electronics of the Lexus

The RX400h utilizes the following DC voltage systems:
Max 650 Volt DC
Nominal 288 Volt DC
Nominal 42 Volt DC
Nominal 12 Volt DC

Electric Start Motor/Generator (MG1): Acts primarily as a generator by producing power

to re-charge the hybrid battery and provide power to Electric Drive Motor/Generator
(MG2) during acceleration. When acting as a motor, MG 1 starts the engine.
Electric Drive Motor/Generator (MG2): Provides power to the rear wheels and generates
power during braking to re-charge the hybrid battery.
The 288 Volt Ni-MH battery is composed of 30 low voltage (9,2 Volt) sealed nickelmetal hydride modules. The hybrid battery supplies power to the power inverter for use
by the electric motors, air conditioning and power steering. During coasting and braking
conditions, it stores regenerative energy captured by the electric motors.
A combined stepdown/boost converter links the battery with the inverter DC input
voltage. This con-verter can also boost the hybrid batterys power from 288 volts up to
650 volts as needed for maxi-mum power.

Bilateral DC-DC converter During boost converter operation (288V 650V) IGBT2 is switched
During buck converter operation (650V 288 V) IGBT1 is switched [Lexux RX400h]

The power inverter converts the DC voltage into AC current for the electric motors and
vice versa, depending on driving demands and electrical system.
The Hybrid Electronic Control Unit (ECU) monitors and controls the power flow between
all key components of the hybrid systems (engine, motors, battery, etc.) to ensure
optimum performance and efficiency.

Mercedes B-Class Electric Drive

Performance:
With a powertrain system that delivers a decent 177 horsepower (132 kW) and an
estimated zero-to-sixty speed of 7.9 seconds, the B-Class Electric Drive is among the
fastest electric cars on the market. Of course, its no Tesla Model Salthough Tesla
Motors provides the propulsion system for the B-Class.
Even though the B-Class has 70 more ponies than the Nissan LEAF, you wont
immediately notice the extra oomph in the electric Mercedes (when in the default
Drive/Efficiency mode). Thats because Daimler engineers have configured the drive
system for maximum comfort and control. While other carmakerslike GM with the
Chevy Spark Electric, for exampleunleashed as much torque as possible as a way to
stand out, Mercedes confidently restrains the power to avoid snapping any heads at
launch. The ride is also extremely quiet, well suited for easy city and highway cruising.
The magical power of quick electric propulsion doesnt reveal itself until the car hits
about 25 miles per hour. Yet, if you need to liven up your commute, there are two ways
to unbridle the Tesla system inside this small Mercedes EV. You can reach over to the
S for Sport button on the dashboard. Youll feel an immediate difference in the pedal
mappingwith much more response with a lot less foot movement.
Or, if you want to be clever, Mercedes provides a kickdown mechanism. Simply push
your foot on the accelerator pedal just past the halfway distance to the floor, and youll
feel a little click from the pedal. This will take the 98-kilowatt limit, and add 34 additional
kilowatts.
Either way, the top speed is electronically limited to 100 miles per hour.
In terms of handling, cornering and braking, Mercedes engineers benchmarked the BClass Electric Drive against its entire fleet. So expect the same level of refinement,
responsive steering feedback, and solid road feel characteristic of the Mercedes brand.
In terms of creep (how much the car slowly moves forward with nothing touching the
pedals) and regen grabby-ness, youll also experience a drive feel familiar to Mercedes
internal combustion cars.

Efficiency/Range:
Official EV range estimates can be misleadingwhether they come from automakers or
the EPA. Thats why we prefer to measure driving range of electric cars strictly by
comparing the size of battery packs. Dont worry too much about the relatively minor
differences in efficiency between EVs (due mostly to size/weight of the car). Its better to
fall back on this rule-of-thumb: every kilowatt-hour of capacity yields between three and
four miles of range. Drive like a maniac to get closer to three miles per kWh. Take a chill
pill and you could get closer to four miles.

The B-Class Electric Drive, according to Mercedes, has a 28 kilowatt-hour battery pack.
If you use (the mid-range) 3.5 miles per kWh as your basis, that means 98 miles on a
full charge. The EPA provides a more conservative range estimate of 87 miles. Any way
you slice it, that beats the LEAFs 24 kilowatt-hour pack, and the 22 kWhs in the BMW
i3.
To make things even more confusing, the B-Class EV offers a range-plus setting for
charging. That, according to what Mercedes execs told PluginCars.com, brings the
battery capacity up to 31.5 kilowatt-hours (with the push of a button before charging).
The net result could be an impressive 110 miles of range. If you leave the setting to
standard charging, then refueling will stop at 28 kilowatt-hours, extending the life of the
battery by not charging to full capacity, but reducing the range by about 10 percent.
We need the first 100 or so B-Class drivers to report real-world reports before we know
for sure, but it appears that the Mercedes electric car will have a slight edge in driving
range over the competition (except, once again, for Tesla). It might be one of the few
real 100-mile EVs on the market.
Mercedes provides another useful tool for maximizing ragein the form of steering
wheel paddle shifters. If you want to be a hyper-miler, you can toggle back and forth
between D, D- (for more regen), and D+ (for coasting), to precisely dial in your vehicle

speed and the amount of reclaimed energy. If that gets tiring, then just leave it in DAutowhich cleverly uses radar to automatically adjusting regen level based on traffic
ahead.

Charging:
As stated above, the entire drivetrain system in the B-Class Electric Drive is supplied by
Tesla Motors. That comes with the standard 10-kilowatt onboard charge. To take
advantage of that capacitya step up from the 6.6-kW charger on most EVsyoull
need a sufficient supply from the grid, and a 40-amp 240-volt wall box.
At the media event we attended in early May, Mercedes mentioned that a dedicated
home charger (EVSE) will be offered with the car. Further details were not available.
Many of the EVSEs on the market today have a capacity of 30 amps, so unless
Mercedes comes through with a 40-amp wall unit (or you provide your own), then BClass drivers should expect a charging rate that adds about 20 to 25 miles of range in
an hour, rather than 30 miles or so from 40 amps. The difference is not huge. Besides,
a full charge from empty to fulldepending on all the various factorswill take four to
five hours.
Even though Mercedes used Teslas system, access to the Tesla Supercharger network
is not available. Furthermore, this generation of B-Class Electric offers no quick charge
port. Mercedes engineers told PluginCars.com that they preferred to use the existing
fuel door on the back left side of the vehicle, rather than changing the cars sheet metal
to accommodate a bigger port for faster charging. Quick charging is being considered
for future model years.
Mercedes also consideredbut ultimately rejectedthe use of a small range-extending
gasoline engine, in a desire to keep the EV system simple and compact.

Passenger/Cargo Room:
The B-Class Electric Drives use of an energy space to package the EVs battery pack
allowed Mercedes to offer uncompromised passenger and cargo space. Its a small car.
Still, as stated above, its bigger and taller than the BMW i3 or Honda Fitwith a size
and shape somewhat similar to a Ford C-Max.
Unlike the i3 (or Volt), the Mercedes EV nominally has seating for five passengers. Put
two full-size human beings in the back, and the fifth passenger will have to squeeze in
the middle. Three children are absolutely no problem. Slide the driver seat all the way
back, and a passenger behind the driver will need to be good humored. But the purpose
of this electric Benz is not long-distance highway driving. Its comfortable commuting,
and on those grounds, it provides plenty of comfort and sufficient space.

The B-Class handily beats the i3 in rear cargo spaceoffering 17.7 cubic feet
compared to the electric BMWs 9.18 cubic feet. With the rear seat flipped down, the BClass provides 51.0 cubic feet of cargo space.

Safety:
The Mercedes B-Class Electric Drive has not yet been rated by safety agencies. The
EV is equipped standard with a radar-based collision warning system, and brake assist.
The system gives the driver a visual and audible warning, and directly assists with
braking if the situation requires. The list of optional features includes Blind Spot Assist,
Lane Keeping Assist and Active Parking Assist.

Price:
The base price for the B-Class Electric Drive is $41,450. (The destination charge adds
$925.) Thats $100 more than the BMW i3with both German companies stacking up
their small luxury electric cars directly against one another.
Navigation, LED running lights, collision warning, cruise control, active parking assist,
hill-start function are standard. Mercedes offers a full line of options and interior trim
packages for the B-Class EV, the same as any car it sells. The list of options and trims
will become available before the car goes on sale in late summer 2014.
Battery coverage is for eight years or 100,000 miles. Like most electric cars, roadside
assistance is part of the package.

CONCLUSION:AFTER THIS CASE STUDY I CAME TO A CONCLUSION THAT FROM OVERALL

VIEW LEXUS RX400h IS BETTER COMPARED TO MERCEDES B CLASS ELECTRIC
DRIVE.THE LEXUS RX400h NEVER NEEDS TO BE PLUGED-IN,SINCE IT IS
AUTOMATICALLY RECHARGED BY LEXUS HYBRID DRIVE(LHD).IT PROVIDES A
MAXIMUM OUTPUT OF 200 KW AND CAN REACH 97 km/h IN LESS THAN 8 SEC
WHERE AS MERCEDES B CLASS ELECTRIC DRIVE PROVIDES A MAXIMUM
OUTPUT OF 132 KW AND CAN REACH 60 Km/h SPEED IN 7.9 SEC.FUEL
ECONOMY OF LEXUS RX400h IS BETTER COMPARED TO MERCEDES B CLASS
ELECTRIC DRIVE,RX400h HAS A DUAL DRIVE(ELECTRIC AND IC ENGINE) AND
SWITCHING BETWEEN THESE TW0 IS AUTOMATIC,BASED ON REQUIREMENTS
THAT IS WEATHER TO USE POWER FROM ELECTRIC OR IC ENGINES OR BOTH
IS BASED ON THE OPERATING CONDITION.LEXUS RX400h IS COMPARITIVELY
CHEAPER WHEN COMPARED TO MERCEDES B CLASS DRIVE.