As part of a U.S. Department of Energy supported study, the National Renewable Energy Laboratory has benchmarked a Toyota Prius hybrid electric vehicle from three aspects: system analysis, auxiliary loads, and battery pack thermal performance. This paper focuses on the testing of the battery back out of the vehicle. More recent in-vehicle dynamometer tests have confirmed these out-of-vehicle tests. Our purpose was to understand how the batteries were packaged and performed from a thermal perspective. The Prius NiMH battery pack was tested at various temperatures (0°C, 25°C, and 40°C) and under driving cycles (HWFET, FTP, and US06). The airflow through the pack was also analyzed. Overall, we found that the U.S. Prius battery pack thermal management system incorporates interesting features and performs well under tested conditions.
The National Renewable Energy Laboratory (NREL) performs research and development of hybrid electric vehicles (HEVs) as part of a program sponsored by the U.S. Department of Energy’s (DOE) advanced automotive technologies. One purpose of the program is to benchmark commercial HEVs for potential use by Partnership for New Generation Vehicles (PNGV) partners. NREL obtained one of the first U.S. marketed hybrid vehicles, the 2000 North American version of the Toyota Prius, for system level vehicle analysis in ADVISOR vehicle simulations, evaluation of auxiliary loads such as the air conditioner’s impact on fuel economy, and evaluation of battery thermal performance. This paper focuses on battery pack thermal evaluation while it was out of the vehicle, but will not present more recent in-vehicle dynamometer results. By analyzing the Prius battery pack, one can gain insight into how to design thermal management systems that can enhance battery pack performance for HEVs.
The Toyota Prius is a five-passenger compact sedan powered by a 52 kW gasoline engine and a 33 kW electric motor. It has a curb weight of 1254 kg. The Prius has a complex dual-mode hybrid configuration in which energy to and from the vehicle wheels can travel along several different pathways. Mechanical energy to the wheels passes through a planetary gear set that couples to the engine, electric motor, generator, and to the final drive. Power to the wheels can be provided solely by a (273.6 Volt Nickel Metal Hydride [NiMH]) battery pack through the electric motor, directly from the gasoline engine, or from a combination of both the motor and the engine. The battery pack can be recharged directly by energy from the wheels powering the motor (regenerative braking) or from excess energy from the gasoline engine – which turns the generator. Download free Thermal Evaluation of Toyota Prius Battery Pack pdf here
The National Renewable Energy Laboratory (NREL) performs research and development of hybrid electric vehicles (HEVs) as part of a program sponsored by the U.S. Department of Energy’s (DOE) advanced automotive technologies. One purpose of the program is to benchmark commercial HEVs for potential use by Partnership for New Generation Vehicles (PNGV) partners. NREL obtained one of the first U.S. marketed hybrid vehicles, the 2000 North American version of the Toyota Prius, for system level vehicle analysis in ADVISOR vehicle simulations, evaluation of auxiliary loads such as the air conditioner’s impact on fuel economy, and evaluation of battery thermal performance. This paper focuses on battery pack thermal evaluation while it was out of the vehicle, but will not present more recent in-vehicle dynamometer results. By analyzing the Prius battery pack, one can gain insight into how to design thermal management systems that can enhance battery pack performance for HEVs.
The Toyota Prius is a five-passenger compact sedan powered by a 52 kW gasoline engine and a 33 kW electric motor. It has a curb weight of 1254 kg. The Prius has a complex dual-mode hybrid configuration in which energy to and from the vehicle wheels can travel along several different pathways. Mechanical energy to the wheels passes through a planetary gear set that couples to the engine, electric motor, generator, and to the final drive. Power to the wheels can be provided solely by a (273.6 Volt Nickel Metal Hydride [NiMH]) battery pack through the electric motor, directly from the gasoline engine, or from a combination of both the motor and the engine. The battery pack can be recharged directly by energy from the wheels powering the motor (regenerative braking) or from excess energy from the gasoline engine – which turns the generator. Download free Thermal Evaluation of Toyota Prius Battery Pack pdf here
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