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]

16,000-rpm Interior Permanent Magnet Reluctance Machine with Brushless Field Excitation

The reluctance interior permanent magnet (RIPM) motor is currently used by many leading auto manufacturers for hybrid vehicles. The power density for this type of motor is high compared with that of induction motors and switched reluctance motors. The primary drawback of the RIPM motor is the permanent magnet (PM) because during high-speed operation, the fixed PM produces a huge back electromotive force (emf) that must be reduced before the current will pass through the stator windings. This reduction in back-emf is accomplished with a significant direct-axis (d-axis) demagnetization current, which opposes the PM's flux to reduce the flux seen by the stator wires. This may lower the power factor and efficiency of the motor and raise the requirement on the alternate current (ac) power supply; consequently, bigger inverter switching components, thicker motor winding conductors, and heavier cables are required. The direct current (dc) link capacitor is also affected when it must accommodate heavier harmonic currents. It is commonly agreed that, for synchronous machines, the power factor can be optimized by varying the field excitation to minimize the current. The field produced by the PM is fixed and cannot be adjusted. What can be adjusted is reactive current to the d-axis of the stator winding, which consumes reactive power but does not always help to improve the power factor. The objective of this project is to avoid the primary drawbacks of the RIPM motor by introducing brushless field excitation (BFE). This offers both high torque per ampere (A) per core length at low speed by using flux, which is enhanced by increasing current to a fixed excitation coil, and flux, which is weakened at high speed by reducing current to the excitation coil. If field weakening is used, the dc/dc boost converter used in a conventional RIPM motor may be eliminated to reduce system costs. However, BFE supports a drive system with a dc/dc boost converter, because it can further extend the constant power speed range of the drive system and adjust the field for power factor and efficiency gains. Lower core losses at low torque regions, especially at high speeds, are attained by reducing the field excitation. Safety and reliability are increased by weakening the field when a winding short-circuit fault occurs, preventing damage to the motor. For a high-speed motor operating at 16,000-revolutions per minute (rpm), mechanical stress is a challenge. Bridges that link the rotor punching segments together must be thickened for mechanical integrity; consequently, increased rotor flux leakage significantly lowers motor performance. This barrier can be overcome by BFE to ensure sufficient rotor flux when needed

Evaluation of the 2007 Toyota Camry Hybrid Syneregy Drive System

The U.S. Department of Energy (DOE) and American automotive manufacturers General Motors, Ford, and DaimlerChrysler began a five-year, cost-shared partnership in 1993. Currently, hybrid electric vehicle (HEV) research and development is conducted by DOE through its FreedomCAR and Vehicle Technologies (FCVT) program. The mission of the FCVT program is to develop more energy efficient and environmentally friendly highway transportation technologies. Program activities include research, development, demonstration, testing, technology validation, and technology transfer. These activities are aimed at developing technologies that can be domestically produced in a clean and cost-competitive manner. Under the FCVT program, support is provided through a three-phase approach [1] which is intended to: • Identify overall propulsion and vehicle-related needs by analyzing programmatic goals and reviewing industry’s recommendations and requirements, then develop the appropriate technical targets for systems, subsystems, and component research and development activities; • Develop and validate individual subsystems and components, including electric motors, emission control devices, battery systems, power electronics, accessories, and devices to reduce parasitic losses; and • Determine how well the components and subassemblies work together in a vehicle environment or as a complete propulsion system and whether the efficiency and performance targets at the vehicle level have been achieved. The research performed in this area will help remove technical and cost barriers to enable technology for use in such advanced vehicles as hybrid electric, plug-in hybrid electric, electric, and fuel-cell-powered vehicles

Evaluation of the 2008 Lexus LS 600H Hybrid Synergy Drive System

Subsystems of the 2008 Lexus 600h 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 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

Feeding spectra and activity of the freshwater crab Trichodactylus kensleyi (Decapoda: Brachyura: Trichodactylidae) at La Plata basin

Background: In inland water systems, it is important to characterize the trophic links in order to identify the ‘trophic species’ and, from the studies of functional diversity, understand the dynamics of matter and energy in these environments. The aim of this study is to analyze the natural diet of Trichodactylus kensleyi of subtropical rainforest streams and corroborate the temporal variation in the trophic activity during day hours. Results: A total of 15 major taxonomic groups were recognized in gut contents. The index of relative importance identified the following main prey items in decreasing order of importance: vegetal remains, oligochaetes, chironomid larvae, and algae. A significant difference was found in the amount of full stomachs during day hours showing a less trophic activity at midday and afternoon. The index of relative importance values evidenced the consumption of different prey according to day moments. Results of the gut content indicate that T. kensleyi is an omnivorous crab like other trichodactylid species. Opportunistic behavior is revealed by the ingestion of organisms abundant in streams such as oligochaetes and chironomid larvae. The consumption of allochthonous plant debris shows the importance of this crab as shredder in subtropical streams. However, the effective assimilation of plant matter is yet unknown in trichodactylid crabs. Conclusions: This research provides knowledge that complements previous studies about trophic relationships of trichodactylid crabs and supported the importance of T. kensleyi in the transference of energy and matter from benthic community and riparian sources to superior trophic levels using both macro- and microfauna.Fil: Williner, Verónica. Consejo Nacional de Investigaciones Científicas y Técnicas. Centro Científico Tecnológico Conicet - Santa Fe. Instituto Nacional de Limnología. Universidad Nacional del Litoral. Instituto Nacional de Limnología; Argentina. Universidad Nacional del Litoral. Facultad de Humanidades y Ciencias; ArgentinaFil: de Azevedo Carvalho, Debora. Consejo Nacional de Investigaciones Científicas y Técnicas. Centro Científico Tecnológico Conicet - Santa Fe. Instituto Nacional de Limnología. Universidad Nacional del Litoral. Instituto Nacional de Limnología; ArgentinaFil: Collins, Pablo Agustin. Consejo Nacional de Investigaciones Científicas y Técnicas. Centro Científico Tecnológico Conicet - Santa Fe. Instituto Nacional de Limnología. Universidad Nacional del Litoral. Instituto Nacional de Limnología; Argentina. Universidad Nacional del Litoral. Facultad de Bioquímica y Ciencias Biológicas; Argentin

Respiratory Syncytial Virus (RSV) RNA loads in peripheral blood correlates with disease severity in mice

<p>Abstract</p> <p>Background</p> <p>Respiratory Syncytial Virus (RSV) infection is usually restricted to the respiratory epithelium. Few studies have documented the presence of RSV in the systemic circulation, however there is no consistent information whether virus detection in the blood correlates with disease severity.</p> <p>Methods</p> <p>Balb/c mice were inoculated with live RSV, heat-inactivated RSV or medium. A subset of RSV-infected mice was treated with anti-RSV antibody 72 h post-inoculation. RSV RNA loads were measured by PCR in peripheral blood from day 1-21 post-inoculation and were correlated with upper and lower respiratory tract viral loads, the systemic cytokine response, lung inflammation and pulmonary function. Immunohistochemical staining was used to define the localization of RSV antigens in the respiratory tract and peripheral blood.</p> <p>Results</p> <p>RSV RNA loads were detected in peripheral blood from day 1 to 14 post-inoculation, peaked on day 5 and significantly correlated with nasal and lung RSV loads, airway obstruction, and blood CCL2 and CXCL1 expression. Treatment with anti-RSV antibody reduced blood RSV RNA loads and improved airway obstruction. Immunostaining identified RSV antigens in alveolar macrophages and peripheral blood monocytes.</p> <p>Conclusions</p> <p>RSV RNA was detected in peripheral blood upon infection with live RSV, followed a time-course parallel to viral loads assessed in the respiratory tract and was significantly correlated with RSV-induced airway disease.</p

Graphene membranes for water desalination

Extensive environmental pollution caused by worldwide industrialization and population growth has led to a water shortage. This problem lowers the quality of human life and wastes a large amount of money worldwide each year due to the related consequences. One main solution for this challenge is water purification. State-of-the-art water purification necessitates the implementation of novel materials and technologies that are cost and energy efficient. In this regard, graphene nanomaterials, with their unique physicochemical properties, are an optimum choice. These materials offer extraordinarily high surface area, mechanical durability, atomic thickness, nanosized pores and reactivity toward polar and non-polar water pollutants. These characteristics impart high selectivity and water permeability, and thus provide excellent water purification efficiency. This review introduces the potential of graphene membranes for water desalination. Although literature reviews have mostly concerned graphene's capability for the adsorption and photocatalysis of water pollutants, updated knowledge related to its sieving properties is quite limited.Peer reviewe