| Advanced Hybrid System 2 |
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Toyota 's Hybrid Synergy Drive is similar in that it also combines the power from a single engine and a pair of electric motors, although it uses only one planetary gearset. Honda 's Integrated Motor Assist uses a more traditional ICE and transmission where the flywheel is replaced with an electric motor. JOINT VENTURE When GM and DaimlerChrysler engineers realized how similar their hybrid work was, they decided to join forces and share technology. The GM/DaimlerChrysler partnership was announced on December 13 , 2004 with Dieter Zetsche of DaimlerChrysler joining Rick Wagoner of GM on stage with a prototype. The agreement was not signed until the following August, however. GM is reportedly responsible for development of rear- and four-wheel drive truck and front wheel drive car systems while DaimlerChrysler is focused on a rear wheel drive luxury car application. It was announced on September 7 , 2005 that BMW would also join the alliance, likely using archrival DaimlerChrysler's rear wheel drive system. The three companies have formed an organization called Global Hybrid Cooperation with engineering and management centered at the GM, DaimlerChrysler and BMW Hybrid Development Center in Troy, Michigan . TECHNOLOGY The group touts its technology as "two-mode" to differentiate it from the Toyota , Honda , and Ford "single-mode" systems. The two modes of operation are: # Input-split mode — At low speeds, the vehicle can move with either the electric motors, the internal combustion engine, or both, making it a so-called full hybrid. All accessories will still remain functioning on electric power, and the engine can restart instantly if needed. This mode is operational using the first and second gear ratios of the transmission. # Compound-split mode — At higher speeds or heavier loads, the internal combustion engine always runs, and the system uses advanced technologies like Active Fuel Management and Late Intake Valve Closing to optimize fuel efficiency. This mode can use all four gear ratios, with each tuned to a different condition:
Although the transmission mechanically has only four conventional gear ratios, the electric motors allow it to function as a Continuously Variable Transmission . This variable ratio functions in addition to the torque multiplication of the Planetary Gear s. Despite the "two-mode" marketing pitch, however, it is the packaging of the first application of the system which is unique. A special Automatic Transmission incorporates two 60 kW (80 hp) DC electric motors, two Planetary Gear sets, and two selectively-engaging friction Clutch es. This system amplifies the output of the electric motors similarly to the way in which a conventional Transmission amplifies the torque of an internal combustion engine. It also transfers more of the engine's Torque to the wheels, making the transmission more efficient even without the electric motors in use. Finally, the whole system fits into the space of, and indeed appears as, a conventional 4L60-E automatic transmission. A 300 volt battery pack is housed elsewhere in the vehicle to store energy. Most applications will also include 120 volt AC power outlets as on the 2004 Chevrolet Silverado hybrid. APPLICATIONS Busses The system was first used in the General Motors transit Bus es deployed in 2004 .
RWD truck The longitudinal system for light trucks from General Motors will be manufactured at Baltimore Transmission by GM's Alison Transmission division. The Nickel-metal Hydride batteries will be manufactured by Panasonic EV of Japan. The system was to be introduced for the 2007 model year in the full-sized GM SUVs, but these were delayed for one year for unspecified reasons.
FWD car
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