Strong or full hybrid—a vehicle that can run
on just the engine, just the batteries, or a
combination of both. The Toyota Prius, Ford
Escape, and Mercury Mariner hybrids are
examples of cars that can be moved forward
on battery power alone. A large, high-capacity
battery pack is needed for battery-only opera-
tion. These vehicles have a split power path
that allows more flexibility in the drivetrain
by interconverting mechanical and electrical
power. To balance the forces from each portion,
the vehicles use a differential-style linkage
between the engine and motor connected to
the head end of the transmission.
Power assist hybrid—uses the engine for pri-
mary power, with a torque-boosting electric
motor also connected to a largely conven-
tional powertrain. The electric motor, moun-
ted between the engine and transmission, is
essentially a very large starter motor, which
operates not only when the engine needs to
be turned over, but also when the driver
“steps on the gas” and requires extra power.
The electric motor may also be used to
restart the combustion engine, deriving the
same benefits from shutting down the main
engine at idle, while the enhanced battery
system is used to power accessories. Honda’s
hybrids, including the Insight, use this design;
their system is dubbed integrated motor
assist (IMA). Assist hybrids differ fundamen-
tally from full hybrids in that they cannot run
on electric power alone.
Mild hybrid—essentially a conventional
vehicles with an oversized starter motor,
allowing the engine to be turned off when-
ever the car is coasting, braking, or stopped,
yet restart quickly and cleanly. Accessories
can continue to run on electrical power
while the engine is off, and, as in other
hybrid designs, the motor is used for regen-
erative braking to recapture energy. The larger
motor is used to spin up the engine to oper-
ating rpm speeds before injecting any fuel.
Many do not consider these to be hybrids at
all, and these vehicles do not achieve the
fuel economy of full hybrid models.
Plug-in hybrid electric vehicle (PHEV), gas-
optional, or griddable hybrid—can be plug-
ged in to an electrical outlet to be charged;
and has a certain range that can be traveled
on the energy stored while plugged in. This
is a full hybrid, able to run in electric-only
mode, with a larger battery and the ability to
recharge from the electric power grid. Can
be parallel or series hybrid design. Their
main benefit is that they can be gasoline-
independent for daily commuting, but also
have the extended range of a hybrid for long
trips. They can also be multi-fuel, with the
electric power supplemented by diesel, bio-
diesel, or hydrogen. The Electric Power
Research Institute indicates a lower total cost
of ownership for PHEVs due to reduced ser-
vice costs and gradually improving batteries.
The “well-to-wheel” efficiency and emis-
sions of PHEVs compared with gasoline
hybrids depend on the energy sources of the
grid (the US grid is 50% coal; California’s
grid is primarily natural gas, hydroelectric
power, and wind power). There is particular
interest in PHEVs in California, where a
“million solar homes” initiative is under way,
and global warming legislation has been
enacted.
Researchers
believe PHEVs will
become standard in a few years. See also:
Hybrid electric vehicle (HEV); Hybrid engine
Hydraulic hybrid Hybrid engine, developed by
USEPA, which can charge a pressure accumu-
lator to drive the wheels by way of hydraulic
drive units. It can recover almost all the energy
that is usually lost during vehicle braking, and
uses it to propel the vehicle the next time it
needs to accelerate. This makes the system more
efficient than battery-charged hybrids. Tested in
a mid-sized sedan, the hydraulic hybrid triples
fuel economy, allows acceleration from 0 to 60
Hydraulic hybrid 125