Thanks to [email protected] for finding this Ford document describing their hybrid design and diagnostics.
So the basic topology of the power split is the same as Toyota. But they don't connect "MG2" aka "Traction Motor" directly to the ring, it has its own separate geared connection to the drive train. I kinda like this because it allows for physical separation of the parts (they can be replaced separately), and it allows the RPM range of the two motor/generators to be independently selected to best engineering design.
They don't drive the rear wheels directly with a third electric motor as the Highlander Hybrid does. Instead they use a traditional transfer case. I prefer the reliability and better (computer managed) control of torque with the third motor. But the Ford design is probably cheaper.
So nothing radically new and different. I wonder why they made this information so hard to find.
So the basic topology of the power split is the same as Toyota. But they don't connect "MG2" aka "Traction Motor" directly to the ring, it has its own separate geared connection to the drive train. I kinda like this because it allows for physical separation of the parts (they can be replaced separately), and it allows the RPM range of the two motor/generators to be independently selected to best engineering design.
They don't drive the rear wheels directly with a third electric motor as the Highlander Hybrid does. Instead they use a traditional transfer case. I prefer the reliability and better (computer managed) control of torque with the third motor. But the Ford design is probably cheaper.
So nothing radically new and different. I wonder why they made this information so hard to find.