Evan's turn for the PHV Prius!

efusco, what happens if you turn the heater on when the engine is cold while running in EV mode? Do you get heat from an electric heater? Or can you hear the AC unit running (e.g. as a heat pump unit)?

 

While in EV mode there's less chance of needing the ICE. At 60 when the ICE does start MG1 speed has to go from ~9000RPM to ~4500RPM. Is that difficult for some component?

So maybe in EV mode it's allowed because there's less risk of the 9000 to 4500 jump, but in HV mode we know it will always happen (no hill is infinite!)

 

Thanks.

Have you been in a situation where you could actually recharge the long range battery by a significant amount by regenerative braking down a long hill, and noticing that it does actually increase the displayed remaining EV range?

Edit 15:00 July 31:
Also have you had the chance to test the TRAC system on a gravel road in EV mode?

 

Ooh yes, I was wondering this too but I think I know the answer already from piecing information together. Apparently the charge-deplete battery and charge-sustain battery are completely separate and only one can be used at a time--thus once you deplete and switch over to the standard hybrid battery it cannot charge the charge-deplete battery no matter how full the hybrid battery gets. Is this consistent with what you guys have seen in the field?

Andrew

 

About 49.86 mpg in CS mode. If the number holds up that will be brilliant.

 

cool report here. one question; when driving 60 mph, is there a noticeable change in the sound than the 2004 at the same speed? can you hear the motor run at higher speeds?

 

It's the same speed, MG2 is linked straight to the driveshaft remember.

It may however sound different due to the load it's under (and the inverter may make different noise, though you probably wouldn't hear that over the road&wind noise).

 

Since there has been talk of scangauge on this thread with the 2010 PHV--has anyone been able to successfully pull the pack voltage on the 2010 PHV through scangauge while driving?

It would be interesting to know what the deplete pack voltage is when the pack is fully charged, in the middle and just before fully depleted. The parameter you probably are after is called "System Resource V" instead of total pack voltage since that would be the total voltage available to the inverter. One would need to make sure to pull the value before the pack switches over since then "System Resource V" would be the voltage of the hybrid pack and not the deplete pack...

Once we can determine the rough discharge curve for the pack voltage we can pretty definitively determine what battery chemistry Toyota is using (yes I know its Lithium Ion, I and likely others would be more interested in what particular type).

Any of you PHV test drivers brave enough to try?

Andrew

 

I'm happy to help if you or someone has a few minutes to try some things. I'll try and track down the PID for you/whomever though it may be different for the PHV (only one way to find out though).

EDIT: Mmmm, bummer. Looks like the system resource V parameter is in a multi-framed message which if I'm not mistaken the current scangauge isn't capable of polling. Is anyone aware of a work-around for scangauge to poll multi-framed parameters?

Andrew

 

So on your trip You were still able to benefit from minimal ev operations Did not see a significant penalty 4 carrying around the extra battery weight.
Mmm well that is pretty cool

 

OK. Personal experience doing N-G in a GEN II (must be in S4): If neutral is engaged at or <40 mph, the ICE will shutdown. If you are on a hill (or in my case a bridge) and your speed increases above 40mph, the ICE will remain off (verified with Scangauge with RPM gauge).

If neutral is engaged at 41 mph or greater, the engine does not shutdown.