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Anybody using a BMS+ with an Enginer Kit

Discussion in 'Prius PHEV Plug-In Modifications' started by lopezjm2001, Jun 14, 2011.

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  1. Flaninacupboard

    Flaninacupboard Senior Member

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    I don't have a scangauge so don't know whether a negative reading means charge is going into or out of the battery.

    The point i'm trying to make is that over a certain power level (14 amps) all enginer power is going to the motor, and any additional requirement (say another 2 amps) is coming from the traction battery. as i don't have a scangauge i cannot be exact, but my experience seems to say if i drive above 20mph i slowly lose HV SOC, so 14 amps must be happening somewhere around that speed.
     
    #21 Flaninacupboard, Jun 21, 2011
  2. Floyd2

    Floyd2 progressio per sententia

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    Negative means it flows back into the HV battery. Normally the limit is around 20 mph but on a hot summers day it can go up a little higher to around 23 mph. Mine is set at 14.4 Amp max at 240 Volts and if I drive in pure EV at 37 kmh (23 mph) the SOC will stay at the same level untill the Enginer kit is depleted.
     
    #22 Floyd2, Jun 21, 2011
  3. cproaudio

    cproaudio Speedlock Overrider

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    I tried that before with my 2010 and it doesnt work. I ran out of juice after 5miles. I had to pull over and let it charge up.
     
    #23 cproaudio, Jun 21, 2011
  4. Floyd2

    Floyd2 progressio per sententia

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    My friend has a 2010 with an Enginer kit and just like you he cannot drive in pure EV for very long. There seems to be a substantial difference in the Gen2 and Gen3 Prius if it comes to EV driving. I don't know why they changed that in the 2010 version. Maybe to avoid too much stress on the HV battery.

    A few days after I had installed the 4 kWh kit, this was in December 2010 at below freezing temperatures, I took a 'pure EV' drive with my Prius 2006 over a distance of 23.4 km and did not use a single drop of gas. According to the display there was 15% left in the kit. But this was just a one time test, I normally go thru the standard warmup cycle, don't want to damage anything.
     
    #24 Floyd2, Jun 22, 2011
  5. lopezjm2001

    lopezjm2001 Senior Member

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    Maybe you had to pull over and charge up because you were going up and down low hills which caused increase in mechanical load. Floyd lives in the Netherlands probably where the landscape is dead flat and can therefor drive in EV mode longer as the mechanical load stays constant.
     
    #25 lopezjm2001, Jun 24, 2011
  6. cproaudio

    cproaudio Speedlock Overrider

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    No hills
     
    #26 cproaudio, Jun 25, 2011
  7. lopezjm2001

    lopezjm2001 Senior Member

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    Hi Banshee08,

    On the question of battery life I am using a DOD (depth of discharge) of 60% i.e Max SoC 80% to min SoC 20%, so according to this graph the traction battery should have a life of 10,000 cycles.

    See this link:

    http://priuschat.com/forums/knowled...ypercycles-prolong-prius-hv-battery-life.html

    The Prius uses a max DOD of 40% which is only used when in EV mode. The DOD limits set by Toyota are ultra conservative.
     
    #27 lopezjm2001, Jun 27, 2011
  8. Floyd2

    Floyd2 progressio per sententia

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    Yes I should have mentioned that. But there is a great difference when it comes to EV driving in a Gen2 or a Gen3. I went along in my friend's 2010 to show him how he could stay in EV but it kept turning on the ICE after a few km's. His HV SOC kept going down even at really low speeds, in which I can just keep driving in EV.
    Just came to mind: maybe his AC was on, it is electric in the 2010. Can't remember...

    Does the Gen3 draw more stationairy current? My 2006 uses about 1.2A with lights/radio/AC off.
     
    #28 Floyd2, Jun 28, 2011
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