What is the power of the Plug-In Battery

I don't know but I'm not sure if the above numbers would help you w/your question about defeating the purpose. I was able to get the ICE to kick in upon semi-hard acceleration on the PHV Priuses were drove at GDE. I was well under 62 mph.

When EV mode is on and there's sufficient charge, it is calibrated to stay in EV MUCH more so than the non-PHV Priuses.

You might be able to test it yourself at AltCar Expo but it's unclear if they'll have the demo vehicles or the final production version.

 

The maximum battery power output is 27 kW.

This is according to Toyota press materials distributed for the Frankfurt 2011 auto show where the production Prius Plug-in was announced.

This is a bit less than half of the power that MG2 is rated for (60 kW).

 

I should add that the 27 kW value is suspiciously identical to the maximum power output of the NiMH battery pack in the 3rd generation Prius.

So, this could be mistake in the document and the Plug-in's Lithium pack output really is higher or Toyota may artificially constrain the Lithium pack output to be the same as the regular 3rd generation Prius because of limitations in other shared power train components.

This could also be a limitation to protect the battery from excessive stress. Typical Lithium chemistry batteries will age faster the harder you charge and discharge them and this can become significant for rates above 5C or so.

The Volt battery can put out 60 kW at a leisurely 4C (3.75 * 16 kWh) but the Prius battery could be straining at 14C (13.6 * 4.4 kWh).

As far as I can tell, nobody knows the Lithium chemistry of the production Prius Plug-in cathode and anode and Toyota isn't saying yet.

 

Already asked it (in http://priuschat.com/forums/toyota-...prius-phv-plug-in-updates-50.html#post1390578 thread) but nobody responded so far.

Anyway, 27 kW would be even more disappointing.

 

The design is intended to deliver a big efficiency improvement, not a pure EV experience. Prius is a hybrid after all.

I suspect the kW/hp values we've seen matching the current battery output are correct. Yes, that means the traction motor is still being underutilized without the engine also contributing electricity.

There are 4 sub-packs within. I get the impression they behave like the current battery we have now, but offer much greater overall capacity and I bet they can tolerate the burden of sustained depletion better. They should make thermal management easier too. Software monitoring operating temperature could swap them in & out much like servers do to keep memory from getting too hot.
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ICE may kick in, but Charge depletion will not stop, keeping power delivery from batt at a certain rate...
Or not?

 

Well, in addition to the power question, there is the energy question. From your comment about 'even when there is plenty of charge', I infer that you are expecting to run out of battery energy frequently. Whenever you do, it doesn't matter that you used some gasoline to accelerate up a hill. The only time it would defeat the purpose is when you finish the day with some juice left in the battery. That is, a typical day of driving would be less than 14 miles.

If it is truly your purpose to only drive in EV mode, you would probably be better off with a Leaf.

 

Effortless EV in the burbs for errand running will be fantastic. But it's not like I won't take advantage of the EV/HV toggle from time to time.

As for source, sorry, I don't have a link handy. It was during the Frankfort reveal time, a silent video titled "technical" for the production model. You could clearly see the change.
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Here you go.

 

NiMH HV battery does 21C (20.6 * 1.31 kWh), probably short burst about 10 seconds for heavy acceleration and braking.

 

I wonder why the video is silent. Technical glitch?

 

In my mind, pure EV experience means I can floor it and the car stays in EV mode with a full charge.

The test drive in Richmond showed that this was nowhere near the case. Flooring the car at 1 mph resulted in an instant ICE turn-on.

 

Perhaps the Fisker Karma is more for you:

2012 Fisker Karma | Technology - EVer Powertrain, Solar Roof, Command Center

The Karma is an awesome serial hybrid, 22" wheels, 125MPH top speed, less pollution emited than a Prius, 50 miles of EV range (from its 23KW battery pack), and a motor-generator that puts out 175KW to power its 2 rear 150KW wheel motors, with the MG running, you get a total of 300 miles of range. talk about an awesome performance car, with a price to match ($95K-$109K).

The Karma is a no compromise great EV, and a good hybrid as well. Of course its a luxury hybrid, and not deisgned for the same "audience" as a Prius, plug in or not

 

Flooring a car means the driver wants to go forward at maximum power. If the car is a split hybrid like the Prius (designed with lean approach, thus more elegant and wise project), it means putting everything on full power.

If floored in Park position, also turns on the ICE, for warm-up cycle also.

EV experience may be a good feeling, but requires EV hardware. EV experience with an ICE on the lap makes less sense, because ICE is meant to be run when necessary.

 

And with the tax credits, it might cost you the same as the Prius.

 

EV experience comes with EV charge time and EV range.

 

Q: What is the power of the Plug-In Battery?

A: 0.275 Volts

[Chevy Volts that is ]