2009 Prius MG2 motor-295 lb. feet of torque..2010 Prius MG2-153 lb.??

The speed reduction gear is also a torque multiplier. The Gen III MG2, through the speed reduction gear, produces more torque to the wheels than the Gen II. There is a thread on here somewhere comparing the final output torque of the Gen III to the Gen II.

I went back and looked and the Speed Reduction Unit gear ratio is 58/22=2.636. So the final torque output of the Gen III MG2 will be 153 X 2.636 = 403 lb-ft.

 

Then maybe you could help me with this.

I am trying to trace the torque/power curves of the HSD. (see attached image - I don't know how to attached a spreadsheet).
Torque values are in Nm and the power in kW. (I used covert-me.com to go metrical wherever necessary).

The torque numbers are set by hand by me.

For the ICE torque I tried to mimic the curve posted elsewhere on PC and I am pretty confident about it.
ICE Power is Torque*rpm*2*pi/60000*0,72. The 0,72 comes from the fact that I read somewhere that the ICE can only transfer 72% of its torque to the wheels, the rest being converted via MG1 into electricity (that goes either to the battery or to MG2).

For MG2, I assumed that full torque is available at 0rpm and then I started reducing it, so that the overall power in kW never exceed 100kW=136HP.
MG2 max torque is according to the formula from jdcollins5 (as I also read about this conversion somewhere else on PC).
Since MG2 is a synchronous electric motor, torque is maximum at the frequency at which the magnetic fields rotates, when the rotor is synchronous with it, independently of load, but dependent on current. I could not find a formula to calculate the torque of a frequency-variable, current variable, synchronous motor.
We know the max current that can be transferred to MG2 safely without stressing the battery (I remember the value seen somewhere on PC).

But the total power curve looks too good to be true, when assuming full torque from MG2 from 0rpm and until it fades when the ICE kick-in and the max HP have been reached. I mean, 100kW fully available from 2000rpm to 5200rpm limit? No way.
So - what is wrong here? What should the torque curve of MG2 look like, in reality?

I am getting crazy on this chart...!!

Thanks for any help!

 

This is a 2010


Due to the HSD, you can't get to max RPM until about 60 MPH

 

oops

 

thanks - but what I see is that 136HP is never reached - why so? plus that is the speed vs hp - what I was looking for is torque vs rpm of the MG2 at the torque converter wheel side, not the PSD side (OK, the rpms of MG2 could be derived somehow from the rpm of the wheels...)

 

PS: on my original post, and chart/table, there is a mistake - the overall HP of MG2 is 60kW - and that cannot be exceeded. I just changed that. Attached is what it looks like now...I still don't like it...the total torque curve looks a bit too steep to me...

 

The graph shows about 81% of the rated power at the drive wheels. Considering we don't know what the atmospheric conditions were when the dyno test was run or whether or not any corrections were applied to compensate for atmospheric condition, that is pretty close to a typical 85% engine to drive wheels efficiency.

 

Pakitt, here's another chart for you. Looks like your chart and this one both came from Dynojet Dynos, The operator has the choice of recording MPH or engine RPM. MPH (or km/hr) come directly off the roller and doesn't require a hookup.


In the top right corner there is a smoothing factor of 5. The chart you posted had a smoothing factor of 3, that's why these curves are smoother.

Note that the big jump in torque at around 4k RPM doen't show up in these dyno runs. I suspect that jump from on the Toyota BSFC charts is only there to describe the region the computer trys to keep the engine in and that at full throttle the engine power and torque isn't limited to those lines. I don't have any proof of that, but the actual full throttle dyno curves don't show the jump

Edit: I think the red lines are with an INJEN cold air intake installed.

 

You'll be surprised by the difference more battery power makes.

The ease of electric-only launches from the plug-in model shocking.
.

 

Hmmm... from http://media.caranddriver.com/files/regular-or-premium.pdf that came from Test Results, it looks like automatics (w/torque converters and all) typically) ~25% driveline loss. I believe it's 12-15% typically for a manual.

This concurs w/the dyno run I did on my 02 Maxima at stock 2K2 Max dyoned at 195.1 hp/214.7 torque? about right? - Maxima Forums (engine rated at 255 hp). I went through the trouble as a semi-local dyno shop was offering a free run that day.

edit: Some figures from F8L at http://priuschat.com/forums/gen-iii...rlds-first-2010-prius-dyno-3.html#post1195821. Funny enough, Jimbo's graph came from the 1st post in that thread.

I stumbled across this 2nd gen dyno run: http://priuschat.com/forums/gen-ii-prius-main-forum/24869-2005-prius-my-chassis-dyno.html.

 

Here is a document that I put together based on the gear tooth counts for the Gen III HSD from other threads on here. It will show the relationship between MG2 RPM and wheel speed in MPH.

Vincent also took these gear tooth counts a step further and developed the relationship between ICE, MG1 and MG2 for the Gen III HSD.

Hope this helps.

 

from what I understand the GenIII battery rated at 36hp.. after a few seconds it drops to 27.