I'm currently working on the new Info-Sheet and User-Guide for the 2010 Prius. Filling out the generation matrix comparing the Original, Classic, and Iconic models has left 3 unanswered questions: Battery-Pack Energy (W/kg) Battery-Pack Voltage Battery-Pack Weight (lbs) Anyone have that detail available for the 2010 model? .
^ With what these guys said John. But when I go to the Chicago event I'll recheck with the Toyota people. Wayne
The battery pack info with the enclosure is still not known. The number of cells are the same so it should be 201.6 V. Cell level energy and weight are available on the PEVE page. Plastic Case Prismatic Module | Panasonic EV Energy Co., Ltd.
If this is true, then I am wondering why Toyota-provided info shows different traction battery power specs for 2009 vs. 2010: 2009: 28 hp Toyota Prius - 2009 Performance & Specifications 2010: 36 hp, per the 2009 NAIAS Media Information DVD jacket that we received in Detroit. I had assumed that they are getting more power out of the battery by further reducing internal resistance.
They may have increased the overall output current of the battery pack. I'd be worried about longevity as a result though if the module itself isn't changed.
I think you don't have to be worried about it, but Toyota warranty division does. Anyway, Panasonic EV Energy supplies a Metal Case Module too since 2005 for Highlander/RX400h. It is 9.6V module, but site says 6cell 7.2V module is possible. Metal Case Prismatic Module | Panasonic EV Energy Co., Ltd. The basic specifications are same as plastic one, but I believe the metal one is stronger in heat stress than plastic. Camry Hybrid has 244.8V pack, which means it uses 34 7.2V modules. I believe TCH uses metal module since it introduced after THH/RX400h. Also, didn't we hear from Chief Engineer the cooling function on the 2010 Prius battery pack was improved? I believe the new battery pack will be more powerful and reliable than the current even the basic specification numbers are same. Ken@Japan
Given where I live, I still worry. I'm glad my '04's made it to 110,000 miles on the original pack w/ light (judicious) usage of EV. I'm not as worried about making to 100,000 warranty, but the "lifetime" padding may have gotten much shorter, and I worry that we could realistically see 120,000-150,000 HV battery pack replacements as a norm. I'd hate to think Toyota built that into the long-term income strategy of the car.
This is reasonable in hot areas like NV and AZ. I believe that 150K miles is the auto industry definition for end-of-life, so any miles logged beyond that is gravy. Many posters like to point to high-odometer Prius taxis as evidence that the hybrid system is robust. An equally important test will be to see how many years the battery can last (regardless of odometer reading), cycling through periods of alternating hot and cold weather.
Part of me wants to keep the 2002 right up to the 8 yr battery warranty JUST to find that out. Actually, by trading/selling it for the 2010, I'm ALMOST doing that (bought in Nov 2001). It will have < 60k miles when we relinquish it.
"And here’s an interesting tidbit for you: During its development, the new 2010 Prius was designed and engineered to package either the lithium-ion battery pack with plug-in capability, or the nickel-metal hydride battery for the conventional gas-electric system." TOYOTA OPEN ROAD BLOG: Irv's Sheet: Toyota Steps Up the Technological Pace John, will this change your task much? Do you have any better idea what will be available by the end of the year?
I've found this in a toyota tech info on a prius 2010 and i believe it was pounds. So by converting 2.3 pounds to grams i found it to be 1.043Kg each module. It has to be right.
It's almost right. The part that's too often forgotten is that if you write "1.043 kg", you are stating that you know the mass out to the nearest gram. But you don't, 'cause you started out knowing it only to the nearest tenth of a pound—about 45 grams—so when you convert to kilograms and round at the appropriate place, it's right to say "about a kilogram". A blind pounds-to-kg conversion on a calculator or online doesn't think that part through for you; it's up to the human to keep the precision in mind.
Working on a conveyor layout for structural, reading the materials handling department’s layout, they call for a slope of 1.3261 degrees at the tail end. I asked them about the history of that number; nobody could recall how it came about. One of my structural cohorts overheard, mentioned it mighta been 1/4” in 12” at the outset. Ayup… similarly, we had conveyor plan geometry go awry: they were initially set out using angles and distances. The surveyors asked for coordinates at the junctions, and some clever sod decreed that double dimensions was a no-no, so stripped off all angles and distances from the final drawings. we ended up with conveyors coming into transfer towers at 89.9998 degrees, and lots of similar hijinks.
