The myth of pulse and glide

[bwilson4web]

Originally Posted by Philosophe

Can you confirm how this relates to the Hybrid System Indicator (HSI)?

The first step is to understand how the HSI correlates ICE power. I've started with inertial measurements, the power needed to accelerate. Similar data could be collected using a hill climb. But I'm less interested in mapping HSI to ICE power than instrumentation to measure ICE torque.

Originally Posted by Philosophe

. . . I'm trying to understand how each of these zones maps to the different parts of the HSI. . . .

Until we get some better instrumentation, we can't realistically address these questions:

Originally Posted by Philosophe

. . .

• Does the 1600-2700 rpm zone map from the middle of the HSI up to the left of the PWR zone?
• When does 1200-1600 rpm happen (knowing the ICE will run in that part of the HSI when you go at higher speed)? Is it mapped from the middle of the HSI to its left? Does the car by itself avoid this inefficientzone as much as it can?
• The PWR zone of the HSI would start at 2700 and end at? (knowing you can push beyond the top of the PWR zone). Why Toyota chose that particular rpm to end the visual PWR zone?

I think this would help taking this great technical knowledge and ground it to a useful form for the non technically savvy.

This earlier data came from a Graham miniscanner, which sampled the data ~200 ms. apart. It was better than nothing but still many things happen in much smaller time intervals and I'm looking at direct instrumentation.

If I am able to measure MG1 current accurately and fast enough, I should be able to scale it for ICE torque with the ICE rpm and injector timing to come up with a relative BSFC meter. Unlike the static charts derived from Graham miniscanner data, this will be direct and we should be able to combine it with other vehicle data including temperature and even fuel quality. For those interested in driving the HSI, it would be a trivial task.

The earlier data was collected for the 1.6L engine and we now have a 1.8L engine with cooled exhaust gas recirculation, exhaust heat recovery, and a host of technical improvements. I suspect we are looking at a very different beast than the 1.6L. Think of our earlier studies as laying the ground work for what we need to look at in the 1.8L. <grins>

Bob Wilson