Maybe a Fusion Energi plug-in instead of a PiP?

I live on the Front Range of the Rocky Mountains and routinely go "inside". Once October hits, we get perma-snow/perma-ice until May. I am well aware of snow and ice, and a brush for a minute clears it off if snow, and a couple minutes of scraping works otherwise. To use gasoline to make the engine hot to make hot air blow on the glass and slowly melt the snow/ice is ridiculous.

I do have a remote start in my Honda Civic, but I use it to keep the car on with the key out instead of starting the car.

 

If you look at the amount of energy in a unit volume of gasoline compared same amount of battery, it's a no-brainer why Toyota chose to use the ICE to heat the car/windows.

 

Lacking a clutch, the Toyota and Ford designs cannot go faster than 62 mph without spinning the gas engine because they would otherwise need to spin the smaller MG faster than its maximum designed rpm.

If you are typically driving within the 35-45 mile all-electric range of a Volt battery pack, why would it be more optimal to blend in gasoline?

 

Simply changing the number of teeth in PSD will slow down the MG1. That'll also change the torque split ratio so I don't see that happening until HSD II (NS4).

Perfection is achieved, not when there is nothing more to add, but when there is nothing left to take away. -- Antoine de Saint-Exupery

It is not optimal because you are using electricity to lag around the gas powertrain. Is it optimal to run on one leg?

Fusion Energi and Prius PHV will use two legs to run (blend on highway or high power). It may walk on one leg (EV in the city) with the most efficient one.

 

Gasoline engines have uneven efficiency and power output across their rpm range. Blending in power from an electric motor and battery pack makes total sense and is the basis for hybrid designs like the original Prius.

Electric motors have good efficiency and power across their rpm range. Blending in power from a gasoline engine and gas tank makes no sense unless you have a small battery with inadequate power output.

 

That makes no sense - just because the engine is there, it doesn't have to be used. Afterall, you don't go around with 5 people in the car and the trunc full, all the time.

 

By your own quote of de Saint Exupery.. adding the use of the engine when not needed is further from perfection. To reach perfection you have to take away the use of the unneeded engine, like in an EREV or BEV. Blended is what you do when your design elements are too limited to work efficiently on their own.

Also, while changing the gearing can allow a higher output speed without overdriving mg1, it likely means mg1 cannot produce as much torque, thus limiting MG1's ability to drive under load. Thus the ICE may be needed at even lower loads than now which which may even limit MG1's ability to support the load that occurs at 62mph and higher speeds. Unless you've dont the math to show the need forces can be achieved with your alternative design, why should we think you know more than such a design toyota or ford engineers?


Maybe NS4 can solve that by using a more powerful motor. Unfortunately the recent announcement say little about what the NS4 can really do.

 

yet this is the essence of hsd, blending ice and electric motor. But when we get to phev, weakness arises. Removing MG1 and the ice with a clutch is the normal engineering solution in EV mode, but MG2 and battery is not currently sized for work alone duty. This may be a solution for GenIV. Blending ICE and MG2 really should be an option for a sport mode.

MG2 is what drives the wheels. There are trade offs. I would not assume the toyota or ford cars are optimal.

I don't think even toyota has decided what it is yet

But, I don't get that one leg thing, usb seems to want a crippled system. Isn't it better to be able to run on either power source, than be crippled and be forced to use both. That is like crawling instead of running.

 

It depends on what you define "small" battery. Prius PHV, Fusion Energi and other upcoming blended hybrids have the battery to cover average trip length (12.6 miles).

From the energy density point of view, it makes sense to blend gas power for high demand, like climbing a mountain or highway merges.

It also depends on the number of recharges as two extreme examples collected from the prototype below.

 

People and trunk space are optional.

The gasoline drivetrain in Volt is mandatory. If you don't use it, it is a dead weight. It is there for the purpose of "just in case I need it". That's the same overweight SUV mentality where you might go off-road or do sporty activities.

 

In EREV, you are not taking away the unneeded gas engine. The battery carries it's weight. BEV does not have to do it.

If you have two power sources, the ideal scenario is to use 50/50 and distribute the usage when each powertrain is superior for the situation. Both powertrains are sized to handle average power individually. When you need peak power, use both.

BEV only has one powertrain so that's a different story. Volt is a hybrid that tries to be an EV. It is overweight and over-engineered with the complexity that exceed the benefit.

 

The current PSD was tuned to operate mainly with the gas engine (HV operation). 72% of the ICE torque gets split to the wheels while 28% goes to the generator (MG1).

If the ICE torque is split 50/50, MG1 will need to rotate less to generate the same amount of electricity. This will also mean less of the ICE power will get to the wheels, which is what we want. With a more powerful MG2 and a bigger PHV battery, you can get a blended PHV with stronger EV performance.

It looks like the 2012 Prius PHV will be able to operate roughly 1/3 EV and 2/3 HV. NS4 may do 1/2 EV and 1/2 HV. I don't think it'll get to 2/3 EV and 1/3 HV like the crippled Volt since the gas engine cannot downsize enough to reduce weight, cost and complexity. I expect the jump to a full BEV after the 50/50, EV/HV blend.

That's the road map I envision as the battery technology improves and the energy/power density go up while the price/volume(space) come down. A simple power split device that also blends will pave the way. Of course I could be wrong but that's my vision of how Toyota and Ford would execute. I can't wait to hear more about NS4.

 

The ideal scenario is not to split 50/50, but to split on efficiency.
Since EV operation is much more efficient, the Volt allows EV almost all the time, and HV when needed. While the Volt may be carrying around more weight, its still more efficient than a simple hybrid like the Prius. Carrying weight is not a problem as long as the increased efficiency makes up for it. Otherwise a hybrid would not be better than an ICE.



Back to the topic, the Fusion Energi could be way better for many people than a PiP.. it depends on their driving needs/habits.
The benefits of an EREV depend on the driver and owner. The Volt is not always more efficient than a HV, just for people that drive < 75miles between charges. When you get a Prius, including PiP, doing 86MPGe over 1800 miles and 90 days let me know. Until then your digs about the volt being over-weight or over-engineered will come across as shallow envy.

 

Nonsense. The same can be said about the trunc or the 5 seats.

 

As pointed out, you can choose not to carry any passenger or cargo. Are you implying that you can leave Volt's gas engine at home? Nonsense. How about leave part of the battery to make room for the 5th rear mid seat?

Fusion Energi or Prius PHV will actually use the gas engine when maximum power is demanded. Volt will not but instead will carry it as a dead weight, everywhere.

 

If the Prius c had dropped the mostly unused back seat, it would have easily whooped the real Insights but on economy. But Toyota included it for the few times a single commuter would be carrying more than one other person. If people actually bought a car to meet 90% of their needs, Toyota wouldn't have had to hamstring the c with a back seat.

And the c is straddled with compromised aerodynamics and extra weight everywhere.

 

Well, just look at the results and tell me which car has more dead weight.

Prius c weights 2,500 lbs. It is a 5 seater that gets 50 MPG on regular gas. It requires zero electricity and starts at $19k.

Volt weights 3,781 lbs. It is a 4 seater that requires premium gas and electricity. It starts at $40k.

Fusion hybrid is a heavy midsize car (3,700 lbs). Energi version should weight more but they won't be dead weight. It is a midsize nearing the full size. It could use a diet.

 

To be honest I think that's excessive. Batteries get worn by use and time, other components get worn by use.

You can find out very quickly about reliability by following what happens to higher-mileage drivers or those who work the car hard. You only need to wait that long if you're unsure about the battery chemistry.