EV replenish from HV

excellent!

 

That's a pleasant surprise.

The battery is no longer used just to capture regen brake energy. It is now being used to extend the EV range. It makes sense to do so if the gas engine is running to provide cabin heat or warming up the catalytic converter. Nothing goes wasted.

 

It's amazing how much strategic braking can regen the EV. I was able to get .3 miles of EV just going down a brief hill.

 

I would like to know, by how much did your MPG gauge change during this warmup time? Would the distress of watching that number plummet outweigh the thrill of seeing EV miles increase? This just screams "coolant temperature hack." The last thing you want is for the engine to be idling and charging the battery. How is this any different from from running a portable gas generator at home to charge the pack? For maximum fuel economy, if the car isn't moving, the engine should be off.

Except Gas

 

Remember, Prius PHV is rated eAT-PZEV. How do you propose saving more gas while maintaining that (includes emission and hardware warrenty)? Hacks may decrease some gas usage but the emission may increase. The Cat may be short lived with the non-complete warmup cycles.

It seems the strategy used here is to complete the Cat warm up because Prius' top priority is low emission. The second is the efficiency. The excessive power is stored in the PHV pack.

 

My point is this: Most people who get a PHV want the highest possible MPG. If the engine is idling at a stoplight, you will never get there. The car is charging the battery, because in the minds of the designers, "We're pretty much screwed by AT-PZEV (or the priss-driver wanting heat), so we're going to charge the battery in this case to minimize the waste." I have the coolant temp hack in my Gen II courtesy of ccdise for the last 10,000 miles, and get tanks in the 55-60 MPG range. It is very well worth it. Come on guys, the PHV is a hypermiling test-bed. If you've got one, put your skills to work and get the most out of it.

Let the plug charge the battery. Turn on the ICE when the car is moving and likely to remain that way for a few minutes. Arrive at your destination with zero EV miles remaining (or have a bit left if in EV mode all the way), and plug it in.

 

I believe john1701a was doing just that, and got caught by a stoplight.
He then noted how even a warm-up cycle is used efficiently by the Pip!

 

fwiw, i noticed on drive home from VA yesterday that using B to assist slowing down would regen about 0.2 to 0.3 EV miles on about a 1 block usage. Eastern NC doesn't have a lot of hills.

 

Neat Pic

 

I have a 2011 G3 and am planning on adding a PiP, does anyone know if it causes any problem to drive mostly on B? I looked briefly at the manual and didn't see anything. I've also read that BMW (in their i series) and others use the stronger regen in normal driving to achieve a more effiecient experience which I think would be equivalent to driving in B mode.

Any thoughts?

 

I have to assume that B will tend to turn the ICE of the PHV just like in the liftbacks and c's and v's, thereby wasting regen opportunity any time the pack is not full at the end of the regen opportunity.

 

You would have regened more by not shifting to B. B is converting some of the kinetic energy into heat (waste) in the ICE (like engine brake).

 

Wow this is a new ball game - to regain the most EV range during a trip.

 

Perhaps so; This week I'll try and conduct a completely unscientific test on a freeway exit that exits downhill from a 60 mph lane about 0.2 miles to a stop sign. In the Gen II, I would occasionally use B to assist slowing down if no one was behind me, and no cars were in front lined up at the light, just to save a little brake wear.

It will be interesting to see which way garners more regen in that short a distance.

 

Oh boy, time to revisit this link.,,,,Please take a look.

http://techno-fandom.org/~hobbit/cars/b-mode.html

 

Ooops, wow, I was thinking about that incorrectly! Thanks for the link...makes total sense now -

 

You should use B Mode any time you would use L in a 'normal' car, almost never. It is to protect the friction brakes on long down hills. Spinning the ICE as brakes is 100% loss of energy, recharging the HV Battery is only about a 70% loss. Not hitting the brakes at all is a 0% loss. (In the Gen 2, the ICE will spin above 22 MPH, the cutoff will vary on the other Prius models)

 

Aint that cool though? :rockon:
I've witnessed regen in the Leaf. The highest mountain in the L.A. area is mount baldy. We were just below the 5,000 foot level. By the time we'd reached the base, the charge had gone from about a 7kWh reserve to a 15kWh reserve. The leaf can regen at up to 30kW. What's the max for the PiP if anyone knows ?

.