Prius PHV: Optimization strategy with lessons learned from the prototypes

Seems like arriving home with .8 EV mile range would be ideal so that you can use your home electricity to recharge the battery. Arriving home with 10.4 miles of EV range would be counterproductive as you had to burn gas to "protect" that EV range. (I realize that you are not suggesting this and that your point is that you can in fact regen to near full capacity).

This all seems to point to the need for a tie-in with the NAV system. You should be able to press "Home" as the destination on the NAV screen, and the system will make sure that you arrive home with near 0 EV mile range. If there are other locations where you can recharge you should be able to indicate that when you add them to your route. I realize that with practice you could figure this out on your own but how cool it would be if it did the calculations for you!

 

Did you read the original post?

From where did you take the 9C figure?

 

I didn' say it's impossible to do. The QA says it' s possible to charge from zero fo full, but I don't recommend it. I've gotten the 9C number from max regen the electric motor can provide and I've read it's 38kW. 4kW battery charged at 38kW is 9C.

 

Well, Satoshi Ogiso had no reservations...

38 kWh was never confirmed for the US version.
Wow, 38kW regen! you really need a steep hill and high speed for this, and you will make it in just 4 minutes!
I am sure the BMS does not allow for such regen.

 

How close is 38 kw read at the generator to 38 kw into the battery ?

Btw, 38 kw into the battery would be 38/4.4 = 8.636 C

 

Now *that* I would pay extra for. That'd be a truly "smart" car. Ought to be doable, to some degree at least... Google maps, elevation information (either from online or from having traveled the route before)...

My commute will be much easier to plan: 1/2 interstate, 1/2 back roads. Going to work, EV until the charge is gone; coming home, HV until off the interstate.

 

Thanks, though hopefully ou arrive at any destination where you can recharge with NO charge (as that is most efficient), I understand why its good to save it for city driving (where its far more pleasant to be in EV than ICE) and more efficient.

From your description it seems that that HV is really "Hold". I had expected that it was basically said you don't want to USE the battery buffer, not that it would not allow it to increase via regen.

 

Don't think its specific to the Northeast. Colorado's infrastructure is non-existent. The few times I've tried I've found the outlets trip the ESVE anyhow as they are not clean and have lots of stuff on them. I rarely bother now. (Though of course I get a longer range so its less of an issue.).

Curious if the "regen" range you see is more easily used than the wall range. The Volt and Leaf have algorithms that estimate EV range using a history so if I drive doing a lot of regen, the car expect I will continue driving that efficiently and hence begins to overestimate the EV range. (Its bad enough in the Leaf that many call their estimator the guess-o-meter). I prefer to use SOC since I've learned what battery levels i need to get home from various locations and if I need to be extra careful or can be carefree).

 

That is really good to hear Paradox, so if you are going to have, uphill or city driving, max out the regen for that span of use. If you are on your way home, use all or most of the EV charge. Makes perfect sense. As you were describing, when driving in suburbia, there are many situation where a long glide is possible, desirable, so why not EV/charge ? With time and break-in it is possible we could see some incredible hypermile avarages. :cheer2:

 

Can you say 'nitpicking'?

 

Nitpicking, nitpicking, nitpicking

 

Found this link to the 2010 demo test data. Charts displaying actual use stats.
Toyota Prius Plug-In Hybrid Demonstration Program | Dashboard

Toyota ESQ Communications


NS4 Concept 2012 NAIAS NS4 Release