Prius Torque output?

http://priuschat.com/forums/attachm...0-worlds-first-2010-prius-dyno-pencilgeek.jpg

If you play around with the PSD simulators you can see that the ICE does not get to redline until near 60 MPH for Gen 1 and near 50 MPH for Gen 2, I would guess Gen 3 makes max torque at the wheels near 40 MPH.

http://priuschat.com/forums/gen-iii-2010-prius-main-forum/85528-worlds-first-2010-prius-dyno.html

(It would not surprise me if the Computers did not limit torque to what the PSD can survive)

 

With the power and speed given above and the tire diameter you should be able to calculate the torque at the wheel easily. The rest is left as a homework assignment.

 

Got a dyno for fun at a car show. No rear seats and a drop in K&N filter at about it for power mods. Had the car in base with traction control off. Yes lots of people were laughing,making solar panel jokes,back to the future jokes, and so on... Until they saw the read out and were kinda impressed or curious,well for a prius.lol Pared next to the other cars that got dyno and popped my hood. Actually had a few people check the car out. The guy driving for the dyno knew very little about the prius/how to operate one. The dyno was having trouble they say because I have a CVT transmission and the machine reads better knowing what gear the car is in. Any ways here are the results.

RUN#1

RUN #2

 

B mode is for braking down long hills, it makes no difference in acceleration. B is valuable in the Rockies.

 

I shall test your this at my next drag race. Do specific runs in Drive and one in Base. Might be a month or so.

 

For Gen 2, page MO-20 of the 2004 New Car Features Manual (see techinfo.toyota.com) has got what you're probably looking for: performance curves for the ICE by itself, MG2 by itself, and for the combined system versus vehicle speed. The combined system torque looks to be just a shade under 500 Nm, from dead stop to just under 30 km/h, dropping off gradually above that speed.

The theoretical way you would get there is by seeing that the power-split gearset in the transaxle always sends 72% of the ICE torque straight to the output. The other 28% always spins MG1, creating an electrical alternate path that has to rejoin via MG2 (and therefore MG2's maximum torque rating already includes it). So take the 400 Nm max torque for MG2 and add the ICE's 111 Nm max times .72, or about 80 Nm, for a total of 480. That's pretty steady over the first 30 km/h of vehicle speed because just by varying the allowed MG1 spin rate, the computer is able to keep the ICE near its best RPM range while the car accelerates.

These figures are ahead of the final drive, which has different ratios for the different generations and models. Gen 2 is 4.113 (from the same manual, page AP-2).

I don't have the 2010 New Car Features Manual handy, but you can surely find the equivalent information there. You'll notice that with Gen 3 they added a reduction gearset between MG2 and the familar power-split gearing, so the raw MG2 torque has to be increased by that factor before adding 72% of the ICE torque (and then adjusting it all for the final drive ratio).

-Chap

 

D = Drive
B = engine Brake.

There should be no difference in acceleration or torque developed in either mode; only the rate at which it decelerates with your foot lifted off the go-pedal and the amount of energy captured (regen) into the HV battery (more in D; less in B).