SOC question on a PIP vs Regular Prius

I don't know the actual numbers or whether it show on a scan gauge, but the PIP can indeed store more regenerated power then the regular Prius. If you switch to EV mode when going downhill, the stored energy is allocated to provide more EV range, even if you had previously used it all.

 

Element, I use a SG2 as well. If you are using this xgauge:

Battery Amps 07E2218A 0461858A0000 2810 0001000AF334 amp x.xx Amps (+ for draw) [Does not work on PHV]​

then we can't check how many amps... at least I never tried because it stated it does't work for the PHEVs.

I'm using SOC, total fuel cost, load, and something else.. Let me know the xgauge and I will check it out.

 

And now the bad news. If you had a PiP and fully charged it at night (as most folks do) there would be no room left for regeneration down that 6 mile hill. My hill is only 1 mile but I have to go into Neutral about a quarter of the way down or the ICE starts and ruins my mpg for short (all EV) trips.

 

in that case, the best thing to do is use the timer to limit charging before you leave. a bit of experimentation will teach how much to leave off and pick up free on the downhill run.

 

Unfortunately the timer works on time not amount of charge. Since my SOC before charging isn't the same every day and I don't leave the house at the same time every day there is really no start time or end time that will work and you can't set both. With a 1 mile hill its not big problem to leave home with a full charge and just use Neutral at the appropriate place on the hill. A 6 mile hill would not be so nice.

 

gotcha.

 

CaliforniaBear, are you saying that if you lived at the top of a 6 mile hill, didn't charge overnight, and started down that hill each day without refreshing EV miles, you could completely recharge all 13 or so EV miles in a matter of just minutes rather than the standard 3 hour (or half that at 220v), maybe even have to shift to neutral? That's some pretty crazy regen capability that the system has if so. Did I understand correctly?
Thanks,
Bill

 

of course the steepness of the hill would also affect recharge rate. so a combination of slope and distance will add X miles per minute. i'm not sure i've ever seen anyone do this calculation, but i think some might have recieved a full charge in the mountains out west.

 

No, I didn't say that. I said there is no convenient way to partially charge the battery so that going down a 1 mile hill will exactly fill the battery and won't cause the ICE to start. With 1 mile of downhill I can prevent the ICE from charging by using Neutral for the last part of the hill. With 6 miles that would be too dangerous, to long and fast in Neutral or too much friction brake use.

6 miles would never fully charge a fully discharged battery and doesn't relate to my comments.

 

Lithium battery can't crank out that much amp in the cold weather. This is where NiMh is better.

I had an incident where ICE triggered (around 45 mph) on my 3 miles short trip, started with a full charge. At the end of the trip, I turned on Torque to check the allowed discharge power. It was 21 hp (15.5kW) and battery temp was 58 deg F. I must have exceed that limit and the ICE triggered. Under normal condition, I would have 38 kW.

 

I've done a full charge from Donner Summit to the Sacramento Valley. Its about 65 miles but there are some flat spots and uphill areas where I use HV so its not a simple charging run. I keep just below 62 mph downhill so the ICE doesn't run when charging.

 

Hello,

I travel about 60 miles each way to work 5 days a week. I leave the house with a full charge (about 12 miles). I get about 9 actual miles. I have a gradual climb for about 30 miles (2500 ft to 5400 ft) upon arrival at work I have driven about 24 miles in EV mode. I have regenerated about 5 miles on the down hill. I do however keep the car at 60 in EV mode. Currently I am able to charge at work. I get about 8-9 miles before charge is depleted. I am very happy with the results.

 

Try to use the EV miles for the very slowest parts of your commute where the ICE isn't as efficient. You may be able to get 11+ miles of range this way.

 

Thanks for the tip, all suggestions are appreciated. I will make this change and see if I improve the distance. Thanks again.

 

A continuous dropping road takes 15-20 miles to fill up the battery...depending on how steep it is.
For example, Tioga pass to Lee Vining is ~12.5 miles and 3200 ft drop with no real flat or uphill segments. On this I got ~10 miles of charge, out of ~13-14 for a full charge. Some parts may have been too steep and I was foreced to use friction brakes instead of flying off into the canyon 1000' below.

Mike

 

What do battery temps get to when you are filling the pack that fast?

 

I have no idea. Obviously the car is designed to handle this and probably much worse. When I did it the air temp was probably 75-80F.

Mike

 

Mark,
I made some adjustments yesterday, saved my charge for non highway driving on the way to work. Ended up using the full charge with about a half mile left on my trip. Then, on the way home I changed my route to stay off the highway and I got nearly 11 miles out of the charge of 13.4. Do you know what changes the estimate amount of miles after being fully charged? I have had from 16.4 to 11.6 after charging.