So it's a 3rd gen Prius with 42kW MG1 up to 13500 rpm coupled to engine via 3.6 gear ratio, limiting you to 3750 engine RPM while stationary. @sunshine_eggo ?
So it's a 3rd gen Prius with 42kW MG1 up to 13500 rpm coupled to engine via 3.6 gear ratio, limiting you to 3750 engine RPM while stationary. @sunshine_eggo ?
I wasn't "telling you" you how to refer to anything. I don’t know the terminology that service professionals use, but it's clear that you understood what I was referring to.Thank you for telling me how to refer to a platform I've been servicing for 8 years. Unfortunately, you are wrong. The most appropriate reference would be to say "in READY mode."
In your original post, you didn't say that the "fixed rate" 4kwH generator was going to be charging batteries. Nor that it had to have programmable shut on/turn on and/or be manually started and stopped. All the things that a Prius does automatically.Nope. We're comparing fixed rate 4kW power generation. Generator auto-start is a readily attainable feature, so duty cycle isn't relevant. A dedicated generator can be programmed to come on at X% SoC and shut off at Y% SoC. Or one can manually start/stop a traditional generator. I don't think anyone with an inverter and battery is going to run a 5kW generator when the load is only 100W.
Are you saying that when sitting idle in the "ready mode" the IC engine starts if one turns on the radio?
On the topic of fuel efficiency of gas powered engines, I have one question.
When powering a fixed 10 kwH load, what's more fuel efficient;
Two synconized genertaors optimized to run at 5kwH and each running at that output ?
Or one generator optimized to run at 10kwh and running at that output.
Because that AC to DC supply is isolated; your typical (non-transformer) inverter is not.Why not hook up one of the high voltage inverters directly to the drive battery system?
Unless they have a big battery bank to charge.I don't think anyone with an inverter and battery is going to run a 5kW generator when the load is only 100W.
Based on behavior I’ve seen, the voltage and current limit isn’t stored in non volatile memory. If CAN comms is lost, or power cycled, it reverts to default voltage, which must be written to nonvolatile memory. At $50/unit, seems worth a gamble to experiment.constantly writing current limit values over CAN could wear out internal memory cells.
I’d sure like to know how this sentence ends!You'll want to pull the case cover and attach your feed wire at the main (+) and (-) terminals. The current sensor is integral to the relay, and
I’ve seen close to 100 amps at over 200V while using regenerative braking… The behavior @sunshine_eggo described makes it sound like they’ve built in a duty cycle in software/firmware. Might be willing to push it if it was a salvage unit, airbags deployed, etc. But don’t want to risk exceeding specs on a vehicle used for commuting.So it's a 3rd gen Prius with 42kW MG1
Unless they have a big battery bank to charge.
I’ve seen close to 100 amps at over 200V while using regenerative braking…
The behavior @sunshine_eggo described makes it sound like they’ve built in a duty cycle in software/firmware. Might be willing to push it if it was a salvage unit, airbags deployed, etc. But don’t want to risk exceeding specs on a vehicle used for commuting.
Can we conclude that using an inverter on a Prius for low power applications may not be quite as efficient as hauling a generator around but it's OK?Precisely my point. Generator charging is typically at a consistent power level, hence why I compared two generators running at 4kW thus negating duty cycle as a consideration.
Can we conclude that using an inverter on a Prius for low power applications may not be quite as efficient as hauling a generator around but it's OK?
I was referring to this statement:Just so I understand, what do you mean?
It will do it briefly, but you have to cut the throttle and then re-floor it about every 5-10 seconds.
Agree. It's not going to be optiminally efficient, but how many generators are?My opinion on its use is very clear. My issue has been with the claims that it's going to be more efficient because... you know... Prius.
I was referring to this statement:
@AntronX seemed to float the idea of hacking the ECU via CAN to get a sustained 16kW output. But if the Toyota guys implemented a time limit on the forced charge like you described, then I don’t think I’d even want to attempt to seek that kind of continuous output. At least, not on an otherwise functional car.