Real vs. Nominal Prime Battery Capacity

can you do the same for pip? i have no idea what you're doing there.

 

6.18/8.8=70% 85%soc to 15%soc ?

 

wow, so you're saying prime usable battery might be slightly less than double?

 

what about improved chemistry and gen 4 hsd efficiency?

 

??!!

 

Estimated EPA 120 MPGe or 28 kWh per 100 miles are based on energy from the wall (including charging losses) and not battery capacity.
If we assume 15% losses the 22 miles gives 6.18*0.85=5.25 kWh 'real' capacity devoted to EV which is about 60% of total.
With the PiP it was already established that the usable capacity devoted to EV is 2.7-2.75 kWh (from about 85% to about 23% SOC) which is 62% of total.

My speculation - the estimated EPA EV range that will be announced at October 3 will be higher than 22 miles, probably 24-25 and the usable capacity for EV will be higher than 60% of total.

 

40 km was what I stated years ago as realistic for a high-volume profitable target. That's 25 miles... which looks likely.

Whatever the number ends up, remember that we get both cabin & battery warming improvements. That will be great for those like me, who deal with months of endless winter each year.

 

Speaking of that, I gathered from other other threads that it will stop drawing power from the grid when you power it up to pre-heat/cool. However, what if you let it warm for, say, 5-10 minutes and then shut it off for a similar time. Will it start charging again and recover some of the used energy or do you need to unplug/replug to get it to do that?

 

It should resume charging automatically.

 

It could be important in California next legislative session when they go to extent the green sticker HOV program past 2019. Plug-in America is recommending equal treatment of PHEV and BEV as long as the PHEV gets at least 25 miles EV I believe...of course I am not expecting the legislators to adhere exactly to that. But I think 8kWhr batt is now the defacto plug-in target if you want to get incentives.

 

A range near 25 miles was what I was actually expecting of the next PiP.

Since the pack is only air cooled by a fan, Toyota could be playing it safe in terms of the buffer on the battery. This also ensures the pack won't be an issue for the 10yr/150k mi CARB warranty.

 

On the PiP, when I did a preconditioning for cooling during the summer, the L2 charger would continue to supply power while the A/C was turned on to cool the interior down. If the draw from the battery was more than the on-board charger would allow, the L2 EVSE continued to charge the battery after the preconditioning was finished. I don't believe the Prime will be any different, except since it has an on-board 3.3 kWh charger, it will keep up with the heating and/or A/C requirements.


iPhone ?

 

I was thinking about L1 (120V).

 

Same thing happened before I got the L2 EVSE, except the L1 would come on and continue to charge for a lot longer to recharge the battery after the precooling was finished. All preconditioning is done through the battery. The EVSE just replaces, automatically, what is being used. The EVSE, both L1 and L2, comes on when I pressed the A/C button on my key fob.


iPhone ?

 

So, it continues to inject energy while the A/C is on, or restarts if charging had previously finished?

 

Yes.


iPhone ?