By true blending I mean mixing EV range with HV driving, with that overlap mode of being in HV, but manully selecting EV mode,using the EV/HV mode switch. From my observations there are really only two kinds of true blending. Though it appears there are 3. An automatic True blending happens during cold ICE warmup. It does so to protect the ICE from load stress, on startup, when it's not warmed up. Whats nice is the battery charge used during the period is restored when the ICE is wamed. We have little control over this. The next true blending is user selected EV mode (while in HV mode) traveling at speeds above 62 MPH. The Pip will truely blend EV range into the drive to improve ICE efficiency. Very appearant during lower ICE demand load and harder to detect? during higher ICE demand load. It only lasts until EV range is depleted. Of course the third blending is really a variation of the above, in that if the speed drops to 62 MPH of below, the PiP just runs in full EV as long as the speed stays below that threshhold, and goes back to true blending when above that threshold. So, when is true blending really useful? I haven't found much use for it, preferring to manually select my mode. But maybe a short high-speed interstate trip to a final destination. Where the speeds are too high and distance too short to utiiize the full EV charge, choosing to high-speed blend would raise the trip efficiency by using EV capacity then also. So even a rare trip like that can take advantage of EV range.
In a true full hybrid, both powertrains blend / interact to act as one united drivetrain (electric transmission included). I believe it is the basic trait to be a good hybrid. Having two powertrains on-board doesn't make it a good hybrid, especially if they don't work together. I believe Toyota engineers already programmed / tuned when to blend. Sure, we can manually take advantage with the EV/HV button but we need to understand when it is better to use it. Thanks for starting this thread so owners can share their experiences. The first scenario you presented is an example of using electricity to reduce emission by assisting the ICE. The second scenario is using electricity to boost gas engine efficiency and vice versa as it also lowers electricity consumption by using some gas.
Re: Blending EV range My commute is 14.6 miles. I start with 10.6 - 11.1 miles of battery. Getting more battery since it's warmer. During a flat stretch, I turn On the HV button, then turn it Off. The ICE takes 2 miles to warmup, then goes back to EV. I used to run out of EV 1/2 mile from my destination. The last few weeks I get to my destination with 0.1 - 0.2 miles of battery left and 298 - 327 Cons. MPG. I take a photo of the display data of every driving segment and have a lot of data. Where are the PIP Engineers when you need them ???
I frankly do not know what any of you guys are talking about. EV range is very limited. To do any sort of math for short trips is nonsense. Once EV runs out that is it. On my 1200 mile trip to and from Las Vegas, I got 53 to 58 mpg at speeds from 70 mph to 60 mph. On the way back I tried to save 10 EV miles. It did no good, the car used the saved amount as it wanted and at the end of the trip left me with 2-5 miles, which appeared to do me no real good, as most of that also just disappeared. Is daily charging productive? Absolutely. For short trips. But any math associated with these short trips is rediculous , whether computer computed or manually computed. As far as blending, that is even more way out. Always fun at the water cooler tho for the uninitiated.
When I drive in bumper-to-bumper traffic, the PiP has the capacity to glide for virtually unlimited miles. At some point, I suppose the battery will finally deplete and regen will not have compensated, but it would take at least 50 miles of stop-and-go to do this, and by then I would have pulled over for a break.
