>>
>> And your NiMh would be all charged up by the time you "coasted" to your
>> exit.
> No it wouldn't because 82% is a hard limit enforced by the battery ECU.
> Once the battery reached 82% SOC all regeneration would stop and the car
> would spin up the engine slightly faster to use engine braking instead.
> If you pressed on the beake pedal it would be all friction braking.
Locomotives uses resistors blocks to do that ....the reason there are more
fans on top of a loco than there are
for the engine cooling and tuboblower(two stroke diesels need turbochargers
in order to work at all).Rail name is dynamic braking....Prius name is
regenerative braking.On a mountain pass goingdownhill, the engine goes dead
and the resistor bank is blowing about 4,000hp worth of heat.(about
10,177,700 btu/hr) into the air.(at max setting and long enorgh distance you
would
fry your manual air brakes, if you used them instead, like around Glacier
National Park.....for an example )
Your battery ,on the Pruis,would explode if the ECU didn't cut in because of
the charge rate and heat of pushing higher..
One of the limiting factors on battery performance in general.None of them
are as perfect as the ad guys would have you believe.
Battery life will be shorten by so much, that you run don't walk to the
dealer if that ECU fails to hold.
Part of the reason you will never see more than a small fraction of the
power from regenerative braking.....about 20% of the braking energy.
Without exploding the battery.....from excess current rush.
Pruis would have to go to a large resistor block to divert the excess and if
they used more regenerative energy to save the manual brake parts.
If so ,you can" Jake" yourself down to a stop and mainly use the manual
brakes to hold the vehicle.
Much of the electric uasage display on your dash is borrowed from a Dash 7 &
and up locomotive.
They even tell you how much power you are regenerating with the brakes.
>> As to fly by wire,the Dash 7 had it in 1976 and Prius doesn't has slip
>> control.
> OK I'll bite what is slip control by your definition.
Rails are slicker than roads so starting with the first gas electric built
in the 20's.(General Electric loco)
The engine has slip sensor reading all the wheel to make sure they are
rolling at same speed.
Auto manufacturers call thier limited version traction control.
Locomotive's read fractions of a turn ,auto's read roughly rpm's of slip
difference.
Newer ones are also at the same time reading amps since a wheel in ice is
going to draw few
amps than a wheel on dryrail for a given rpm speed.
Mercedes is one of the few cars that adjusts in the fashion that a loco does
by appling brake on the
(on a car snow or mud hole wheel)spinning wheel to force the loaded wheel to
pull.
Locomotive automatically adjusts inter motor speed to keep all the wheels at
the same speed.
You also have sanders.....for traction as well,because of how slick steel
rails are.
Some are even automatic,since starting roll traction is the only time they
are needed, normally.
You wouldn't want run a sander more than needed ,even if you had unlimit
sand,because the sand eats the rails and the wheels.
In the course of giving it roughly the same traction as highway bed used by
cars and trucks.
Ever noticed how switch yard wear rails faster than main lines.
>
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>>
>>>
>>> And your NiMh would be all charged up by the time you "coasted" to your
>>> exit.
>>
>> No it wouldn't because 82% is a hard limit enforced by the battery ECU.
>> Once the battery reached 82% SOC all regeneration would stop and the car
>> would spin up the engine slightly faster to use engine braking instead.
>> If you pressed on the beake pedal it would be all friction braking.
> Locomotives uses resistors blocks to do that ....the reason there are more
> fans on top of a loco than there are
> for the engine cooling and tuboblower(two stroke diesels need
> turbochargers in order to work at all).Rail name is dynamic
> braking....Prius name is regenerative braking.On a mountain pass
> goingdownhill, the engine goes dead
> and the resistor bank is blowing about 4,000hp worth of heat.(about
> 10,177,700 btu/hr) into the air.(at max setting and long enorgh distance
> you would
> fry your manual air brakes, if you used them instead, like around Glacier
> National Park.....for an example )
> Your battery ,on the Pruis,would explode if the ECU didn't cut in because
> of the charge rate and heat of pushing higher..
> One of the limiting factors on battery performance in general.None of them
> are as perfect as the ad guys would have you believe.
> Battery life will be shorten by so much, that you run don't walk to the
> dealer if that ECU fails to hold.
From what I have heard if it does fail the "triangle of death" shows up on
the MFD and the car either limps on just the engine or shuts down entirely.
> Part of the reason you will never see more than a small fraction of the
> power from regenerative braking.....about 20% of the braking energy.
Toyota claims 30%....
> Without exploding the battery.....from excess current rush.
> Pruis would have to go to a large resistor block to divert the excess and
> if they used more regenerative energy to save the manual brake parts.
> If so ,you can" Jake" yourself down to a stop and mainly use the manual
> brakes to hold the vehicle.
The "Jake Brake" on the Prius is "B" mode/gear and it forces the engine to
spin up to a higher RPM for more braking force. This mode is only useful
during the situation I mentioned where the battery fills up and you are
still going down a hill riding the brake pedal.
> Much of the electric uasage display on your dash is borrowed from a Dash 7
> & and up locomotive.
> They even tell you how much power you are regenerating with the brakes.
The Prius has little symbols on the consumption screen 5 minute segments
that each indicate 50WH of regenerated power.
>>
>>> As to fly by wire,the Dash 7 had it in 1976 and Prius doesn't has slip
>>> control.
>>
>> OK I'll bite what is slip control by your definition.
> Rails are slicker than roads so starting with the first gas electric built
> in the 20's.(General Electric loco)
> The engine has slip sensor reading all the wheel to make sure they are
> rolling at same speed.
> Auto manufacturers call thier limited version traction control.
> Locomotive's read fractions of a turn ,auto's read roughly rpm's of slip
> difference.
> Newer ones are also at the same time reading amps since a wheel in ice is
> going to draw few
> amps than a wheel on dryrail for a given rpm speed.
> Mercedes is one of the few cars that adjusts in the fashion that a loco
> does by appling brake on the
> (on a car snow or mud hole wheel)spinning wheel to force the loaded wheel
> to pull.
> Locomotive automatically adjusts inter motor speed to keep all the wheels
> at the same speed.
> You also have sanders.....for traction as well,because of how slick steel
> rails are.
> Some are even automatic,since starting roll traction is the only time they
> are needed, normally.
> You wouldn't want run a sander more than needed ,even if you had unlimit
> sand,because the sand eats the rails and the wheels.
> In the course of giving it roughly the same traction as highway bed used
> by cars and trucks.
> Ever noticed how switch yard wear rails faster than main lines.
OK now I know what you are talking about. In the case of the Prius traction
control some have complained that it is too good and keeps the car from
moving at all in slick conditions.
At any rate we are way OT of the OP so I will try to make this my last post
in this thread.
XML site map
>> And your NiMh would be all charged up by the time you "coasted" to your
>> exit.
> No it wouldn't because 82% is a hard limit enforced by the battery ECU.
> Once the battery reached 82% SOC all regeneration would stop and the car
> would spin up the engine slightly faster to use engine braking instead.
> If you pressed on the beake pedal it would be all friction braking.