What's fascinating is that with all of these components and complexity that suggest failure, theses cars are extremely reliable. I've seen plenty of these 2nd Gen Priuses with over 400-500K miles still running great.
The electronics are complex but very refined (they only had some electronics issues with the first of the 3rd gen). Mechanically the system is actually extremely simple. The only real issues were with the 3rd gen headgaskets and EGR system as far as I know.
It's pretty dangerous to open this up... Let's go ahead and open it. Hell yeah! That's why I watch speedkar99. Prof. Kelly has done an amazing job at explaining the hybrid system. But this dude just takes things even further for our education. Major thanks from an owner of 3 Prius. However, I want to point out a few things... 17:30 That's a coolant heat storage tank. It's not part of the inverter coolant system. Its job is to store hot coolant from the ICE upon shutting down the car. Then pump it back to the ICE upon cold start up. 16:08 That's a 3 directional valve that directs the ICE coolant to the coolant heat storage tank and the heater core.
Exactly, Toyota put that coolant heat storage tank in this generation of the Prius because users were complaining that the heater didn't heat air fast enough. It had a lot of problems and users still complained so they dropped it afterwards and went for an electronically heated air system.
@@speedkar99 All good! We are in this learning journey together. Even after 10 years of ownership, I still learn new things about these cars. For example, did you know that Prius has 5 warm-up stages? th-cam.com/video/NtR_6AsX8-k/w-d-xo.html
@@MattExzy Yes, it is a thermos. 1) Faster heat to cabin for winter comfort? Yes, but not really. 2) Main reason is to reduce emission. A gas engine produces 5-10 times emission during the first 60 secs of a cold start compared to when it reaches operating temperature. Faster warm-up -> less emission. th-cam.com/video/JVuOjbmntbo/w-d-xo.html However, I used to fear that pumping hot coolant to an ice cold engine will lead to thermal fatigue... Until I realised my 1NZ-FXE engine has survived 600,000km and 16 Canadian winters. How? I don't know. That's the beauty of Toyota engines. That's the true Mystery we should admire and discuss.
Here's where you can find more information on how hybrid cars work and on this Toyota Prius: Learn how the Honda IMA mild hybrid system works with this video here: th-cam.com/video/4RQaQ9NYi2I/w-d-xo.html Here's how car electronics work: th-cam.com/video/aaeWsewYNRY/w-d-xo.html Prius 500,000km internal combustion 1NZ-FE engine teardown: th-cam.com/video/ujEJDDB7pBU/w-d-xo.html Prius Engine removal: th-cam.com/video/NV2dtUZgdAk/w-d-xo.html Prius Electric Steering system: th-cam.com/video/KuY_DTgGHW8/w-d-xo.html Skip to section in the video: 0:00 Introduction 2:15 Inverter Teardown 10:44 DC Converter Teardown 14:40 Cooling System 17:57 Hybrid High Voltage Battery 22:27 Conclusion
Hey man love your videos and the way you share information about different engines, transmissions and other stuff. I wanna say that if you can get a diesel engine which you can strip up and show us, would love to see what's in it compared to a gas engine.
Good Job. A lot of good information without wasting time like alot ofother videos. Well organized with a little bit of humor thrown in, perfect. Lots of clear details and explanations. This is how all how-to videos should be done.
Now this is serious. Really appreciate how real people are out there knowledgeable in fixing these hybrids and keeping these dependable cars on the road. *o7*
All your videos are amazing and with a good explanation of every situation on cars parts but the most that I like of your videos are the way you use a toothbrush in all of them…lol…very authentic and curious 👌🏼👌🏼👌🏼
Fantastic look at how a hybrid inverter is set up to power the motor/generators on these cars. The newer subway cars have a similar set-up with inverters to power their electric motors. I wonder how reliable it is with all of the electronics needed to control the voltage?
Great video, thanks for uploading! It would be interesting to see a how cars work video going over recognizing different systems of different cars. I watch all of your videos and have learned a lot. But when I pop the hood of a car thats not mine, I find myself struggling to understand what's going on in there because things are set up completely differently. I think that would make an interesting video for fellows like myself becoming a DIYer with no mentor. Anyway just a suggestion, keep up the great work!
Very thorough teardown! I'm glad you were able to get a Prius to take apart. @8:15, did you mean 120deg apart? That's what you had printed on the phase diagram. Please keep the great videos coming! I recommend you to all our fellow Mexicanics! :-P
That metal tank is not a "surge tank" but it is used to store hot coolant. To heat the engine up quickly after an overnight stop,which save on fuel consumption. That diverter valve is used to fill it with hot coolant at the appropriate time.
The resistors are probably there hooked up in parallel to the capacitors to discharge the capacitors over time, so whoever has to work on it doesn't die even if the unit has been powered down for days
I used to drive Ford Kuga 1.5L Ecoboost auto titanium x sport. Traded it in for Ford Vignale 2.5L duratec FHEV electric-petrol CVT auto FWD. Now I am intrigued how the drive train from the engine through electric motor, CVT to the front wheels work. It's a new model for UK. Do you have any breakdowns that would help. I have watched all your high breed videos.
Q#1: When I am coasting down a hill and I take foot off of all foot pedal with shifter in D, am I regenerating with mg1 or mg2 or both? Q#2: in the situation above, if I also apply the foot brake pedal lightly, will I be activating another generator or applying brake pads to rotors? Q#3 if applying brake pedal lightly does in fact initiate additional regeration, does the pressure of my brake pedal correspond to the aggressiveness of regeneration?
I don't understand how Toyota is able to make all those systems work and be durable, that's why I have great respect for the Prius, and I don't understand the people who hate it.
If I am coasting down a large mountain hill, and simply taking my Foot off the gas pedal will not reduce my speed enough to safly fly down the hillm, what is the best way to reegenerate electricity into the batteries? Foot off the gas pedal + put shifter lever in B position. Or Foot off gas pedal and slight foot pressure on the brake pedal.
when you remove inverter, is there a service plug at inverter converter module, reason is when we work on engine, we may have to disable the system to remove the component like inverter/converter to gain access to other componets like transmissoinmount(example) .. in 2017 highlander hybrid service plug for HV battery is at below passener sear, not sure how do i disable the system, please advise. can i disable HV battery, just disconnecting auxiallary battery . 2nd i watched your part 2 video of tranmission, let says hybrid HV battery is down how does MG1, MG2 WORK with powersplitter and engine only mode. in other words does MG1, ICE, POWERSPLITTER, MG2 have some direct connection for fail safe so atleast it runs just in ICE when hybrid HV battery cell is bad. 3rd do you know how much voltage goes into AC compressor and is it safe to replace witout disabling the HV BATTERY
From what I read electromotive force is the product of current and number of turns on an electromagnet. A higher voltage in a motor should not by itself result in more torque and power in a motor. Is it possible that the high voltage and low current is used because it is easier to switch in a controller vs high current and low voltage? When I worked in power supply land the adjustable ones we built ran on 460vac three phase power, the higher the output voltage the more efficiently they operated.
I came here to make a similar comment, so I wholeheartedly agree! He calls it a coil, but of course to get higher voltage out of it, it has to be a transformer. Ignoring losses, the power will be the same, but the higher the voltage, the lower the current (as you stated), and insulation is cheaper than copper, so thinner wires! I'm not sure if there are restrictions on how high a voltage is allowed between a battery and an inverter when they are at other ends of the car from each other, but I guess they have gone with the less risky lower voltage for the bits most likely at risk from damage.
@@sonovoxx It does not have to be a transformer to generate a higher voltage. The boost convertor uses an inductor with a relatively high frequency pulsed current. Similar to the coil in a coil pack, but with a single winding. It captures the transient voltage spike from the collapsing magnetic field when the pulse ends within the capacitor pack, stepping up the voltage.
@@joshbridges8410 there are two coils inside a coil pack. It goes volts in, small coil, pulse control, large coil, output. A spark plug type coil pack is still electronically speaking a transformer.
@@speedkar99 if my memory is any good, which it isn't, it depends on the model year and which version it is. But whatever it is you Gotta keep it clean
Really nice teardown and great explanations as usual. Clearly you've done your homework here! That said, this ain't no hybrid car... it's a real hybrid bucket of rust. Quite impressive. OK next someone needs to give you a totaled Tesla for teardown :-)
Is there something not right in the audio? My camera isn't the best, I use a crappy one because of all the danger and grime it's subjected to with the things that I film.
Toyota, I think, introduced a launch gear with their latest CVTs. Seems to me that an electric motor boost for acceleration would do the same thing, with simpler engineering.
I'd like to add some information: 1. In between the - HV battery bus (in this gen Prius, it's NiMH based with DC 201 V nominal voltage), and - motor/generator Power-Drive bus (approx. 500V DC), where 3-phase motor drivers of MG1, MG2 (and in 4WD such as RAV4, MGR) are using the same power bus to take energy from (to give motor torque), and/or to pump energy back into the bus (e.g., MG1 supplying energy to MG2, or during regenerative braking) There is (mode a) a DC-DC boost converter stage from HV battery side to Power-Drive side (when HV battery is driving the motor). And in other time, (mode b) operating in the opposite direction as DC-DC buck converter, with the step-down voltage carefully controlled to use excess energy on the Power-Drive bus to charge the HV battery properly. There is a mode c, when motor/generator is in generator mode, but HV battery's SOC (state of charge) has reached preset maximum (typically about 85% or less). In this state, this stage is in non-functional block mode. (BTW, there's no energy dumping resistor serving as dummy load.) 2. The diode rectifier is part of the IGBT module and is always in place not switching off. 3. Later gen Inverter uses fully encapsulated IGBT modules. There are 7 modules 3 for MG1, 3 for MG2, and 1 for DC-DC. Each module has one high-side IGBT and one low-side IGBT as well as integrated rectifier diodes. 4. MG rotation direction doesn't matter on if it's in generator mode or motor mode. It all depends on if IGBT is PWM turned on (to drive the motor) or the IGBTs in UVW phases are all off, thus stator windings generated AC are possibly* rectified to feed the Power-Drive bus. * If rectified AC output voltage is lower than Power-Drive bus voltage, such MG is not functioning as a generator.
6:51 The drivers for MG2 (main torque motor) has twice amount of Silicon die than MG1's for higher current driving capability. Also note the larger die is the IGBT ( actually 10 IGBTs parallel together) while smaller die is the rectifier diode. Note 9:40 two die parallel together to get higher current driving capability.
He: Basically, he’s in a god mode engineer from Toyota motor and hybrid electronic version.✨🧠🔥☄️💥 Everyone: Brain just jumps out from their head and explode.🥲
I'm pretty sure MG1 is used as generator/starter and power assist and is not used for breaking. I'm think only MG2 is used for breaking and regenerative breaking can be accomplished without rotating ICE nor MG1
"Probably not safe for your health, for those of you who are watching". I'm guessing that the sticky stuff is probably keeping water out and also helping keep everything from shorting out.
You can find Part 2 on how the Prius transmission works here:
th-cam.com/video/izdMsVOo7bU/w-d-xo.html
What's fascinating is that with all of these components and complexity that suggest failure, theses cars are extremely reliable. I've seen plenty of these 2nd Gen Priuses with over 400-500K miles still running great.
Agreed. This one had 500,000km
I was thinking the same thing how complex it is yet it all works without any flaws with these particular parts.
My Prius 2 (2007) has 350.000km and drives every day min. 80km... Never had Problems...
Toyota!!!!
The electronics are complex but very refined (they only had some electronics issues with the first of the 3rd gen).
Mechanically the system is actually extremely simple.
The only real issues were with the 3rd gen headgaskets and EGR system as far as I know.
It amazes me how you’re able to keep all these complex systems together in mind when explaining to us.
It sure is alot. But once you teach it it's easier to understand
I am also amazed, it’s like this good man is a University professor. Very impressive.
Really comprehensive tear down. I love your videos, nobody else gets into it this far.
Glad you like the teardown
It's pretty dangerous to open this up... Let's go ahead and open it. Hell yeah! That's why I watch speedkar99. Prof. Kelly has done an amazing job at explaining the hybrid system. But this dude just takes things even further for our education. Major thanks from an owner of 3 Prius. However, I want to point out a few things...
17:30 That's a coolant heat storage tank. It's not part of the inverter coolant system. Its job is to store hot coolant from the ICE upon shutting down the car. Then pump it back to the ICE upon cold start up.
16:08 That's a 3 directional valve that directs the ICE coolant to the coolant heat storage tank and the heater core.
Thanks for the correction! Tbh I didn't study the cooling system as I did the electrical parts when researching for this video.
Exactly, Toyota put that coolant heat storage tank in this generation of the Prius because users were complaining that the heater didn't heat air fast enough. It had a lot of problems and users still complained so they dropped it afterwards and went for an electronically heated air system.
@@speedkar99 All good! We are in this learning journey together. Even after 10 years of ownership, I still learn new things about these cars. For example, did you know that Prius has 5 warm-up stages? th-cam.com/video/NtR_6AsX8-k/w-d-xo.html
Does it work like a thermos? I read somewhere that it works as a thermos so the engine warms up faster at the next start.. the Toyota Tank of Mystery.
@@MattExzy Yes, it is a thermos.
1) Faster heat to cabin for winter comfort? Yes, but not really.
2) Main reason is to reduce emission.
A gas engine produces 5-10 times emission during the first 60 secs of a cold start compared to when it reaches operating temperature. Faster warm-up -> less emission.
th-cam.com/video/JVuOjbmntbo/w-d-xo.html
However, I used to fear that pumping hot coolant to an ice cold engine will lead to thermal fatigue... Until I realised my 1NZ-FXE engine has survived 600,000km and 16 Canadian winters. How? I don't know. That's the beauty of Toyota engines. That's the true Mystery we should admire and discuss.
A truly incredible amount of detailed information; NOBODY does such a thorough explanation ; THANK YOU!
Here's where you can find more information on how hybrid cars work and on this Toyota Prius:
Learn how the Honda IMA mild hybrid system works with this video here:
th-cam.com/video/4RQaQ9NYi2I/w-d-xo.html
Here's how car electronics work:
th-cam.com/video/aaeWsewYNRY/w-d-xo.html
Prius 500,000km internal combustion 1NZ-FE engine teardown:
th-cam.com/video/ujEJDDB7pBU/w-d-xo.html
Prius Engine removal:
th-cam.com/video/NV2dtUZgdAk/w-d-xo.html
Prius Electric Steering system:
th-cam.com/video/KuY_DTgGHW8/w-d-xo.html
Skip to section in the video:
0:00 Introduction
2:15 Inverter Teardown
10:44 DC Converter Teardown
14:40 Cooling System
17:57 Hybrid High Voltage Battery
22:27 Conclusion
Hey man love your videos and the way you share information about different engines, transmissions and other stuff. I wanna say that if you can get
a diesel engine which you can strip up and show us, would love to see what's in it compared to a gas engine.
As much as people crap on hybrid technology I feel like it's the actual answer to what we're looking for
For now
Yeah its the transition to newer technologies.
Good Job. A lot of good information without wasting time like alot ofother videos. Well organized with a little bit of humor thrown in, perfect. Lots of clear details and explanations. This is how all how-to videos should be done.
Wew lad, cutting open that cap casing really made me pucker up. Damn those things gotta pack one hell of a charge.
They sure do. After smelling it I didn't want to go any further
Is there anything Mr. Speed doesn't understand? I've lost a week of work watching his videos, but gained a life of knowledge.
You know a lot about electronics bro! Not only mechanics, very informative video. Thankyou!!
Thanks. And yeah I try to understand electronics as well but sometimes its still over my head
Now this is serious.
Really appreciate how real people are out there knowledgeable in fixing these hybrids and keeping these dependable cars on the road.
*o7*
Thank you
Best hybird car video i have seen, really good video to start understand the hybird cars.
Thanks, this is only scratching the surface
All your videos are amazing and with a good explanation of every situation on cars parts but the most that I like of your videos are the way you use a toothbrush in all of them…lol…very authentic and curious 👌🏼👌🏼👌🏼
Amazingly informative, on your Hybrid strip down!
Thanks
as always most educative. Thank you Regards
Wow this a huge invention of TOYOTA, I really appreciate it a lot.
You are a knowledgeable genius...
Thanks
Fantastic look at how a hybrid inverter is set up to power the motor/generators on these cars. The newer subway cars have a similar set-up with inverters to power their electric motors. I wonder how reliable it is with all of the electronics needed to control the voltage?
These are amazingly informative. Love it!!
Like the simplification in your videos 👍
Glad you appreciate my video style. Trying to break things down in an easy concise manner.
Thank you very much publisher
Welcome very much
Thanks for another very informative video !
Welcome
Great video, thanks for uploading!
It would be interesting to see a how cars work video going over recognizing different systems of different cars. I watch all of your videos and have learned a lot. But when I pop the hood of a car thats not mine, I find myself struggling to understand what's going on in there because things are set up completely differently. I think that would make an interesting video for fellows like myself becoming a DIYer with no mentor.
Anyway just a suggestion, keep up the great work!
Check out my mechanical reviews
What an informative video, it’s really professional way of explaining
Very big thank you 🙏
Welcome
very educative. Thank you .Regards
Very thorough teardown! I'm glad you were able to get a Prius to take apart. @8:15, did you mean 120deg apart? That's what you had printed on the phase diagram. Please keep the great videos coming! I recommend you to all our fellow Mexicanics! :-P
Thanks. Yep I always wanted to dog into a Prius or Toyota hybrid. I did mean 120*
That metal tank is not a "surge tank" but it is used to store hot coolant. To heat the engine up quickly after an overnight stop,which save on fuel consumption.
That diverter valve is used to fill it with hot coolant at the appropriate time.
Thanks for the clarification
Good work my friend
Thanks
This channel is great!
I always wonder where do you steal tooth brush from for every new video 😂.... your way of explaining things and those jokes are level 9000.....
It is not 9 thousand, it is beyond! It is OVER NINE THOUSAND!!!!
@@saidimon 100%
Haha trying to keep it down to earth
@@speedkar99 thats really cool.
Nice video, thanks 🙏, that jelly if it was green would have looked like an alien stuff 👽🛸👾✅
Yep. Slime
awesome vídeo! really well explained! thanks for sharing this knowledge with us
You are welcome
This channel is great ❤️ my favorite
Awesome thanks
New friends is here full watching
Thanks
The resistors are probably there hooked up in parallel to the capacitors to discharge the capacitors over time, so whoever has to work on it doesn't die even if the unit has been powered down for days
I think you are right, thank you nfor that correction
@@speedkar99 love your videos man, keep it up ❤️
lol at @0:53 it sounds like the half life 1 menu sounds
I used to drive Ford Kuga 1.5L Ecoboost auto titanium x sport. Traded it in for Ford Vignale 2.5L duratec FHEV electric-petrol CVT auto FWD. Now I am intrigued how the drive train from the engine through electric motor, CVT to the front wheels work. It's a new model for UK. Do you have any breakdowns that would help. I have watched all your high breed videos.
Q#1: When I am coasting down a hill and I take foot off of all foot pedal with shifter in D, am I regenerating with mg1 or mg2 or both?
Q#2: in the situation above, if I also apply the foot brake pedal lightly, will I be activating another generator or applying brake pads to rotors?
Q#3 if applying brake pedal lightly does in fact initiate additional regeration, does the pressure of my brake pedal correspond to the aggressiveness of regeneration?
i hope his wife doesn't damage her enamel from acid on her toothbrush, lol! His detailed knowledge on a variety of automotive systems is amazing!
Indeed, an outstanding mechanic and a poor dentist, lol.
Fascinating. Thanks.
Welcome
Awesome information thanks 👌❤️
Welcome
very informative video! thnx!
Welcome
This should be good. School is in session!
Ring the bell
Amazing job!
Thanks again for all that information , like the toothbrush. One question how does a hybrid car last?
This one had almost 500,000km
@@speedkar99 👌👍
I don't understand how Toyota is able to make all those systems work and be durable, that's why I have great respect for the Prius, and I don't understand the people who hate it.
Valuable information 👍👍
Thanks
Great video! Pretty much convinced me I want to own a Prius V. I just wish they had a longer wheelbase and cargo area.
Try any other Toyota hybrid they all have this technology
Excellent thanks.
If I am coasting down a large mountain hill, and simply taking my Foot off the gas pedal will not reduce my speed enough to safly fly down the hillm, what is the best way to reegenerate electricity into the batteries? Foot off the gas pedal + put shifter lever in B position. Or Foot off gas pedal and slight foot pressure on the brake pedal.
you have informative that's very useful, but please slow down so it can be understood! Thank You!
when you remove inverter, is there a service plug at inverter converter module, reason is when we work on engine, we may have to disable the system to remove the component like inverter/converter to gain access to other componets like transmissoinmount(example) .. in 2017 highlander hybrid service plug for HV battery is at below passener sear, not sure how do i disable the system, please advise. can i disable HV battery, just disconnecting auxiallary battery .
2nd i watched your part 2 video of tranmission, let says hybrid HV battery is down how does MG1, MG2 WORK with powersplitter and engine only mode. in other words does MG1, ICE, POWERSPLITTER, MG2 have some direct connection for fail safe so atleast it runs just in ICE when hybrid HV battery cell is bad.
3rd do you know how much voltage goes into AC compressor and is it safe to replace witout disabling the HV BATTERY
Great video.
Great video 👍
Thanks
Looks dangerous but I know you know what you’re doing. Stay safe brother.
Thanks. The capacitor was dangerous
From what I read electromotive force is the product of current and number of turns on an electromagnet. A higher voltage in a motor should not by itself result in more torque and power in a motor. Is it possible that the high voltage and low current is used because it is easier to switch in a controller vs high current and low voltage? When I worked in power supply land the adjustable ones we built ran on 460vac three phase power, the higher the output voltage the more efficiently they operated.
I came here to make a similar comment, so I wholeheartedly agree! He calls it a coil, but of course to get higher voltage out of it, it has to be a transformer. Ignoring losses, the power will be the same, but the higher the voltage, the lower the current (as you stated), and insulation is cheaper than copper, so thinner wires! I'm not sure if there are restrictions on how high a voltage is allowed between a battery and an inverter when they are at other ends of the car from each other, but I guess they have gone with the less risky lower voltage for the bits most likely at risk from damage.
Good thoughts. From my research running a higher voltage allowed Toyota to use a smaller battery. Not so much more power
@@sonovoxx It does not have to be a transformer to generate a higher voltage. The boost convertor uses an inductor with a relatively high frequency pulsed current. Similar to the coil in a coil pack, but with a single winding. It captures the transient voltage spike from the collapsing magnetic field when the pulse ends within the capacitor pack, stepping up the voltage.
@@joshbridges8410 there are two coils inside a coil pack. It goes volts in, small coil, pulse control, large coil, output. A spark plug type coil pack is still electronically speaking a transformer.
@@sonovoxx I know, see where I said "Similar to a spark plug coil pack, but with a single winding".
@10:57 that’s where all the chips are dang that’s more than my gaming pc.
Yep. But this is 2004 technology
I can tell you have an electrical schooling, not just mechanical. Are those batteries Ni-Mh?
I'm a mechanical engineer. But I have seen my share of electronics. My brother is an electrical engineer so some things rub off on me
If you own one of these vehicles it is very important to replace the fan filter for that battery and inverter
There isn't a separate filter. There's a screen you can clean.
@@speedkar99 if my memory is any good, which it isn't, it depends on the model year and which version it is. But whatever it is you Gotta keep it clean
Really nice teardown and great explanations as usual. Clearly you've done your homework here!
That said, this ain't no hybrid car... it's a real hybrid bucket of rust. Quite impressive.
OK next someone needs to give you a totaled Tesla for teardown :-)
Waiting for Tesla's to come down in price. Might try another brand of hybrid meanwhile
Hello i have prius gen 2,, what is causing water pump for inverter to fail frequently?
That radiator used for the inverter looks just like the water heater in my carpet cleaner
You know about 10,000 times more than my average mechanic in my town does. Most mechanics look at it and go "it broke we ain't don't fix that"
I did a lot of research to try an decipher it
🤣🤣love this guy his alway use the family stuff
Great video 👍WeberAuto beware 😄
thank a lot
where do you find this grafic chart ??
can you give it to me please or show me where they are??
Which would you prefer, hybrid or all electric vehicle?
Thank you👍👍👍
Welcome
I wish you would set your mic audio to mono in your editing software.
Is there something not right in the audio? My camera isn't the best, I use a crappy one because of all the danger and grime it's subjected to with the things that I film.
do you have a diagram of the entire hybrid system ?
Dude what kind of electric diagram do you use pls?
4:33 Got here from a video about how you shouldn’t work on the high voltage
This video I liked it a lot ,keep up the great work. WOW very interesting 1st class very kool great info.,, AAAAAAAAAAA++++++++++++ again great
A+
Aren't those caps inside the inverter a bit large for their specs?
Would love to see one on the ioniq
This is great. Sleepy Joe drives a toyota prius without knowing that it was meant to be Green.
Yep it's so oblivious to alot of people how this thing works
Yea nice video if you don't mind can i have those 10mm bolts.
Sure. I have boxes of them after taking so many things apart
That was a 'poweful' video.
Sure it was. Just as much energy to film and edit.
wow, looks like there's a lot of parts that can go faulty...very impressive video and your knowledge too as usual. Best regards
Thanks. Surprisingly this generation Prius is reliable. Almost half million km on this particular one.
Can go faulty, but barely ever that happens on any Prius. Even being more reliable than non hybrids.
Yeah, but Priuses are very hard to kill, when people want to make reliable electronics, they can.
Yes, good thing it's not made by the Germans, then they all would go wrong
@@kevinbarry71 Imagine Germans making a hybrid, that would be the ultimate money pit.
Toyota, I think, introduced a launch gear with their latest CVTs. Seems to me that an electric motor boost for acceleration would do the same thing, with simpler engineering.
The first gear CVTs were for regular mechanical CVTs, not Similar to the eCVT used in hybrids
Thanks for looking out for my health and not opening that capacitor any further.
Me too!!
nice!
I'd like to add some information:
1. In between the
- HV battery bus (in this gen Prius, it's NiMH based with DC 201 V nominal voltage), and
- motor/generator Power-Drive bus (approx. 500V DC), where 3-phase motor drivers of MG1, MG2 (and in 4WD such as RAV4, MGR) are using the same power bus to take energy from (to give motor torque), and/or to pump energy back into the bus (e.g., MG1 supplying energy to MG2, or during regenerative braking)
There is (mode a) a DC-DC boost converter stage from HV battery side to Power-Drive side (when HV battery is driving the motor). And in other time, (mode b) operating in the opposite direction as DC-DC buck converter, with the step-down voltage carefully controlled to use excess energy on the Power-Drive bus to charge the HV battery properly.
There is a mode c, when motor/generator is in generator mode, but HV battery's SOC (state of charge) has reached preset maximum (typically about 85% or less). In this state, this stage is in non-functional block mode. (BTW, there's no energy dumping resistor serving as dummy load.)
2. The diode rectifier is part of the IGBT module and is always in place not switching off.
3. Later gen Inverter uses fully encapsulated IGBT modules. There are 7 modules 3 for MG1, 3 for MG2, and 1 for DC-DC. Each module has one high-side IGBT and one low-side IGBT as well as integrated rectifier diodes.
4. MG rotation direction doesn't matter on if it's in generator mode or motor mode. It all depends on if IGBT is PWM turned on (to drive the motor) or the IGBTs in UVW phases are all off, thus stator windings generated AC are possibly* rectified to feed the Power-Drive bus.
* If rectified AC output voltage is lower than Power-Drive bus voltage, such MG is not functioning as a generator.
6:51 The drivers for MG2 (main torque motor) has twice amount of Silicon die than MG1's for higher current driving capability. Also note the larger die is the IGBT ( actually 10 IGBTs parallel together) while smaller die is the rectifier diode.
Note 9:40 two die parallel together to get higher current driving capability.
a got Rx 450h hybrid with starting problem,..the code is p0a4b anyone had the same problem..where do i start
The sine waves need to be 120° apart not 180°
You are right. Thanks for the correction
Don't worry, the capacitor has no acid. It's electrolytic so some sort of potassium mix.
Good to know
He: Basically, he’s in a god mode engineer from Toyota motor and hybrid electronic version.✨🧠🔥☄️💥
Everyone: Brain just jumps out from their head and explode.🥲
Engineer yes. God, no. I did some research but taking things apart just amazes me at how things actually work
@@speedkar99 Yeah, man, for me it’s an alien level.🤣
My guess, that tank is to store some heat, for the passengers. And I looked it up, the battery is NiMH. From another time...
Yes it stores warmth from the combustion motor
I'm pretty sure MG1 is used as generator/starter and power assist and is not used for breaking. I'm think only MG2 is used for breaking and regenerative breaking can be accomplished without rotating ICE nor MG1
damn yo u kno ur shit, love ur vids :)
Thanks. Sure did take alot of research for this one
why didn't they use a buck converter as their dc-dc converter ?
Please bear in mind, 60 V direct current is generally considered the threshold of lethality. Be careful
Meaning what sir? Explain us too
@@muriuwangai3617 meaning just what I said, be careful. That battery puts out 200 V. Other systems put out 400 and some even more.
Yep. Pull the plug before doing anything.
4.46 At least my wife will have a clean brush tonight, after using is on the capacitor. Does she still have all teeth if you use hers all the time?😀
Her teeth will become electrically charged and become a night vampire.
201v dc will give shock if we touch
👍👍👍👍👍
The electric motor can act as a generator if the rotating magnetic field is much lower than rotor speed
Ok
Show (the parts) & Tell (with diagrams) - great method!
Thanks, glad you appreciate the video format
"Probably not safe for your health, for those of you who are watching".
I'm guessing that the sticky stuff is probably keeping water out and also helping keep everything from shorting out.
Haha you caught that one.
You are right I think the silicone is to keep everything from shorting out