elm70 said:...
PS: Both CHARGE and SAVE do nothing if the battery is over 80% fully charged ...
Mine will happily burn petrol continually in an attempt to get the battery up to 100% in CHARGE mode!
elm70 said:...
PS: Both CHARGE and SAVE do nothing if the battery is over 80% fully charged ...
anko said:When pressed while soc was still above 80%? Our when pressed when soc was already below 80%?
Bearhunter said:all of these hypothesizes on how much gas to charge the battery are pretty much irrelevant. Unless of course you are just asking if sitting my driveway, is it cheaper to use the grid to charge the battery or the ICE
You are presumably in the car to get some where. So to get there you need to, in our case, to use electric, gas or a combination. You can not simply say that it need X amount of gas to charge the battery to X % SOC.
The more accurate question would be, how MUCH extra gas do I use when charging the battery while driving ? The car uses X amount of gas to simply run the engine, then it uses X + ? to move the car down the road, THEN it uses X+?+? to move down the road AND charge the battery simultaneously.
Now assuming that you are not just driving to charge the battery X+? are not relevant because you wanted to go from where you were to where you wanted to be anyway ! So only the second ? is relevant
I think that makes sense, it does in my head anyway
kpetrov said:The efficiency of ICE is much better on constant highway speeds than in stop and go traffic.
Yea, I agree "the engineers at Mitsubishi know best"... and they placed those buttons for a reasonmellobob said:You could add "The engineers at Mitsubishi know best" and leave the button pushing to the guys on this forum![]()
It is true for any vehicle equipped with an ICE, no matter hybrid or not.ThudnBlundr said:kpetrov said:The efficiency of ICE is much better on constant highway speeds than in stop and go traffic.
Please show me a link to research that proves that this is true for our PHEV. I have still not seen any scientific proof in 3 years of ownership.
Series vs Parallel vs Series/Parallel Drivetrains.
Series/parallel drivetrains
At lower speeds it operates more as a series vehicle, while at high speeds, where the series drivetrain is less efficient, the engine takes over and energy loss is minimized.
4 Conclusion
According to the test cycle results, the parallel hybrid system performed better than the series hybrid system when driven around the same driving course that comprised a mixture of all driving conditions. As Zhao and Burke stipulated, the series hybrid system falls short of the parallel system because of double conversion of engine mechanical energy to electrical and then back to mechanical energy... At highway speeds, the engine can be mechanically linked to the drive wheels, thereby improving the efficiency of the system
Ohh now we came to no figures specifically for our PHEV! Summary with no figures... :?:ThudnBlundr said:So no figures for the PHEV then :roll: Just saying, "It is always true" is not really a proof, is it? Did you actually read the articles? The first is a summary with no figures whatsoever, just bland statements. The second is a report on a test with a motorised chopper, which is obviously exactly like a 2-ton 4WD SUV in every way.
People did experiments on long straight roads and proved that using CHRG for a significant time followed normal running was indeed more efficient than leaving it in 'D'. But the difference was tiny, and certainly not worth doing just by itself. I've seen nothing where someone has actually done the scientific experiments on our PHEV to see how much fuel you save using one mode instead of the other. Even if your assertion is true, how much more efficient is one than the other? Is it worth bothering for a possible tiny saving?
ThudnBlundr said:Mellobob nobody said you can't implement both tiny fuel savings and proven simple methods.![]()
Do you have any numbers proving PHEV saves when: drive slower, carry less weight, and eschew the use of climate control... just kidding
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