The principle of operation of the Toyota Prius hybrid 1999. How a hybrid engine works on a car

Toyota Prius Vehicle operation in various driving modes

Comparative data of Prius cars of different model years

Internal combustion engine Toyota Prius

Toyota Prius has an internal combustion engine (ICE), unusually small for a car weighing 1300 kg, with a volume of 1497 cm ". This is made possible by the presence of electric motors and a battery that help the ICE when more power is needed. driving up a steep hill, so it almost always works with low efficiency (efficiency). The 30th body uses a different engine, 2ZR-FXE, 1.8 liters. Since the car cannot be connected to the city network power supply (which is planned by Japanese engineers in the near future), there is no other long-term source of energy and this engine must supply energy to charge the battery, as well as to move the car and power additional consumers such as air conditioner, electric heater, audio, etc. .d. Toyota designation for engine Prius - 1NZ-FXE. The prototype of this engine is the 1NZ-FE engine, which was installed on Yaris, Bb, Fun Cargo ", Platz cars. The design of many parts of the 1NZ-FE and 1NZ-FXE engines is the same. For example, the cylinder blocks of Bb, Fun Cargo, Platz and Prius 11 However, the 1NZ-FXE engine uses a different mixture formation scheme, and accordingly there are design differences. The 1NZ-FXE engine uses the Atkinson cycle, while the 1NZ-FE engine uses the normal Otto cycle.

In an Otto cycle engine, during the intake process, the air / fuel mixture enters the cylinder. However, the pressure in the intake manifold is lower than in the cylinder (since the flow is controlled by the throttle valve), and therefore the piston does the additional work of sucking in the air-fuel mixture, acting as a compressor. The inlet valve closes near bottom dead center. The mixture in the cylinder is compressed and ignited at the moment the spark is applied. In contrast, the Atkinson cycle does not close the intake valve at bottom dead center, but leaves it open as the piston begins to rise. Part of the air-fuel mixture is forced out into the intake manifold and used in another cylinder. Thus, pumping losses are reduced compared to the Otto cycle. Since the volume of the mixture, which is compressed and burned, is reduced, the pressure during compression with such a mixture formation scheme also decreases, which makes it possible to increase the compression ratio to 13, without the risk of detonation. Increasing the compression ratio increases the thermal efficiency. All these measures contribute to the improvement of fuel efficiency and environmental friendliness of the engine. The cost is a reduction in engine power. So the 1NZ-FE engine has a power of 109 hp, and the 1NZ-FXE engine has 77 hp.

Motor / Generators Toyota Prius

Toyota Prius has two electric motors / generators. They are very similar in design but differ in size. Both are three-phase permanent magnet synchronous motors. The name is more complicated than the design itself. The rotor (the part that rotates) is a large, powerful magnet and has no electrical connections. The stator (the stationary part attached to the body of the car) contains three sets of windings. When current flows in a certain direction through one set of windings, the rotor (magnet) interacts with the magnetic field of the winding and is set in a certain position. By passing current sequentially through each set of windings, first in one direction and then in the other, you can move the rotor from one position to the next and so make it rotate. Of course, this is a simplified explanation, but it shows the essence of this type of engine. If the rotor is rotated by an external force, electric current flows in each set of windings in turn and can be used to charge a battery or to power another motor. Thus, one device can be a motor or a generator, depending on whether current is passed through the windings to attract the rotor magnets, or current is released when some external force rotates the rotor. This is even more simplified, but will serve as a depth of explanation.

Motor / Generator 1 (MG1) is connected to the power distribution device (PSD) sun gear. It is the smaller of the two and has a maximum power of about 18 kW. Usually he starts the internal combustion engine and regulates the speed of the internal combustion engine by changing the amount of electricity produced. Motor / generator 2 (MG2) is connected to the ring gear of the planetary gear (power distribution device) and then through a gearbox to the wheels. Therefore, he directly drives the car. It is the larger of the two motor generators and has a maximum power of 33 kW (50 kW for the Prius NHW-20). MG2 is sometimes referred to as a "traction motor" and its usual role is to propel a car as a motor or to return braking energy as a generator. Both motors / generators are cooled with antifreeze.

Inverter Toyota Prius

Since the motors / generators operate on three-phase alternating current, and the battery, like all batteries, produces direct current, some kind of device is needed to convert one type of current to another. Each MG has an "inverter" that performs this function. The inverter learns the rotor position from a sensor on the MG shaft and controls the current in the motor windings to keep the motor running at the required speed and torque. The inverter changes the current in the winding when the rotor's magnetic pole passes this winding and moves on to the next. In addition, the inverter connects the battery voltage to the windings and then turns off again very quickly (at high frequency) in order to change the average current value and therefore the torque. By using the "self-inductance" of the motor windings (a property of electrical coils that resist changing current), the inverter can actually pass more current through the winding than it is drawing from the battery. It only works when the voltage across the windings is less than the battery voltage, therefore energy is conserved. However, since the value of the current through the winding determines the torque, this current allows very high torque to be achieved at low rpm. Up to approximately 11 km / h, the MG2 is capable of generating 350 Nm of torque (400 Im for the Prius NHW-20) on the gearbox. This is why the car can start at an acceptable acceleration without using the gearbox, which usually increases the torque of the internal combustion engine. In the event of a short circuit or overheating, the inverter switches off the high voltage part of the machine. In the same block with the inverter, a converter is also located, which is designed to reverse the conversion of alternating voltage into direct -13.8 volts. To deviate a little from theory, a little practice: the inverter, like motor generators, is cooled by an independent cooling system. This cooling system is powered by an electric pump. If on the 10th body this pump turns on when the temperature in the hybrid cooling circuit reaches about 48 ° C, then on the 11th and 20th bodies a different algorithm for the operation of this pump is applied: be "overboard" at least -40 degrees, the pump will still start its work already at turning on the ignition. Accordingly, the resource of these pumps is very, very limited. What happens when the pump jams or burns out: according to the laws of physics, under heating from MG (especially MG2) antifreeze rises up - into the inverter. And in the inverter, it must cool the power transistors, which heat up significantly under load. The result is their failure, i.e. the most common mistake on the 11 body: P3125 - inverter malfunction due to a burned out pump. If in this case the power transistors withstand such a test, then the MG2 winding burns out. This is another common mistake on body 11: P3109. On the 20 body, Japanese engineers have improved the pump: now the rotor (impeller) rotates not in the horizontal plane, where all the load goes to one support bearing, but in the vertical plane, where the load is evenly distributed over 2 bearings. Unfortunately, this added little reliability. In April-May 2009 alone, 6 pumps on 20 bodies were replaced in our workshop. Practical advice for owners of 11 and 20 Prius: make it a rule to open the hood for 15-20 seconds at least once every 2-3 days with the ignition on or the car running. You will immediately see the movement of antifreeze in the expansion tank of the hybrid system. After that you can drive safely. If the movement of antifreeze is not there, you cannot go by car!

High-voltage battery Toyota Prius

High voltage battery (abbreviated VVB Toyota PriusThe Prius 10 body consists of 240 cells with a nominal voltage of 1.2 V, very similar to a size D flashlight battery, combined in 6 pieces, in so-called "bamboos" (there is a slight resemblance in appearance). "Bamboos" are installed in 20 pieces in 2 cases. The total nominal voltage of the VVB is 288 V. The operating voltage fluctuates in no-load mode from 320 to 340 V. When the voltage drops to 288 V in the VVB, the ICE start becomes impossible. The battery symbol with the "288" icon inside will light up on the display screen. To start the internal combustion engine, the Japanese in the 10th body used a standard charger, which can be accessed from the trunk. Often asked questions, how to use it? The answer is: firstly, I repeat that it can be used only when the "288" icon is lit on the display. Otherwise, when you press the "START" button, you will simply hear a nasty squeak, and the red "error" light will turn on. Secondly: you need to hook up a "donor" to the terminals of a small battery. either a charger or a well-charged powerful battery (but by no means a starter!). After that, with the ignition OFF, press the "START" button for at least 3 seconds. When the green light comes on, the VVB will charge. It will end automatically in 1-5 minutes. This charge is quite enough for 2-3 starts of the internal combustion engine, after which the VVB will be charged from the converter. If 2-3 starts did not start the internal combustion engine (and at the same time "READY" on the display should not blink, but burn steadily), then it is necessary to stop useless starts and look for the cause of the malfunction. In body 11, VVB consists of 228 1.2 V elements each, combined in 38 assemblies of 6 elements, with a total nominal voltage of 273.6 V.

The entire battery is installed behind the rear seat. In this case, the elements are no longer orange "bamboos", but are flat modules in gray plastic cases. The maximum battery current is 80 A when discharging and 50 A when charging. The nominal capacity of the battery is 6.5 Ah, however, the car electronics only allows 40% of this capacity to be used to extend the life of the battery. The state of charge can only change between 35% and 90% of the full rated charge. By multiplying the battery voltage and its capacity, we get the nominal energy reserve of 6.4 MJ (megajoules), and the used reserve is 2.56 MJ. This energy is enough to accelerate the car, driver and passenger up to 108 km / h (without ICE assistance) four times. To produce this amount of energy, an internal combustion engine would require approximately 230 milliliters of gasoline. (These figures are provided only to give you an idea of \u200b\u200bthe amount of stored energy in the battery.) The car cannot be driven without fuel, even if starting from 90% full rated charge on a long downhill. Most of the time you have about 1 MJ of usable battery power. A lot of VVBs are repaired just after the owner runs out of gasoline (the "Check Engine" icon and a triangle with an exclamation mark will light up on the display), but the owner is trying to "hold out" to refuel. After the voltage drop on the elements below 3 V, they "die". On the 20 body, Japanese engineers went the other way to increase power: they reduced the number of elements to 168, i.e. left 28 modules. But for use in the inverter, the battery voltage is raised to 500V with a special -booster device. An increase in the MG2 rated voltage in the NHW-20 body made it possible to increase its power up to 50 kW without changing the dimensions.

The Prius also has an auxiliary battery. It is a 12-volt, 28 amp-hour lead acid battery located on the left side of the trunk (in the 20 box - on the right). Its purpose is to power the electronics and accessories when the hybrid system is off and the main high voltage battery relay is off. When the hybrid system is in operation, the 12-volt source is a DC / DC converter from the high voltage system to 12V DC. It also recharges the auxiliary battery when needed. The main control units communicate via the internal CAN bus. The remaining systems communicate over the internal Body Electronics Area Network. The VVB also has its own control unit, which monitors the temperature of the elements, the voltage across them, internal resistance, and also controls the fan built into the VVB. On the 10th body there are 8 temperature sensors, which are thermistors, on the "bamboos" themselves, and 1 - a common VVB air temperature control sensor. On the 11th body -4 +1, and on the 20-m-3 + 1.

Toyota Prius power distribution device

The torque and energy of the internal combustion engine and motors / generators are combined and distributed by a planetary gear set called by Toyota "Power Split Device" (PSD). Although it is not difficult to manufacture, this device is quite difficult to understand and even more tricky to consider in full context all the modes of operation of the drive. Therefore, we will devote several other topics to the discussion of the power distribution device. In short, it allows the Prius to operate in both sequential and parallel-hybrid modes of operation at the same time and reap some of the benefits of each mode. The ICE can spin the wheels directly (mechanically) via the PSD. At the same time, a variable amount of energy can be drawn from the internal combustion engine and converted into electricity. It can charge a battery or be transferred to one of the motors / generators to help turn the wheels. The flexibility of this mechanical / electrical power distribution allows the Prius to improve fuel efficiency and control emissions while driving, which is not possible with the tight mechanical linkage between the internal combustion engine and the wheels as in a parallel hybrid, but without the loss of electrical power as in a series hybrid. The Prius is often said to have a CVT (Continue Variable Transmission) - a continuously variable or "constant-variable" transmission, which is the PSD power distribution device. However, a conventional continuously variable transmission works in exactly the same way as a normal transmission, except that the gear ratio can change continuously (smoothly) rather than in a small range of steps (first gear, second gear, etc.). A little later, we will look at how PSD differs from a conventional continuously variable transmission, i.e. variator.

The most frequently asked question about a Prius' box is what kind of oil is poured there, how much and how often to change it. Very often there is such a misconception among car service workers: since there is no dipstick in the crust, it means that there is no need to change the oil there at all. This misconception has led to the death of more than one box.

10 body: working fluid T-4 - 3.8 liters.

11 body: working fluid T-4 - 4.6 liters.

20 body: working fluid ATF WS - 3.8 liters. Replacement period: after 40 thousand km. According to Japanese terms, the oil changes every 80 thousand km, but for especially difficult operating conditions (and the Japanese attribute the operation of cars in Russia to these especially difficult conditions - and we agree with them), the oil should be changed 2 times more often.

I'll tell you about the main differences in the maintenance of boxes, i.e. about changing the oil. If in the 20th body, in order to change the oil, you just need to unscrew the drain plug and, after draining the old one, fill in new oil, then on the 10th and 11th bodies it is not so simple. The design of the oil pan on these machines is made in such a way that if you just unscrew the drain plug, then only part of the oil will drain, and not the most dirty one. And 300-400 grams of the dirtiest oil with other debris (pieces of sealant, wear products) remains in the pan. Therefore, to change the oil, it is necessary to remove the box pan and, after pouring out the dirt and cleaning it, put it back. When removing the pallet, we get another additional bonus - we can diagnose the state of the box by the wear products in the pallet. The worst thing for the owner is when he sees yellow (bronze) shavings at the bottom of the pallet. Such a box will not live long. The pan gasket is cork, and if the holes on it have not acquired an oval shape, it can be reused without any sealants! The main thing when installing the pallet is not to overtighten the bolts so as not to cut the gasket with the pallet. What else is interesting in the drivetrain: The use of a chain drive is rather unusual, but all ordinary cars have gear reducers between the engine and the axles. Their purpose is to allow the engine to spin faster than the wheels and also to increase the torque produced by the engine to more torque at the wheels. The ratios with which the rotational speed is reduced and the torque is increased are necessarily the same (neglect friction) due to the law of conservation of energy. The ratio is called "total gear ratio". The overall gear ratio of the Prius 11 is 3.905. It turns out like this:

A 39-tooth sprocket on the PSD output shaft drives a 36-tooth sprocket on the first countershaft via a silent chain (called a Morse chain).

The 30-tooth gear on the first countershaft is coupled and drives the 44-tooth gear on the second countershaft.

A 26-tooth gear on the second countershaft is coupled and drives a 75-tooth gear at the differential input.

The value of the differential output to the two wheels is the same as the differential input (they are, in fact, identical except when cornering).

If we perform a simple arithmetic operation: (36/39) * (44/30) * (75/26), we get (with precision to four significant digits) the total gear ratio 3.905.

Why is a chain drive used? Because it avoids the axial force (force directed along the axis of the shaft) that would occur with conventional helical gears used in automotive transmissions. This could also be avoided by using spur gears, but they generate noise. Axial thrust is not a problem on countershafts and can be counterbalanced by tapered roller bearings. However, this is not so easy with the PSD output shaft. There is nothing very unusual about the Prius differential, axles and wheels. As in a conventional car, the differential allows the inner and outer wheels to rotate at different speeds as the car turns. The axles transmit torque from the differential to the wheel hub and engage an articulation that allows the wheels to move up and down following the suspension. The wheels are lightweight aluminum alloy and are fitted with high-pressure tires with low rolling resistance. The tires have a rolling radius of approximately 11.1 inches, which means that for each wheel revolution, the car travels 1.77 m. The only unusual size is the stock tires on bodies 10 and 11: 165 / 65-15. This is a rather rare size of rubber in Russia. Many sellers, even in specialized stores, quite seriously convince that such rubber does not exist in nature. My recommendations: for Russian conditions, the most suitable size is 185 / 60-15. In the 20 Prius, the rubber is oversized, which has a beneficial effect on its durability. Now more interesting: what's missing in the Prius, what's in any other car?

There is no manual transmission, no manual transmission, no automatic - the Prius does not use multi-step transmissions;

There is no clutch or transformer - the wheels are always rigidly connected to the internal combustion engine and motors / generators;

There is no starter - the engine is started by MG1 through the gears in the power distribution device;

There is no alternator - electricity is produced by motors / generators when needed.

Therefore, the design complexity of the Prius hybrid is actually not much greater than that of a conventional car. In addition, new and unfamiliar parts, such as motors / generators and PSDs, have higher reliability and longer life than some of the parts that have been removed from the design.

Vehicle operation in various driving conditions

Toyota Prius engine start

To start the engine, MG1 (connected to the sun gear) spins forward using electricity from the high voltage battery. If the vehicle is stationary, the planetary ring gear will also remain stationary. The rotation of the sun gear therefore forces the planet carrier to rotate. It is connected to the internal combustion engine (ICE) and turns it at 1 / 3.6 of MG1's speed. Unlike a conventional car, which supplies fuel and ignition to the internal combustion engine, as soon as the starter starts to turn it, the Prius waits until MG1 propels the internal combustion engine to approximately 1000 rpm. This happens in less than a second. MG1 is significantly more powerful than a conventional starter motor. To rotate the internal combustion engine at this speed, it must itself rotate at a speed of 3600 rpm. Starting the ICE at 1000 rpm creates almost no stress for it, because that is the speed at which the ICE would be happy to run from its own energy. In addition, the Prius starts by firing only a couple of cylinders. The result is a very smooth start-up, free of noise and jerking, which eliminates the wear associated with starting conventional vehicles. At the same time, I will immediately draw attention to a common mistake of repairmen and owners: they often call me and ask what prevents the internal combustion engine from continuing to work, why it starts up for 40 seconds and stalls. In fact, while the READY box is flashing, the ICE is NOT WORKING! It's MG1 that turns him! Although visually - the full sensation of starting the internal combustion engine, i.e. The internal combustion engine is making noise, smoke is coming from the exhaust pipe.


Once the ICE has started running on its own power, the computer controls the throttle opening to get a suitable idle speed during warm-up. Electricity no longer powers MG1 and, in fact, if the battery is low, MG1 can generate electricity and charge the battery. The computer simply forms MG1 as a generator instead of a motor, opens the throttle of the internal combustion engine a little more (up to about 1200 rpm) and receives electricity.

Toyota Prius cold start

When you start a Prius with a cold engine, its top priority is to warm up the engine and catalytic converter to get the emissions management system up and running. The engine will run for several minutes until this happens (how long depends on the actual engine and catalyst temperatures). During this time, special measures are taken to control the exhaust during warm-up, including storing the exhaust hydrocarbons in an absorber that will be cleaned later and operating the engine in a special mode.

Warm start Toyota Prius

When you start the Prius with a warm engine, it will run for a short time and then stop. Idle speed will be in the range of 1000 rpm.

Unfortunately, it is impossible to prevent the ICE from starting when you turn on the car, even if all you want to do is move to a nearby lift. This only applies to bodies 10 and 11. On body 20, a different starting algorithm is applied: press the brake and press the "START" button. If the VVB has enough energy, and you do not turn on the heater to heat the passenger compartment or glass, the internal combustion engine will not start. Just the inscription "READY" (Totob) will light up, ie the car is COMPLETELY ready to move. It is enough to switch the joystick (and the choice of modes on the 20 body is made by the joystick) to the D or R position and release the brake, you will go!

The Prius is always in direct gear. This means that the engine alone cannot deliver all the torque to drive the car vigorously. The torque for the initial acceleration is added by MG2, which rotates directly the planetary ring gear connected to the input of the gearbox, the output of which is connected to the wheels. Electric motors deliver the best torque at low rpm, making them ideal for starting a vehicle.

If the ICE is running and the car is stationary, then MG1 is rotating forward. The control electronics begin to take energy from MG1 and transfer it to MG2. Now, when you take energy from the generator, this energy must come from somewhere. Some force appears that slows down the rotation of the shaft and something rotating the shaft must resist this force in order to maintain speed. Resisting this "generator load", the computer ramps up the engine to add extra energy. So, the ICE turns the planet carrier planetary gears more strongly, and MG1 is trying to slow down the rotation of the sun gear. The result is a force on the ring gear that causes it to rotate and move the car.


Recall that in a planetary gear, the ICE torque is divided 72% to 28% between the corona and the sun. Until we pressed the accelerator pedal, the ICE was just messing around and not producing any torque output. Now, however, the rpm has increased and 28% of the torque is turning MG1 as a generator. The other 72% of the torque is transferred mechanically to the ring gear and therefore to the wheels. While most of the torque comes from MG2, the internal combustion engine does indeed transfer torque to the wheels in this way.


Now we have to figure out how 28% of the ICE torque, which is transmitted to MG1, can boost the start of the car as much as possible - with the help of MG2. To do this, we must clearly distinguish between torque and energy. Torque is rotational force, and just as with straight force, there is no need to expend energy to maintain the force. Suppose you are pulling a bucket of water with a winch. It takes energy. If the winch is powered by an electric motor, you would have to supply it with electricity. But when you have lifted the bucket up, you can hook it with some kind of hook or rod or something else to keep it up. The force (weight of the bucket) applied to the rope and the torque transmitted by the rope to the winch drum did not disappear. But because the force does not move, there is no energy transfer and the situation is stable without energy. Likewise, when the car is stationary, even though 72% of the ICE's torque is transmitted to the wheels, there is no energy flow in that direction since the ring gear does not rotate. The sun gear, however, spins quickly, and although it only receives 28% of the torque, it generates a lot of electricity. This line of reasoning shows that MG2's task is to apply torque to the input of a mechanical gearbox that does not require much power. A lot of current must pass through the motor windings to overcome the electrical resistance, and this energy is lost as heat. But when the car is moving slowly, this energy comes from MG1. As the vehicle starts moving and picks up speed, MG1 spins more slowly and produces less power. However, the computer may speed up the internal combustion engine a little. Now more torque comes from the ICE and since more torque must also pass through the sun gear MG1 can keep the power generation high. The reduced rotation speed is compensated for by the increase in torque.

We've avoided mentioning the battery up to this point to make it clear how unnecessary it is to get the car moving. However, most start-ups are the result of the computer's actions, transferring power from the battery directly to MG2.


There are speed limits for the internal combustion engine when the car is moving slowly. This is due to the need to prevent damage to MG1, which will have to rotate very quickly. This limits the amount of energy produced by the ICE. In addition, it would be unpleasant for the driver to hear that the internal combustion engine is revving too much for a smooth start. The harder you press the accelerator, the more the internal combustion engine will increase the revs, but also more energy will be drawn from the battery. If the pedal is lowered to the floor, approximately 40% of the energy comes from the battery and 60% from the internal combustion engine at a speed of about 40 km / h. As the car accelerates and at the same time the engine speed increases, it provides most of the energy, reaching approximately 75% at 96 km / h if you are still pressing the pedal to the floor. As we recall, the energy of the internal combustion engine also includes what is removed by the generator MG1 and transmitted as electricity to the motor MG2. At 96 km / h the MG2 actually delivers more torque, and therefore more power to the wheels, than is supplied via the planetary gear from the ICE. But most of the electricity it uses comes from MG1 and therefore indirectly from the internal combustion engine rather than from the battery.

Acceleration and uphill Toyota Prius

When more power is required, the ICE and MG2 jointly generate torque to drive the vehicle in much the same way as described above for driving start. As the vehicle speed increases, the torque that MG2 is able to deliver is reduced as it begins to operate at its 33 kW limit. The faster it spins, the less torque it can deliver at that power. Fortunately, this is consistent with the driver's expectations. When a normal car is accelerating, the stepped gearbox shifts up and the torque on the axle is reduced so that the engine can reduce its revs to a safe value. Although it is done using completely different mechanisms, the Prius has the same overall feel as accelerating in a conventional car. The main difference is the complete absence of "jerking" when changing gears, because there is simply no gearbox.

So, the internal combustion engine rotates the planet carrier of the planetary gears.

72% of its torque is fed mechanically via the ring gear to the wheels.

28% of its torque goes to MG1 through the sun gear, where it is converted to electricity. This electrical energy powers MG2, which adds some additional torque to the ring gear. The more you press the accelerator, the more torque the ICE produces. It increases both the mechanical torque through the crown and the amount of electricity produced by MG1 for MG2, used to add even more torque. Depending on various factors, such as the state of charge of the battery, the incline of the road, and especially how hard you press the pedal, the computer may direct additional energy from the battery to MG2 to increase its contribution. This is how the acceleration is achieved, sufficient for driving on the highway such a large car with an internal combustion engine with a capacity of only 78 liters. from

On the other hand, if the required power is not that high, iu part of the power produced by MG1 can be used to charge the battery even when accelerating! It is important to remember that the internal combustion engine both turns the wheels mechanically and turns the MG1 generator, forcing it to produce electricity. What happens to this electricity and whether more electricity is added from the battery depends on a complex of reasons that we cannot all take into account. This is done by the vehicle's hybrid system controller.

Once you have reached a steady speed on a flat road, the power that must be supplied by the engine is expended in overcoming aerodynamic drag and rolling friction. This is much less than the power required to drive uphill or accelerate a car. In order to operate efficiently at low power (and also not make a lot of noise), the internal combustion engine runs at low rpm. The following table shows how much power is needed to move the vehicle at various speeds on a level road and the approximate rpm.


Note that the high vehicle speed and low rpm of the internal combustion engine put the power distribution device in an interesting position: MG1 should now rotate backwards as shown in the table. Rotating backward, it causes the satellites to rotate forward. The rotation of the satellites adds up with the rotation of the carrier (from the ICE) and causes the ring gear to rotate much faster. Once again, I note that the difference is that in the earlier case, we were glad to get more power with the help of high revs of the internal combustion engine, even moving at a lower speed. In the new case, we want the ICE to stay at low revs, even though we accelerated to a decent speed, in order to set lower power consumption with high efficiency. We know from the power sharing section that MG1 must reverse torque to the sun gear. It is, as it were, the fulcrum of the lever with which the ICE rotates the ring gear (and therefore the wheels). Without MG1's resistance, the ICE would simply rotate MG1 instead of driving the car. As MG1 spun forward, it was easy to see that this reverse torque could be generated by the regenerative load. Therefore, the electronics of the inverter had to take power from MG1, and then reverse torque appeared. But now MG1 is spinning backwards, so how do we get it to generate this backward torque? Okay, how would we make MG1 spin forward and produce direct torque? If it worked like a motor! The opposite is true: if MG1 is spinning backward and we want to get torque in the same direction, MG1 must be a motor and spin using the electricity supplied by the inverter. This is starting to look exotic. The ICE is pushing, MG1 is pushing, MG2 is pushing too? There is no mechanical reason why this cannot happen. It may look attractive at first glance. The two engines and the internal combustion engine all contribute to the creation of motion at the same time. But, we must remind you that we got into this situation, reducing the speed of the internal combustion engine for efficiency. This would not be an efficient way to get more power to the wheels; to do this, we have to increase the engine speed and return to the earlier situation where MG1 is rotating forward in generator mode. There is another problem: we have to figure out where we are going to get the energy to rotate MG1 in motor mode? Battery? We can do this for a while, but soon we will be forced to exit this mode, leaving without a battery charge to accelerate or climb a mountain. No, we must receive this energy continuously, without allowing the battery to deplete. Thus, we have come to the conclusion that the power must come from MG2, which must act as a generator. Does MG2 generate power for MG1? Since both the ICE and MG1 contribute power that is combined by the planetary gear, the name "power combining mode" has been proposed. However, the idea of \u200b\u200bMG2 producing power for the MG1 motor was so at odds with people's understanding of the system's operation that a name appeared that became generally accepted - "heretical mode". Let's go over it again and change our point of view. The internal combustion engine rotates the planet carrier at low rpm. MG1 rotates the sun gear backward. This causes the satellites to rotate forward and adds more rotation to the ring gear. The ring gear still only receives 72% of the ICE torque, but the speed at which the ring rotates is increased by the backward motion of MG1. Rotating the crown faster allows the car to go faster at low engine speeds. MG2, incredibly, resists the movement of the car like a generator, and produces electricity that powers MG1. The vehicle moves forward with the remaining mechanical torque from the internal combustion engine.

You can tell that you are moving in this mode if you can hear the engine speed well. You are driving forward at a decent speed and can barely hear the engine. It can be completely masked by road noise. The Energy Monitor display shows the supply of energy from the ICE engine to the wheels and to the motor / generator charging the battery. The picture can change - the processes of charging and discharging the battery to the motor alternate in order to turn the wheels. I interpret this alternation as MG2's regenerative load control to maintain constant driving energy.

Under the Kyoto Protocol, signed in 1997, many countries have taken responsibility for reducing harmful emissions into the atmosphere.

Considering the fact that Japan was one of the initiators of this protocol, many large Japanese companies have launched a number of projects designed to reduce emissions. Toyota Motor was one of the companies - here in 1992 they presented the Earth Charter, later supplemented by the Environmental Action Plan.

These two documents have identified one of the most priority areas of the company's activity today - the development of new environmentally friendly technologies. Within the framework of this program, several variants of power plants were developed, including a hybrid power plant, which appeared in 1997 on Toyota Prius Hybrid cars.

Development of a car with a hybrid power plant began back in 1994. The main task for the engineers was to create an electric motor and power supplies that could, if not replace, then at least effectively complement the main internal combustion engine.

Toyota engineers, by their own admission, tested over a hundred variants of various schemes and layouts, which allowed them to create a truly effective scheme called the Toyota Hybrid System. As a result, after bringing the system to a fully operational model, it was installed on the Toyota Prius Hybrid (model NHW10), which became the company's first hybrid car.

The THS system is a combined power plant consisting of an internal combustion engine, two electric motors and an HSD continuously variable transmission. The 1NZ-FXE petrol engine with a volume of 1500 cm3 is capable of developing 58 hp, and the total power of the electric motors is 30 kW. Electric motors use the energy stored in high-voltage batteries with a reserve of 1.73 kWh.

The main feature of the power plant was that the electric motors could also work as a generator - when driving on a gasoline engine, as well as during regenerative braking, they charged the battery and allowed it to be used again after a while. The engine itself worked according to the Atkinson principle, thanks to which the average fuel consumption in urban conditions ranged from 5.1 to 5.5 l / 100 km.

The electric motor could work both separately from the main engine, and in a synergistic mode, allowing faster acceleration to a more economical transmission. All this made it possible to reduce the amount of harmful emissions into the atmosphere to about 120 g / km - for comparison, the Ferrari LaFerrari hybrid hypercar emits 330 g / km into the atmosphere.

Despite its advantages and economy, the Toyota Prius Hybrid was greeted rather coolly - the unusual power plant, not powerful enough even for a quiet ride of a car weighing over 1200 kg, affected.

Therefore, in 2000, the power plant was modified in the NHW11 version - the power of the gasoline engine was increased from 58 to 72 hp, and the power of the electric motor - from 30 to 33 kW. Also, thanks to small changes in the energy storage system, the capacity of the VVB increased to 1.79 kWh.

Second generation NHW20 (2003-2009)

The hybrid model of Toyota Prius, which appeared in 2003, was significantly different from its predecessor. First of all, the hybrid received a five-door hatchback body - this body was more popular among 72% of potential car buyers than a sedan.

The second significant change was the modified THS II powerplant. All the same one and a half liter 1NZ-FXE gasoline engine was boosted to 76 hp, but the power of the electric motor was increased to 50 kW. This allowed not only to increase the maximum speed of the hybrid from 160 to 180 km / h on a gasoline engine and from 40 to 60 km / h on an electric motor, but also to reduce the acceleration time to 100 km / h by almost one and a half times.

The use of an inverter of a fundamentally new design made it possible to reduce the weight of batteries from 57 to 45 kg and reduce the number of cells. The stock of accumulated energy decreased from to 1.31 kWh, but since the new type of inverter made it possible to more efficiently convert recuperative energy, the power reserve on rechargeable batteries increased in comparison with the Prius of the first generation, and the battery charging rate increased by 14%. We also managed to reduce fuel consumption to 4.3 l / 100 km., and the level of carbon monoxide emissions is up to 104 g / km.

Third generation ZVW30 (2009-2016)

Despite clear commercial success, Toyota engineers continued to refine the model to improve autonomy with clean energy sources and further reduce emissions. Based on the THS system, a fundamentally new series-parallel hybrid drive Hybrid Synergy Drive has been developed, working on the same principle, but with a number of significant innovations.

First of all, instead of the expired power increase of the 1NZ-FXE engine, the 2ZR-FXE engine with a volume of 1800 cm3 was installed, developing a power of 99 hp. The power of the electric motor was increased to 60 kW, and its size was reduced thanks to the use of a planetary gear. The regenerative system has been redesigned to improve efficiency and speed up charging times. Despite the increased curb weight to almost 1,500 kg, the dynamic performance has only improved thanks to a more powerful motor.

The use of the new hybrid drive has made it possible not only to improve the dynamic characteristics of the car, but also to make it more economical. According to Toyota engineers, the consumption in mixed mode is 3.6 l / 100 km - this is the passport data.

Naturally, in real conditions this figure is higher, but according to the owners' reviews, on average it does not exceed 4.2-4.5 l / 100 km, against almost 5.5 l / 100 in the second generation Prius.

Another innovation is the 130 Watt roof-mounted solar panel used for the climate control system.

In 2012, the model underwent an upgrade, during which the autonomy of the electric hybrid was significantly increased. New storage batteries have been installed, and their capacity has increased almost 3 times - 21.5 A * h versus 6.5 and the stored energy is 4.4 kW * h versus 1.31. Such a charge allows the hybrid to drive an electric motor for 1.5 km at a top speed of 100 km / h or 20 km at a speed of 40 km / h. At the same time, the emission of harmful substances into the atmosphere is only 49 g / km.

Fourth generation (2016)

In the fall of 2015, Toyota presented a new generation of Prius Hybrid at the Las Vegas Auto Show. The car is based on a completely new platform and is radically different with its aggressive and interesting design, hinting at a sportier character.

This is indeed so - according to the chief engineer of the Prius project, Kouzdi Toyesima, during the development of the design, the hybrid was given sporting features, since it became much faster and more dynamic than its predecessors.

The Hybrid Synergy Drive powerplant remained virtually unchanged. But thanks to the use of more advanced materials, an increase in the torque of the electric motor and a new electromechanical variator, it was possible to increase the top speed of the car. Also in mid-2016, the first all-wheel drive version of the hybrid will appear, with an additional 7.3 kW electric motor installed in the rear axle.

With the newly designed high-voltage batteries, the hybrid travels more than 50 km on electric traction, and the improved charging system reduces the full charge time to 90 minutes and makes it possible to reach 60% of the charge in just 15 minutes.

To date, Toyota has sold over 3.5 million of its Prius vehicles. This model is well-deserved as the most popular hybrid in the world and demonstrates with confidence that the future belongs to vehicles with hybrid and electric powertrain, which reduce the harmful impact on the environment.

Video

In conclusion, a video review of the latest version.

Thanks to their economy and reliability, Toyota hybrid vehicles are of great interest to the consumer. Smooth ride and stability on the road, it turns out, are not all the advantages of this Japanese car. Excellent driving performance is surprisingly combined with economical fuel consumption. The Toyota Prius hybrid is powered by two power sources: electric motor and internal combustion engine (ICE).

Let's try to figure out how, with an increase in power, a car can consume gasoline at the level of a small car. Toyota Prius hybrid vehicle device consists of:

  • internal combustion engine (ICE);
  • electric motor;
  • planetary gearbox (power divider);
  • generator;
  • inverter;
  • battery.

The internal combustion engine and the electric motor can work simultaneously, alternately and complement each other if necessary. In a hybrid device, the drive torque to the wheels can be transmitted directly from the electric motor and the internal combustion engine in varying proportions.

This is done using a planetary gearbox (power divider), which consists of a set of gears. Four of them are connected to a gasoline engine, and the outer one is connected to an electric motor. Another satellite is connected to a generator, which, if necessary, sends energy to an electric motor or charges a battery.

One of the main advantages of the Prius is that, unlike electric vehicles, charging a hybrid vehicle does not require a mains connection. The processor, which controls all the actions of the machine, recharges the battery from the internal combustion engine, if necessary.

How a hybrid car works

The main task of Toyota engineers was to create an economical car that would not be inferior to powerful "iron horses" on the track, but at the same time would have low engine consumption. For this, a combination of an internal combustion engine and an electric motor was used. To achieve maximum efficiency, in the Toyota Prius, both power sources can work separately, together and in parallel.

So, the principle of operation of the hybrid Toyota Prius. The engine is started and the vehicle is accelerated using a traction electric motor. It rotates the outer satellite of the planetary gearbox and thus transfers the torque to the wheels. But you won't get very far on a battery. Therefore, as soon as the car picks up speed, the internal combustion engine is involved.

The combined use of an electric motor and an internal combustion engine allows you to achieve maximum efficiency (efficiency) of the entire system, since. When the brake is pressed, the internal combustion engine is turned off and the so-called regenerative braking occurs (all the energy from the resistance is converted into electric), in which the electric motor, operating in generator mode, charges the battery.

If the car again needs more power, for example for overtaking, the electric motor is switched on again, the energy of which is enough for a sharp acceleration. Hybrid car operating schemes have been designed to increase the economy of the car and reduce carbon dioxide emissions into the atmosphere. With an increase in fuel consumption (when you press the gas pedal), the control computer sends a signal to the power divider and turns on the electrical source, which allows the internal combustion engine to operate in no load mode.

Toyota has unique reliability and flexibility, since movement control is carried out mostly by wires, bypassing the use of complex components and assemblies. By the way, in the Toyota Prius hybrid, the generator acts as a starter and helps to "spin" the internal combustion engine up to the required 1000 rpm.

Engine operating mode

  • Start. Moving with electric traction only.
  • Driving at a constant speed. In this case, torque is transmitted to the generator and wheels.
  • The generator, if necessary, recharges the battery and transfers energy to the electric motor. In this case, the torques of both traction units are summed up.
  • Forced mode. The electric motor, receiving additional power from the generator, increases the power of the gasoline engine.
  • Braking. The hybrid brakes mostly with an electric motor. However, when the pedal is pressed firmly, the hydraulic components are activated and braking occurs in the usual way.

Engine (ICE)

Toyota hybrid engine type - Hybrid Synergy Drive (hybrid synergic drive), which allows you to combine two power sources: an internal combustion engine and an electric motor. Let's find out what kind of fuel engines are installed on the Prius.

In the mid 50s of the last century, an engineer Ralph Miller suggested improving the idea James Atkinson ... The essence of the idea was expressed in increasing the efficiency of the internal combustion engine by reducing the compression stroke. It is this principle, now often referred to as the Miller / Atkinson cycle, that is used in Toyota hybrid engines.

So, Toyota Prius hybrid, how the engine of this car works. Unlike other ICE models, the compression process in the cylinder does not begin at the moment the piston begins to move upward, but somewhat later. Therefore, before the intake valves are closed, part of the mixture of fuel and air flows back into the intake manifold, which makes it possible to increase the time in which the expansion gas pressure energy is used. All this leads to a significant increase in engine efficiency, an increase in the efficiency of the unit, and also increases the torque.

Engine characteristics:

  • Volume - 1794 cc
  • Power (hp / kW / rpm) - 97/73/5200.
  • Torque (Nm / rpm) - 142/4000.
  • Fuel supply - injector.
  • Fuel - gasoline AI 95, AI - 92.

Consumption of Toyota Prius hybrid per 100 km in the urban cycle is 3.9 liters, on the highway - 3.7 liters.

Toyota electric motor

The design of the hybrid synergic drive uses a traction motor. Power electric motor Toyota Prius - 56 kW, 162 Nm. This unit ensures the movement of the car from the start and up to a constant speed set, turns on when the car goes to overtake and participates in braking. The entire Toyota Prius system is thought out to the smallest detail. The hybrid vehicle is charged while driving, from the internal combustion engine through the control generator.

Accumulator battery

The hybrid is equipped with two batteries (main high voltage and auxiliary), both located in the trunk of the car. The main device of the car battery is made of a nickel-metal-hydride alloy and has a capacity of 6.5 A / h, voltage 201.6 V. This unit has its own cooling system. Inside the high-voltage battery there is a controller that controls the charging process of each cell (block) of 168 cells in total.

Battery consumption and recovery is controlled by the vehicle's control processor. The Toyota Prius battery does not require recharging from the mains, this process is carried out while driving and braking (for the most part) the vehicle.
Auxiliary battery: 12 V (35 A / h, 45 A / h, 51 A / h).

Conclusion

Despite the relatively high cost, hybrid cars are attracting more and more interest from buyers. Compared to other hybrid vehicles, the Toyota Prius does indeed consume significantly less fuel and has a low carbon footprint.

Just like the old car. It turns out that the hybrid of the fourth generation is the result of a deep restyling?

It was not so! The fourth Prius is brand new. It is based on the modular architecture of TNGA (Toyota New Global Architecture), on which most of the company's models will be based in the foreseeable future. The share of high-strength steels in the body structure has increased from 3 to 19%, the torsional rigidity of the body has increased by 60%, while the curb weight has decreased by 50 kg. Instead of a rear beam, the hybrid received an independent suspension, and the traction battery moved from the trunk under the seat. In fact, the old one in the new Prius is only an internal combustion engine, and even that has been significantly improved. The Japanese managed to reduce frictional losses and increase detonation resistance. The thermodynamic efficiency of this engine is 40% - a record in the entire industry.

Declared consumption in the region of 3 liters per 100 km - right? And why are the passport values \u200b\u200bof urban and suburban cycles practically the same?

Three liters per hundred, of course, slyness. At least, . The best result was 3.9 l / 100 km during the ferry from Moscow to Dmitrov with an average speed of 55 km / h. The most "frightening" values \u200b\u200bon the trip-computer screen remained 5.5 l / 100 km - however, to achieve such a result on the Prius, one must mercilessly "bludgeon". Under normal conditions, the consumption in urban and suburban cycles is actually practically identical and amounts to about 4.3–4.5 liters per hundred. Thanks to the regenerative braking system, which works surprisingly efficiently in the city.

Can the Prius 'hybridity' be recouped by low fuel consumption?

Let's estimate together. Take the 122-horsepower 1.6-liter engine in the top-of-the-range Prestige as a starting point. Such a car costs 1,329,000 rubles and from the point of view of consumer qualities is as close as possible to the Prius (the same wheelbase and space in the back seat, the same power, the same level of trim and equipment). The declared urban consumption of the 1.6-liter Corolla in the city is 8.2 l / 100 km. On the highway - 5.3 l / 100 km. Of course, in fact, these values \u200b\u200bwill be higher than those stated. So for the average consumption we will take 9 l / 100 km, assuming that our hypothetical owner operates the car mainly in the city (remember, Prius consumption is not too dependent on the cycle and averages 4.5 l / 100 km). Thus, with an annual mileage of 25,000 km, the savings will amount to 1,125 liters, or 45,000 rubles (we equate one liter of AI-95 to 40 rubles). It will take more than 17 years to compensate for the difference in price between the Corolla (1,329,000 rubles) and the Prius (2,112,000 rubles). Therefore, buying a hybrid in order to save money is utopian.

Then what's the point in it? What qualities can be attributed to Prius without a shadow of a doubt?

The combination of handling and ride is commendable. Prius perfectly fulfills even the most severe road defects and remains absolutely alive, interesting to drive. Slight rolls, rich steering feedback. And the Prius is also really quiet: you can't hear the engine at all (unless you want to twist it into the cut-off), and the noise from the road gets into the cabin only when driving on abrasive asphalt. Add a pleasant, well-finished interior. Plus, some will probably write down a screaming shocking appearance as an asset to the "Japanese".

Okay. What about the obvious cons?

And here many will also write down the appearance. After the price of more than two million rubles, this is perhaps the next deterrent. In addition, the Prius has a small trunk (just 276 liters according to our measurements). And if we talk about driving properties, the brakes are upset. The electric motor can unceremoniously intervene in the braking process at any time, so that the effort on the pedal "walks". More recently, I happened to experience one that lacks such a feature. So, the father of all hybrids has something to strive for. Hybridism as such is not an excuse.

What are the prospects for the fourth generation Prius in Russia?

I will be extremely careful in my predictions, but I have no doubt that the fourth Prius will become more popular than its predecessor. The fact is that for the entire 2016 in Russia, only 16 third-generation hybrids were sold by official dealers. This is the absolute bottom, which the new product cannot break through. Believe it or not, I've even been lucky enough to see a fourth-generation Prius on the road. Judging by the number frames, it belonged to a private person, and not to the Russian representative office of Toyota.

One of the most exciting decisions in the automotive industry is the emergence of hybrid engines. Cars of this kind are designed to minimize fuel consumption, as well as serve faithfully to their owner. Among the most popular hybrid vehicles is the Toyota Prius ZVW30. Today it is considered one of the best in its class. But there is also a perception that the third generation Prius is a pretty mediocre car with a lot of problems. Therefore, in order not to voice specific information unfounded, it is worth finding out: what disadvantages the Prius has, and whether it is worth buying it.

Technical characteristics:

  • Modification (engine): 1.8 CVT (100 kW (134) hp / 5200 rpm), Multipoint injection, hybrid gasoline;
  • Transmission: ECVT (variator)
  • Maximum speed: 180 km / h;
  • Suspension type:
  • Front suspension - Independent - McPherson;
  • Rear Suspension - Semi-independent
  • Clearance: 140 mm
  • Tire sizes and rim: P195 / 65 R15
  • Body type: Hatchback
  • Average fuel consumption: 1.8 CVT - 3.9 l / 100 km.
  • Carrying capacity: 435 kg.

The Toyota Prius easily took the lead in hybrid vehicles. It was easy, as there is little competition in this market segment. A hybrid car with a fairly competitive modification was able to put on the market only by Honda, but still Toyota bypassed it in all respects.

But, if we take into account all the cars of this class, Toyota Prius will be approximately in the middle of the rating. Now the sales of this car are stable, but they are far from reaching the manufacturer's targets. A number of flaws and frankly weak points make drivers regret their choice.

What is most interesting, the first generation Prius, which was released for the first time back in 1997, has the least complaints. The second generation Prius in the NHW20 body and the third generation Prius in the ZVW30 body were developed from it.

Weaknesses of the third generation Toyota Prius

  • Fuel system;
  • Hybrid system;
  • Inverter and inverter cooling pump;
  • Salon.

Let's analyze in more detail ...

Fuel system.

First of all, Prius owners note that the car's fuel consumption is much higher than the declared one. When repairing the fuel system, another unpleasant surprise awaits. For some reason, the fuel filter was placed in the gas tank, which makes repairs very difficult and raises the price.

The first thing that catches your eye right after the purchase (according to eyewitnesses-owners) is the higher fuel consumption than stated. But ... it's worth noting right away that the indicators announced by the manufacturer are achievable during normal driving on city roads or highways. In reality, the work of the audio system, air conditioner or stove (in summer and winter, respectively) and other factors that increase consumption are also added to this. Without this, the numbers on the information board correspond to those stated. The only exceptions are cars whose mileage has exceeded 250-300 thousand km - here you can really talk about increased fuel costs.

Hybrid system.

It is, in principle, all the same as in the second generation Prius, but of a higher level. The electric motor is now more powerful, its connection with the gasoline engine is still provided by the planetary gear. But this led to the appearance of excessive noise at high revs. Also, the updated system works very unevenly at idle.

According to the manufacturers, this car is fully intended for city trips and with proper operation and timely maintenance, it will not need repairs and replacement of any parts for a long time. In fact, it turned out to be the opposite.

There are two possible variants of malfunctions that may arise during the operation of the car.

  • The first one is an inverter breakdown: the cost for this part is quite high, but ... when you buy it from an authorized dealer. Practice shows that in ordinary auto parts stores, the purchase of parts is much cheaper, so the solution to this issue does not seem difficult.
  • The second sore of this engine is the batteries: when one or a couple of elements go out of work, the official workshops will insist on a complete replacement of the entire unit, which will cost a lot of money. In reality, you can replace (even independently, after reading the necessary information) non-working elements and continue to drive.
  • Problems when operating in low temperature areas Prius equipped with a lithium-ion battery, after 2010 they began to be installed on Toyota Prius PHV (35 body), Prius Alpha ZVW-40 (7 seats), Prius V, Prius +, as well as the fourth generation Prius (ZVW51). Li-Ion has become much more compact due to which in some models it is located between the front seats, but it is sensitive to frost, unlike nickel-metal hydride (Ni-MH).

Inverter and inverter cooling pump.

The cooling pump for the inverter has pronounced disadvantages, as it often breaks down. The driver must carefully monitor its condition, as the inverter also instantly overheats and must be replaced.

The occurrence of frequent breakdowns in the cooling pump of the inverter is observed, if for any reason the level of antifreeze in the tank drops. A pump malfunction causes the inverter to overheat and, of course, it becomes completely unusable and requires a complete replacement. The price of the inverter, if it can be found, reaches one hundred thousand rubles.

Advice! Prius owners should be alert to the presence of antifreeze in the pump reservoir and any warning signals from the vehicle computer. The cooling system is a weak point of this model and can bring a lot of surprises.

For some unknown reason, the front panel of the Toyota Prius was made following the example of sports models. The owner of such a machine does not really like this, especially since there are many buttons on it in an inconvenient order. The designers didn't bother with an intuitive control panel, they just wanted to maximize the second generation version.

In the process of using the car, it becomes clear that substandard materials were used for the interior trim. They peel off by themselves, and the plastic parts start to rattle.

The main disadvantages of Toyota Prius 30 2009–2015 release

There are a number of common disadvantages that you should definitely pay attention to:

  1. Ground clearance too low;
  2. Sludge brake caliper;
  3. Steering rack. Here is a pig in a poke: for someone it works properly even with a high mileage, and for someone it fails already at 50-70 thousand kilometers. But this is really the weak side of the Prius, so when buying it you just need to be ready .;
  4. High chance of damaging the hybrid part in an accident;

Conclusion.

However, in the third generation, the Prius really became faster and more powerful. It remains to be hoped that in the next serial releases the manufacturers will modify this model.

When buying a Toyota Prius, it is necessary to carry out a complete computer and routine diagnostics. The specialist must determine the degree of wear and tear on all components and systems of the vehicle. Repairing even one unit is a very expensive game. Body inspection is also mandatory at all joints.

When buying a new or used Toyota Prius, you need to remember that not every specialist can handle it. It is best to inspect and repair it at specialized services, and they can not be found in every city.

P.S .: Dear car owners, if you have noticed systematic breakdowns of any parts, units of this model, then let us know in the comments below.

Was last modified: March 26th, 2019 by Administrator

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37 posts per article “ Weaknesses and main disadvantages of Toyota Prius 30 with mileage”
  1. Sergei

    20 Prius from Europe 147,000 of my 30,000 km 2008 release in my operation 4 years in Siberia. After reading, I replaced the pump (is it necessary) two times the backlight and 1 time of the low beam were on. The right hub of the front wheel made a noise - replaced, once replaced the small cumulator. I change the oil filter in the engine as expected. as bought 1 time changed in the box. There is an interesting joke, if you miss the shutdown of the low beam when parking (I myself am a little deaf and I don’t hear the beeping when leaving) in winter the small Akum did not have enough low beam and side light for 4 hours. the machine can be started with a battery from any screwdriver. one truth is not conveniently interfered with by the button for opening the hood. it must be kept pressed (put a bracket next to it that does this - it will hold down the hood opening button) and VU aliaayayayayayayaya two wiring with crocodiles on + in the safety block and any bolt of the body. starts up. At the same time, the relay and the vacuum amplifier system start to turn on first.
    The body is chilly or rather warms up for a long time in winter. consumption on the highway 5.2 l / 100km. in the city 9l / 100km but in the city I have a very low mileage from home to work 1.7km and stop for 4 hours then again 1.7km with this cycle the consumption is large oooooo 9l in winter, of course, even the engine does not really warm up.
    LIKE 30 ka son. oddly enough, I like it less than 20 ka (subjective assessment).
    Cool car

  2. Andrew

    Bought Prius 30 2014 with 130,000 km mileage. Now 132,000 km. Consumption so far in the city and highway 4.5-5.5 liters on average. The machine is very free.

  3. Roman Ivanovich

    My car in 2010 took 2 years old from Europe. The ground clearance is very low. There are no breakdowns. From sores do not keep the doors when you open and the wear of the rear brake guides for 5 years. All. Listen to this scribble more. Yes, I killed the battery myself ahead of schedule on the 180 thousand run out of fuel, but I was in a hurry. He stung the gas to the floor and completely landed the VVB for which it was not designed. Ate out the ramp. There are 28 of them for replacing 14 elements. I decided to put a new battery. It's all.

  4. Dmitriy

    This writing has nothing to do with reality!
    A dozen years ago, I took this car with the goal of driving for a couple of months until I found a replacement for my SUV, but that was not the case. I fell in love with this car! You can drive at least a thousand kilometers on it and not get tired, everything is intuitive. To break something you have to be a complete failure. The battery has a resource of 7-9 years, it does not affect the mileage, on the contrary, because Nickel-metal hydride batteries do not like downtime and fail faster due to long downtime. The flow rate will be as you want, from 4 l / 100 km to 7.5 more you simply cannot. I always ride with the pedal to the floor and I can't do it. The pump is electronic and even if it dies, the car will immediately report it. An inverter can be bought from Japan for disassembly for a penny, a battery with a partial replacement will cost 20 rubles, but in 7 years you will spend more on maintenance with a car with a traditional internal combustion engine. On the Prius, maintenance is about changing the oil and filters! No rollers, belts, whistles, current slats and other hemorrhoids! He rides at least at low or at high speed very cheerfully, cars of 400 horses stopped me at traffic lights to find out how many horses I have. And the horses in the Prius 30 on the internal combustion engine 99 and on the electric generator 37, and the tax is only 99. The high mass does not allow you to get stuck on soft snow and other difficulties, but if you sit down, then take a tighter cable. At high speed, the car goes like on rails, the responsiveness is just awesome. The only negative is the clearance of 140 mm, but this is easily solved by installing spacers. So stop nightmare people !!! Just ride it once and you yourself will understand everything!



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