I really love this website! Some of the questions asked are quite creative. But I don't understand why someone would want to 'over-ride' car's computer by overreving the ICE or 'force charging' the batteries. Toyota has spent billions developing a car more advanced than anything I've ever driven before. I marvel at the way it works as intended.

When I was a kid I wondered what would happen if I put beans in my ears before I went swimming. I found out.

But keep those questions coming; I love reading them.

I believe the measurements were with a Miniscanner in the previous generation of the Prius. I'll bet the CAN-View would be able to do this on the newer models. I think us Camry owners are out of luck for now. We'll have to wait and see what changes are in store for the ScanGauge.
Stan-The people who used forced charging on the previous Prius were really testing MG1's limits. Wasn't MG1's max rotation 6500rpm back then?

LOL TCH — Yes, I think so. But our TCHs allow at least 10 000 rpm, and I think I read 14 000 somewhere. I'm sure Toyota won't allow you to rev the ICE so as to get MG1 anywhere near those limits, though. Forced NiMH battery charging is probably also possible in the TCH, but I haven't checked this out. I've never had the need to try it!

Stan

First of all you can't over-ride car's computer, at least I'm not aware of it and by pressing on accelerator when parked you simply ask computer for permission to spin up ICE, no harm done. You also can not over rev the engine, computer won't let you. As far as why? original poster had no particular reason, just an observation but I could find at least 4: to faster charge traction battery, to faster warm up the car in winter cold before driving, to check emissions and possibly to improve car's launch from dead stop. And regardless of anything else TCH behaves just like any other late model car with rev limiter watching over your shoulder at all times.

In my case I was just sitting waiting for my wife and pressed on the throttle, and was surprised the engine fired up. Wasn't trying to do anything, but it's interesting.

Reving the engine to charge the batteries seems a bit counter productive to best fuel economy, but maybe there is logic to this I don't quite see at the moment.

Later!

Dang

You guys asked for the reasons and I gave few, regardless if they make much sense or not. Also without actual testing it would be difficult to say at what RPM, charging traction battery is the most efficient, it could be that running engine at higher RPM could be more efficient than keeping it at idle, besides, pressing accelerator is the only way I know off to force charge battery without driving so for example you would want to fully charge traction battery before you go for 3 months vacation and instead of driving mindlessly around your block, you could charge it in your driveway.

Pete4 OK! Good answers but not necessarily accurate. If I'm not mistaken the TCH is fitted with a voltage regulater like most cars. As I recall, part of its purpose is to maintain a constant charge to the batteries regardless of engine speed. Reving to warm the engine faster can actually harm the engine by forcing cold antifreeze into a hotter than normal engine block.(a lesson I learned the hard way on my '54 Olds) Checking emmissions is a valid point but this is a partial zero emmissions system. Finally the MG1 puts out 199 lb-ft of torque immediately when you hit the gas pedal. That's enough to burn rubber if it wasn't for the ECVT tranny and the VDIM system. In fact that's one reason why they're necessary.

By the way, I wasn't flaming the poster. This IS a forum and I really enjoy checking in everyday.

Al Froio — The 12-V battery is charged by a dc-to-dc converter fed from the NiMH battery. This controls the state of charge of the 12-V battery. There's no "voltage regulator" per se. It's MG2 that is the powerful motor, not MG1. And, of course, its output torque is electrically variable under the control of the ECUs and inverter circuitry. It certainly doesn't "put(s) out 199 lb-ft of torque immediately when you hit the gas pedal."

Stan

SPL-- Thanks for the correction, MG2 provides the power, MG1 provides the charge. However, MG2 like any electric motor puts out full torque at ANY speed. The spec sheet in the Toyota Hybrid brochure states: "Electric motor power output 199 lb.-ft @ 0-1500 rpm (105 kw @ 4500 rpm).
My point about a voltage regulator (actually the Variable Voltage System) was that racing the ICE will not charge the batteries any faster than running the ICE at normal speed.

A great manual that covers all of the features on this great car is THE TOYOTA CAMRY NEW CAR FUNCTIONS GUIDE. I was able to download it a while ago on this site "list of pertainent TSBs"

Al Froio — I respectfully disagree. The ECU and inverter control logic vary both the motor voltage (and consequently the motor current and torque) and frequency (and consequently the motor speed) of the 3-phase ac power fed to/from the MGs. The torque and power specifications that you cite are MG2's maximum capabilities (in the same way that the ICE's maximum torque and power specifications do not imply that it always puts out these maximum numbers). MG2 might be able to put out its full torque over a wide speed range, but it is rarely (if ever) asked to do so. The MGs are used nowhere near their maximum limits most of the time. Indeed, I don't believe that MG2 can even be driven at its maximum rated 105 kW power by any combination of ICE and NiMH battery powers, under normal circumstances.

Thanks, but I already have the New Car Features Guide.

Stan