2010 - 2015 Prius Transaxle - P410 Deep Dive

[@dewiz9596]

Even though I’m never going to pull one of those apart, it’s great to see how they work. Thank you!

[@PatKittle]

I second that (or 512th that).

[@blackdragon46819]

Yeah I was worried it was belt driven cvt like in the Nissan's only because I have a 2011 Prius

[@onlyhuman7046]

Okay, so I'm a person who struggles with cling wrap as an engineering concept, so videos like this are mind-blowing and incredibly fascinating. I bought a brand new Camry Hybrid 3 months ago, and I have to say I'm in total awe of it. You get in, press start, put it in D and drive away, but when you see and learn about what actually happens and all the engineering that has gone into it, the detail, the thought, the sheer brilliance, the perfection of it all, it's just WOW. Thank you for these amazing videos, and thank you Toyota for building these cars. My Camry is without a doubt the best car I've ever had in 35+ years of driving.

[@xishootstuffx]

My 2009 Camry Hybrid has 238,000 miles and has never had a problem. Good choice!

[@andrewk778]

Thank you for another great video. It is fascinating learning of the engineering evolution of these transaxles.

[@WeberAuto]

Thank you!

[@juanvaldes1837]

If there was instruction this good on every topic under the sun, traditional school would become a thing in the past.

[@stealthhack]

Great educational video. Keep the good work.

[@WeberAuto]

Thank you very much!

[@chuckhursch5374]

Thank you for all the info on the vehicle I drive everyday (Prius II 2013). Best car I’ve ever owned! 👍🏻. Amazing engineering!

[@carjensen]

An electrical mechanical engineering marvel. Poetry in motion.

[@WeberAuto]

I agree

[@luqutr3924]

Love your teaching . Walking me step by step understandably . Thank you very much.

[@SamuelPovedanoGarcia]

Hello friend, thank you very much for this spectacular video. I'm watching you from Spain. I have finally managed to understand the operation of the hydride transmission of my lexus gs 450 h f sport.

[@WeberAuto]

You are welcome! Thanks for watching

[@AshleyTurner-gx3sn]

What a FANTASTIC video. Super informative, and what an elegant device ❤ thank you!

[@killsoundpro]

Лучшие видео по теме !!!

[@lodhiautos9761]

Really impressed and learned a lot from this video. Thanks.

[@WeberAuto]

Thank you!

[@wilduc7302]

Amazing piece of engineering under the bonnet and well explained!

[@WeberAuto]

Thank you very much

[@Kanesgarage]

Amazing piece of equipment! Great job. Gotta love Toyota engineering, incredible design

[@WeberAuto]

Thank you! Yes, incredible design.

[@Raphael-eu7cw]

Shift motor actuator? When installing does the linkage need to be in a particular position during installation?

[@damiansmigielski]

FANTASTIC!!! I learn a lot and now i fully understood how the toyota hybrid powerplant is working. Thank you professor! I'm ready to buy my first hybrid car. It's gonna be a 4yrs old Auris Touring Sports. Just for a try. Then i'm gonna buy new Corolla... maybe in 3-4 years. And again thank you professor for all of your hard work, and all videos. In the ocean of BS, WeberAuto channel is piece of art.

[@WeberAuto]

Thank you very much! Best wishes

[@ketrzynski2183]

Przesadzasz z tymi pochwałami, bo człowiek albo się zakręcił w tym co mówi, albo do końca nie rozumie jak to działa. 1:19 min - gdy koło słoneczne, a tym samym rotor MG1 wiruje z tą samą prędkością co wał silnika, a tym samym jarzmo satelitów, nie ma przekazania całego momentu Sil.Spal. na koło koronowe. To w ogóle nie jest żaden specjalny przypadek dla układu hybrydowego. Przecież rotor MG1 ciągle się obraca względem nieruchomego stojana (który tutaj nie został pokazany) i musi stawiać opór (generuje prąd), aby część momentu z SP, była mechanicznie przekazana na koło koronowe. Całość momentu z SP jest przekazana mechanicznie tylko w przypadku, gdy rotor MG1 zostanie zablokowany (stator indukuje tak silne nieruchome pole magnetyczne, że rotor się ztrzymuje). I nieprawdą jest, że głównym źródłem momentu obrotowego zawsze jest MG2. W niektórych przypadkach MG2 w ogóle nie generuje mocy i się tylko swobodnie obraca. Np. w opisanym wyżej przypadku, gdy stator MG1 się nie obraca i całość Momentu z SP jest przekazywana czysto mechanicznie, co jest najkorzystniejsze pod względem sprawności przekazania energii z silnika sp. na koła. MG2 może w takiej sytuacji jedynie wspomagać chwilowo do wyczerpania baterii, bo MG1 nie dostarcza prądu.

[@damiansmigielski]

Ketrzynski napisz to teraz po angielsku i poczekaj aż pan profesor ci odpowie.

[@ketrzynski2183]

@@damiansmigielski Tak uczyniłem pod skróconą wersją filmu kzbin.info/www/bejne/rZDQlGRteNSsgNU&app=desktop

[@carlosfranchi5043]

I learn a lot sir thank you even when you explain regenerative braking before was very hard to me to understanding but now I know a lot

[@takeiteasy6154]

Thank you so much for spending time and effort .This so informative, technical in a good way and educational.

[@hyeeagle]

Thank you for your all videos. Every single one is very interesting. You teaching world more than Toyota training his technicians in Toyota training facilities, trust me no one Toyota dealership rebuilding hybrid or any transmissions. We received whole units sending back old units, even shop Formans can not rebuild that. Today’s technicians are very hard to pass any transmission ASE tests because no hands on experience but because you and like you good people videos are helping us to pass easy.

[@garytango]

Thanks for another great video. Very well presented.

[@WeberAuto]

Thank you!

[@ReallyLee]

Great video. Thank you. Please show more about how you clean the bolt holes and fasteners. I am 74 and worried that fumes from spray cans like brake cleaner or carburetor cleaner might cause kidney damage. I agree, cleaning the bolt holes is important. So far I use half strength simple green in an air pump sprayer. Absorb oil with newspaper sheets in a bus tray. Then I brush parts and rub with rags. Then, rinse with distilled water in another air pump sprayer. Sometimes, a little blast from the air nozzle or dry wet fasteners in a bakers metal loaf pan with an electric heat gun set on low. Even with all that, the orange sealant used on a Subaru trans pan still had bits of orange sealant after a lot of brushing.

[@ifyoudisagreeyouarewrong]

you'll be fine

[@balinttoth9]

Thank you, it is a great video! Nice tipo see a professional video about my car 😊👌🏻🚗

[@WeberAuto]

Thank you!

[@christianammon6466]

What a great video about this transaxle!

[@WeberAuto]

Thank you!

[@christianammon6466]

WeberAuto I had a test drive with Prius Plus (alpha) today.

[@WeberAuto]

That is awesome, it has great technology! Best wishes.

[@christianammon6466]

WeberAuto I am right now at. the Porsche museum in Stuttgart.

[@extremepocketbikes]

Excellent video, very informative.

[@alspahi7760]

love these videos...very informative

[@WeberAuto]

Thank you!

[@RESTESSMYSTIC]

Excellent - those planety gear sets are hard to visualize - THANX

[@WeberAuto]

Thanks for watching

[@tayoadebolu3067]

just bought 2014 prius v, so i really appreciate knowing some rudiments of this car

[@zurabgaprindashvili5683]

Superb! Thank you very much

[@WeberAuto]

Thank you!

[@mikel4879]

Outstanding presentation. Thank you !

[@manoloperez847]

Many thanks for so educational video.

[@WeberAuto]

Thank you!

[@PhilippineCourtCorruption]

Great Educational Video

[@sanjayakumara8646]

Thank you so mach in your vidio ...i am Happy explained documant ...

[@creigmacc]

Next to the 3 phase wires that exit the case on MG2 there is a bundle of wires (2 or 3) that terminate inside the case. Neutral wires? I never knew there was separate oil filler location, I've always used the level check location when changing oil, great info love the entire Prius series!

[@WeberAuto]

The separate bundle of wires is just the center connection of the Wye wound stator wiring. Normally it is hidden and bundled up on the stator edge. Thank you for watching and for your feedback!

[@junaidd7]

Great job. Most appreciated.

[@AC-up2jq]

Great video. Thank you!

[@Anthony-vm1jc]

Block of wood mechanics best friend 👍

[@ahmedsalman4332]

Thank you for the information it helped me alot

[@theamazoner4075]

In the owners manual it never mentions changing transmission fluid should i change it I have 130k kilometers and I am worried that it's well overdue anyways when you removed the transmission was their any evidence of excessive wear from lack of good Transmission fluid and does the transmission work still. I plan to keep the car for awhile and your help would be appreciated.

[@SavitriHSirju]

Keep up the good work bro

[@DavidHt1]

Wow great video ! Very informative, very well explained, thanks , just want to take a part my car lol !

[@WeberAuto]

Thank you! Have fun!

[@koltonshampine5441]

I’m looking at buying one of these transaxles for a project and I noticed the input shaft without the torque damper is really hard to get turning is that normal? on the previous generations its fairly easy to turn without the torque damper so I am unsure

[@WeberAuto]

Yes, it can be normal depending on if the transmission in in park.Thanks for watching

[@mohamedrahib7685]

Thanks sir God bless you very interesting course

[@stephencole9289]

The transaxle oil pump only operating when engine (ICE) on, is presumably acceptable? As engine will be running in most cases when high load is occuring, and the lower load cases with engine off can probably be handled lubrication/cooling wise by splash lubrication. How about high 'reverse' load when MG2 is doing heavy regenerative braking and engine might be off? Hopefully the limited lubrication/cooling is still sufficient in that situation.

[@pattimichellesheaffer6732]

wait a minute - the oil for cooling the transaxle, bearings, etc., only gets circulated when the ICE is running? It seems like you'd need *two* oil pumps, one each for ICE and transaxle, but I guess not... maybe there's a temperature sensor which starts the ICE when transaxle/motors get too hot?

[@gadgetdeez7069]

those special bolts on the park motor are to prevent theft. if you can't pull it out of park, either electronically or mechanically, you're gonna have a hard time moving the car..

[@WeberAuto]

Thank you, I thought that may be the reason

[@mtaapple1945]

hello dear sir Please kindly answer my questions Is it possible to get a constant RPM from a P410 gearbox port, or any other model assuming 1,500 constant revolutions from the gearbox outlet? Assuming we have an external feed for a variable MG1 or MG2 motor that rotates from 1500 rpm to 10,000 rpm

[@BitterTruth200]

what is JM means?

[@paulaxford6754]

Perhaps the protected parking pawl servo motor bolts are to discourage towing theft of the car by removal and manual disengagement of the pawl? However, I'm not aware if that area can be easily reached from underneath the car. Also, I'm not sure if you mentioned exactly why the MG1 and 2 resolvers need to be so precisely adjustable, unless that was in another video? I can only imagine that it locks in the commutation phasing, and for absolute maximum efficiency that is optimised at the factory for every individual assembly. It sort of indicates that there is a wide production variation in winding magnetic characteristics with the round wire, something that is perhaps improved with the more-precisely laid square wires in the P510 unit? In fact I don't recall seeing resolvers in the video of the P510 - are they present? Thanks for your videos and responses!

[@WeberAuto]

The servo motor is difficult to get to. You are correct about the purpose of the resolvers. Yes, they were in the P510 video as well.

[@stephencole9289]

1:06:10 The MG2 stationary planet carrier being held by notches seems a bit crude (although cant see any better way to do it), and since MG2 can switch forcefully from power out to power absorbtion (generating), that planet carrier can get oscilating load backwards and forwards, and so could potentially 'rattle' in the housing. Slightly surprised there isnt something more rigidly holding it or 'damping' any potential vibration. Stephen, JDM Estima Hybrid 2011 with P311 transaxle.

[@eliprotiva222]

Love your videos, I have a 2010 I’m converting to full EV, based on this video I think I should lock the engine input shaft. But then oil pump never runs. With a plug-in version you get 13 miles of ev range but engine might turn on and off. I really don’t want to open up the transaxle so I might just run it and see what happens

[@robertwilliamson707]

Does the Atkinson Cycle ICE rotate at it's peak efficiency and if so when?

[@WeberAuto]

They try to keep it in its peak rpm range. Thank you for watching

[@wadeboyce4793]

hi sir is the same transaxle used in the axio 2014 toyota hybrid

[@losesparkplug1190]

So it increase the polarity in the rotor and slowes the wheels down while charging higer amps in the battery also? Like an alternatror the bigger the load less it will turn?

[@derrickcramer4564]

Thank you sir you have good day two.

[@khnns4121]

I am in trouble. I bought 2017 ct200h transmission to put in my 2012 prius v . Prius transmission are high mileage. Is there any possibility or any mean to swap. What to do to by pass additional cooling systems that come with prius V? Your knowledge and help is greatly appreciated.

[@robertwilliamson707]

Thanks for your answer on the ICE speed below. Still trying to under stand control system. On the 2013 prius, one planet carrier is connected to the ICE. Other than the parking pawl, what is the other planet carrier (PC) connected to? Seems like if there's no restraint on the PC it would just free wheel and MG2 could not drive the wheels. Is there any thing public on the control system algorithm? Thanks

[@WeberAuto]

It is connected to the transmission case. Thanks for watching

[@Valdemar1]

It's in Auris 2017 too,.checked the label at the door.

[@lookingupwards8652]

Very good information thank you. I have a 2012 Prius, while driving at 30 mph it slammed hard like a down shift and the engine revved up, now the car acts like it’s in first gear won’t go above 30 miles an hour, and when it is at 30 the motor is revving high ?

[@tanzaniacarschannel6975]

Check your torque damper

[@kubanskiloewe]

i have a RX450h from 2010 with a third e motor for rear wheels. Is it the same system and why it is allowed to run on our Autbahn with 200km/h while the Toyotas are restricted to 180km/h ? The GS450H is allowed to run 240km/h ! Same sstem ? Engine is the same as meine a V6.

[@OnBakePlatinum]

Wait a minute. It's a CVT without pulleys and a belt? The planetary gearsets can achieve the same function? Is that right?

[@badscrewold3162]

Controlling the speed of MG1 does what mobile pulley and belt do in mecanical CVT.

[@hedgehogthesonic3181]

@@badscrewold3162 With the benefit of being a lot more reliable.

[@markbowen5215]

Unreal how you teach mr, awesome sir very informative video. Mr. Toyota would be proud! I’m sure. You are the man, I have watched you’re whole series on the Prius. I bought the wife a 2013 persona series black cherry pearl paint , she loves it! You must think highly of them cause you said you owned one sir. What model do you have , just curious sir. Love you’re videos professor you’re the Man.

[@WeberAuto]

Thank you! I have owned a 2007 Camry hybrid, 2008 Highlander hybrid, 2010 Prius, and 2014 Prius-C. Great vehicles. Now I own a Chevrolet Volt, a wonderful car.

[@pattimichellesheaffer103]

My 2015 PriusV kicks itself out of "EV Mode" at a fairly low speed. Is it only the "plug in" version that can do 60MPH in EV mode?

[@WeberAuto]

Yes, that is correct. Thanks for watching

[@pattimichellesheaffer103]

@@WeberAuto Thank YOU very much for a great video!! OK, well it sounds like the plugin version of the MG1/MG2 have about the same RPM-limits as the MG1/MG2 in the P410 (at least that's what it sounds like you said) so why can't PriusV (P420) go faster in EV mode? (not using ICE) Is it just software or is there some other limit to the PriusV P410 has that the plugin doesn't?

[@pattimichellesheaffer103]

Even the PriusV Owner's Manual refers to adding "transmission fluid," the transmissin fluid capacity and type - "Toyota Genuine ATF WS" - lubricating a transaxle, I guess, isn't all that different from operating the hydraulics of a typical automatic transmission? (or is "WS" a Toyota designation for the transaxle of a prius?) There isn't a "transmission" - if that means anything like a traditional gearshift mechanism with discrete gear ratios and a torque-converter/clutch. "𝐴𝑡 𝑎𝑏𝑜𝑢𝑡 10 𝑚.𝑝.ℎ., 𝑡ℎ𝑒 𝑃𝑟𝑖𝑢𝑠 𝑐𝑎𝑛 𝑛𝑜 𝑙𝑜𝑛𝑔𝑒𝑟 𝑚𝑎𝑖𝑛𝑡𝑎𝑖𝑛 𝑡ℎ𝑒 𝑒𝑥𝑝𝑒𝑐𝑡𝑒𝑑 𝑎𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑜𝑛 𝑢𝑠𝑖𝑛𝑔 𝑜𝑛𝑙𝑦 𝑝𝑜𝑤𝑒𝑟 𝑓𝑟𝑜𝑚 𝑖𝑡𝑠 𝑠𝑚𝑎𝑙𝑙 𝐼𝐶𝐸, 𝑤ℎ𝑖𝑐ℎ 𝑖𝑠 𝑑𝑒𝑠𝑖𝑔𝑛𝑒𝑑 𝑓𝑜𝑟 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 𝑎𝑛𝑑 𝑙𝑜𝑤 𝑒𝑚𝑖𝑠𝑠𝑖𝑜𝑛𝑠 𝑎𝑛𝑑 𝑛𝑜𝑡 𝑓𝑜𝑟 𝑝𝑜𝑤𝑒𝑟. 𝐴𝑠 𝑠𝑝𝑒𝑒𝑑 𝑖𝑛𝑐𝑟𝑒𝑎𝑠𝑒𝑠, 𝑀𝐺2 𝑛𝑒𝑒𝑑𝑠 𝑚𝑜𝑟𝑒 𝑎𝑛𝑑 𝑚𝑜𝑟𝑒 𝑝𝑜𝑤𝑒𝑟 𝑡𝑜 𝑚𝑎𝑖𝑛𝑡𝑎𝑖𝑛 𝑖𝑡𝑠 𝑡𝑜𝑟𝑞𝑢𝑒 𝑎𝑛𝑑 𝑤𝑖𝑙𝑙 𝑠𝑜𝑜𝑛 𝑟𝑒𝑎𝑐ℎ 𝑖𝑡𝑠 𝑝𝑜𝑤𝑒𝑟 ℎ𝑎𝑛𝑑𝑙𝑖𝑛𝑔 𝑙𝑖𝑚𝑖𝑡, 𝑤ℎ𝑒𝑟𝑒𝑢𝑝𝑜𝑛 𝑡𝑜𝑟𝑞𝑢𝑒 𝑤𝑖𝑙𝑙 𝑓𝑎𝑙𝑙 𝑜𝑓𝑓. 𝑇𝑜𝑦𝑜𝑡𝑎 ℎ𝑎𝑠 𝑠𝑖𝑧𝑒𝑑 𝑀𝐺2 𝑠𝑜 𝑡ℎ𝑎𝑡 𝑖𝑡 ℎ𝑎𝑠 𝑒𝑛𝑜𝑢𝑔ℎ 𝑝𝑜𝑤𝑒𝑟 𝑡𝑜 𝑘𝑒𝑒𝑝 𝑎𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑛𝑔 𝑡ℎ𝑒 𝑐𝑎𝑟 𝑎𝑡 𝑎𝑛 𝑎𝑐𝑐𝑒𝑝𝑡𝑎𝑏𝑙𝑒 𝑙𝑒𝑣𝑒𝑙, 𝑏𝑢𝑡 𝑤ℎ𝑒𝑟𝑒 𝑖𝑠 𝑡ℎ𝑒 𝑒𝑥𝑡𝑟𝑎 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙 𝑝𝑜𝑤𝑒𝑟 𝑡𝑜 𝑐𝑜𝑚𝑒 𝑓𝑟𝑜𝑚? 𝑇ℎ𝑒 𝑎𝑛𝑠𝑤𝑒𝑟, 𝑜𝑓 𝑐𝑜𝑢𝑟𝑠𝑒, 𝑖𝑠 𝑡ℎ𝑒 𝑏𝑎𝑡𝑡𝑒𝑟𝑦. 𝑀𝐺1 𝑑𝑜𝑒𝑠 𝑛𝑜𝑡 𝑝𝑎𝑠𝑠 𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙 𝑝𝑜𝑤𝑒𝑟 𝑑𝑖𝑟𝑒𝑐𝑡𝑙𝑦 𝑡𝑜 𝑀𝐺2 𝑎𝑠 𝑤𝑒 𝑚𝑎𝑦 ℎ𝑎𝑣𝑒 𝑠𝑢𝑝𝑝𝑜𝑠𝑒𝑑 𝑎𝑏𝑜𝑣𝑒. 𝑇ℎ𝑒 𝑐𝑜𝑛𝑡𝑟𝑜𝑙 𝑒𝑙𝑒𝑐𝑡𝑟𝑜𝑛𝑖𝑐𝑠 𝑖𝑛𝑐𝑙𝑢𝑑𝑒𝑠 𝑎 𝑑𝑒𝑣𝑖𝑐𝑒 𝑐𝑎𝑙𝑙𝑒𝑑 𝑎𝑛 "𝑖𝑛𝑣𝑒𝑟𝑡𝑒𝑟" 𝑡ℎ𝑎𝑡 𝑡𝑢𝑟𝑛𝑠 𝑡ℎ𝑒 𝑔𝑒𝑛𝑒𝑟𝑎𝑡𝑒𝑑 𝑝𝑜𝑤𝑒𝑟 𝑖𝑛𝑡𝑜 𝑑𝑖𝑟𝑒𝑐𝑡 𝑐𝑢𝑟𝑟𝑒𝑛𝑡 𝑎𝑡 𝑠𝑒𝑣𝑒𝑟𝑎𝑙 ℎ𝑢𝑛𝑑𝑟𝑒𝑑 𝑣𝑜𝑙𝑡𝑠. 𝑇ℎ𝑖𝑠 𝑖𝑠 𝑐𝑜𝑛𝑛𝑒𝑐𝑡𝑒𝑑 𝑡𝑜 𝑡ℎ𝑒 𝑏𝑎𝑡𝑡𝑒𝑟𝑦 𝑡𝑒𝑟𝑚𝑖𝑛𝑎𝑙𝑠. 𝐴 𝑠𝑒𝑐𝑜𝑛𝑑 𝑖𝑛𝑣𝑒𝑟𝑡𝑒𝑟 𝑓𝑜𝑟 𝑀𝐺2 𝑡𝑎𝑘𝑒𝑠 𝑎𝑠 𝑚𝑢𝑐ℎ 𝑝𝑜𝑤𝑒𝑟 𝑎𝑠 𝑖𝑠 𝑛𝑒𝑒𝑑𝑒𝑑 𝑓𝑟𝑜𝑚 𝑡ℎ𝑒 𝑏𝑎𝑡𝑡𝑒𝑟𝑦 𝑡𝑒𝑟𝑚𝑖𝑛𝑎𝑙𝑠 𝑡𝑜 𝑑𝑟𝑖𝑣𝑒 𝑀𝐺2 𝑎𝑛𝑑 𝑎𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑒 𝑡ℎ𝑒 𝑐𝑎𝑟. 𝐼𝑓 𝑀𝐺1 𝑖𝑠 𝑛𝑜𝑡 𝑝𝑟𝑜𝑑𝑢𝑐𝑖𝑛𝑔 𝑡ℎ𝑒 𝑝𝑜𝑤𝑒𝑟 𝑀𝐺2 𝑛𝑒𝑒𝑑𝑠, 𝑡ℎ𝑒 𝑑𝑖𝑓𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑓𝑙𝑜𝑤𝑠 𝑜𝑢𝑡 𝑜𝑓 𝑡ℎ𝑒 𝑏𝑎𝑡𝑡𝑒𝑟𝑦. 𝐴𝑡 𝑜𝑡ℎ𝑒𝑟 𝑡𝑖𝑚𝑒𝑠, 𝑤ℎ𝑒𝑛 𝑡ℎ𝑒 𝑐𝑎𝑟 𝑖𝑠 𝑢𝑝 𝑡𝑜 𝑠𝑝𝑒𝑒𝑑, 𝑒𝑥𝑐𝑒𝑠𝑠 𝑝𝑜𝑤𝑒𝑟 𝑓𝑟𝑜𝑚 𝑀𝐺1 𝑓𝑙𝑜𝑤𝑠 𝑖𝑛𝑡𝑜 𝑡ℎ𝑒 𝑏𝑎𝑡𝑡𝑒𝑟𝑦 𝑡𝑜 𝑟𝑒𝑝𝑙𝑒𝑛𝑖𝑠ℎ 𝑡ℎ𝑒 𝑐ℎ𝑎𝑟𝑔𝑒. 𝑇ℎ𝑖𝑠 "𝑏𝑎𝑡𝑡𝑒𝑟𝑦 𝑏𝑜𝑜𝑠𝑡" 𝑖𝑠 𝑤ℎ𝑎𝑡 𝑎𝑙𝑙𝑜𝑤𝑠 𝑎 2800 𝑝𝑜𝑢𝑛𝑑 𝑐𝑎𝑟, 𝑤ℎ𝑖𝑐ℎ 𝑤𝑜𝑢𝑙𝑑 𝑜𝑡ℎ𝑒𝑟𝑤𝑖𝑠𝑒 𝑛𝑒𝑒𝑑 𝑎𝑛 𝑒𝑛𝑔𝑖𝑛𝑒 𝑜𝑓 𝑜𝑣𝑒𝑟 100 ℎ𝑝 𝑎𝑛𝑑 𝑎 𝑠𝑡𝑒𝑝 𝑡𝑟𝑎𝑛𝑠𝑚𝑖𝑠𝑠𝑖𝑜𝑛, 𝑡𝑜 𝑔𝑖𝑣𝑒 𝑔𝑜𝑜𝑑 𝑎𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑜𝑛 𝑝𝑒𝑟𝑓𝑜𝑟𝑚𝑎𝑛𝑐𝑒 𝑤𝑖𝑡ℎ 𝑎 70 ℎ𝑝 𝑒𝑛𝑔𝑖𝑛𝑒 𝑎𝑛𝑑 𝑛𝑜 𝑠𝑡𝑒𝑝 𝑔𝑒𝑎𝑟𝑠." - www.prius.ecrostech.com/original/Understanding/ContinuouslyVariableTransmission.htm For folks confused (as I was) on the actual sequence of torque-flow events during cold-start, acceleration, etc., this is a great verbal description: www.prius.ecrostech.com/original/Understanding/WhatsGoingOnAsIDrive.htm ...unfortunately, I'm sure this varies with Prius generation, and I'm not sure which generation this applies-to - but MG1/MG2 speeds suggest it's written with GEN1/2 in mind (???) It does mention that "B" shift lever position runs the engine at higher speed (without fuel), transfers torque from the wheels to the engine, to achieve compression braking. I guess compression braking is all you have left if you want to spare your brake pads and the battery is full.

[@knoblis]

Does that torque limiting clutch wear out?

[@mazinabdalla2323]

thanks professor. since mg1 connected to sun gear. it look like it should be stationary to allow ice to transmit its full torque to wheels. i mean how that happens without fully breaking sun gear and mg1

[@WeberAuto]

The difference in speed between MG1 and the ICE determines the amount of torque delivered to help MG2 propel the vehicle. You are correct, if MG1 were stopped, full engine torque could be delivered. But if it were stopped, nothing would recharge the battery as you drive.

[@romanjanke5923]

After looking those videos i am looking forward to get Hybrid car! Honda Insight ZE2/ZE3 or Toyota Prius 2-nd or 3-rd generation?

[@WeberAuto]

Thanks for watching!

[@Christian-lt7wd]

Do you have any insights into the P lock problem so many people are having with their generation there generation 2 and generation 3 priuses? Also I was wondering from the way it looks if there was a good way To hack the wiring and maybe bypass the plock so you can actually get it to come out of park yourself maybe then when the car is rebooted the car will actually go into Ignition mode?

[@jpp9876]

These transmissions are called a cvt transmission. Does this unit not change the rpm ratios between input and output but uses the added torque from mc1 and mc2 to accelerate at would normally be not a good gear ratio on a normal gas powered car?

[@pfraise]

Great video, thank you. P410 is used in EU for the Auris Hybrid car. I have a question though: I thought that the diameter of eachgear was proportional to the teeth count, imposing the teeth number of the Ring R to be equal to the teeth number of the Sun gear + 2 times that of the planet gears (R = S + 2P). This works for the MG2 speed reduction gear set (22 + 2 x 18 = 58) but not for the PSD (30 + 2 x 23 = 76 # 78). Am I wrong?

[@WeberAuto]

Thank you! That is a good question. Now I need to count the teeth again to verify.

[@WeberAuto]

I verified the tooth count, 30, 23, and 78 are correct for the PSD.

[@williamgrissom9022]

"Reduction gear" is the correct term for a gearset which reduces output rotation speed from the input speed (MG2 in this case). If the Service Manual says it "reduces the required speed of MG2" (or such), that is an incorrect description. Re the gas engine having to come on at 61.5 mph, a power limit might apply for level driving with no wind, but if descending a steep grade (or a strong tailwind) there likely is sufficient power from just the e-motors to go faster. If the gas engine still turns on, it may be because the controls simply consider road speed, regardless.

[@brandt59]

It seems to me that with ICE off, the maximum torque to the wheels is limited by how much resistance an ICE has against being rotated. Or can MG1 be controlled in such a way that there is no reaction torque on the ICE crankshaft? And my second question is why a clutch is required to limit the torque? What are the conditions that there is a high torque that has to be limited to prevent what from being damaged?

[@WeberAuto]

MG1's regenerative abilities can be turned off and allowed to free spin. MG1 rotates 3.6 times for every rotation of the ICE crankshaft, so it is very unlikely that the ICE crankshaft will ever turn while driving on MG2 power alone. The torque limiting clutch is there in case the engine output or input exceeds a certain limit. Rapid deceleration would be one example. A seizure of the ICE while driving would be another. A internal bearing or gear set failure in the transmission, etc..

[@pigpenpete]

Great video, I've a much better idea of what's going on under the bonnet of my CT200 now, thanks :)

[@WeberAuto]

Thank you!

[@iskoos]

This is an excellent video for the enthusiasts like us John. Thank you for your effort. Is there a video that explains how each component rotates per the different stages of the driving for Generation 3 Prius? You explained it a little bit in your video but I am looking for a bit more detail so I can find specific answers to several questions I have. For example: - Is it possible to move the Prius just but utilizing the ICE? I guess the answer will be "No" since you cannot transfer the engine torque. Then if you have high voltage electric system malfunction, would this immobilize the vehicle? Or - Can Prius move by just ICE + MG1 (Say there is MG2 malfunction)? You kind of demonstrated this in your video but this isn't a valid driving mode. Is it possible to drive the vehicle in an emergency if the MG2 is not functioning? - Can MG2 operates as a generator (at times other than when it is used for regenerative braking) to power either MG1 or to charge the battery? I am looking for answers to many of questions like the above ones or similar. Thanks

[@WeberAuto]

Is it possible to move the Prius just but utilizing the ICE? Technically yes, if MG1 (Sun gear) was programmed to slow down and force the ICE (planet carrier) to overdrive the ring gear (MG2). It would not have much power because it would be an overdrive condition. Can MG2 operates as a generator? Only when decelerating, it is physically connected to the final drive gear and must turn when the tires turn. I hope that helps

[@duhboi6516]

At cruising speed, low engine rpm, mg1 have to reverse rotation to achieve low engine rpm. What makes mg1 to rotate in reverse? Is it powered by the high voltage battery or mg2 providing electric power to mg1? Thanks.

[@greatogbuagu1370]

Question Sir Please which is the inlet for the coolent in the transaxle. The upper hole or the lower hole?

[@TheWaelabo02]

thank you

[@shanepipkin4041]

what's best fluid? any additives good to add? I got 315k on mine ops

[@DanenLott]

Great Video! While starting my Prius this afternoon a horrible knocking and grinding came from the transaxle, It only lasted a few seconds and I shut it off and started it again everything seemed to be normal. Tonight we drove on the freeway around 30 miles to dinner and the car ran fine. When we left the restaurant and pulled onto the street a large pop came from the transaxle and the "Check hybrid system" and various other lights came on the dash. The car will drive under the gas engine but seems to have no help from the electric motor. We managed to drive the car slowly home. At stop lights the car will accelerate slowly but will lose torque if the pedal is pushed and just revs higher. Hills were very hard to get up and the engine revs quite high. So the big question is "what happened"? I have watched your videos but can't figure out what broke in the transaxle to give me these symptoms. Any help identifying the fault would be much appreciated before I decide what to do. Thanks!

[@alexanderconnell800]

Did you find out Danen? Sounds interesting

[@DanenLott]

@@alexanderconnell800 Never got a response on here but... I ended up buying a used transaxle. I swapped that in and also found out that Toyota increased the warranty on the inverter to 15 years unlimited mileage! Local dealership fixed the inverter. Between the new transaxle and the fixed inverter, I am getting much better mileage, The acts much better. It has made a huge difference. After observing the oil in the original transaxle, I am pretty sure it was never serviced.

[@周黎鹏]

May I ask a question that, how many power and torque of MG1? I always see the 105kw/270Nm for MG1+MG2 total, but no for each. Thanks!

[@WeberAuto]

Toyota does not publish the power of MG1 on this transaxle. The later version used in the Prime (P610) has 23kW and 40Nm

[@MsFireboy2]

John on the earlier models did they have coolant intrusion issues in the stator assemblies? Generation 1-2 units?

[@ThheSlurpeeMaker]

Thanks. I have that atf fluid and I saw it.

[@hotelprius4612]

fantastic!

[@bmccameron7642]

Hello Dr Kelly, thank you for sharing so much knowledge. I own a JDM ZW305 Plug-In Prius. I want to ask, is there any difference between the P410 in the standard Hybrid, vs the PHV versions? As you will know, the PHV has an EV mode when charged, ie; can be selected (in some markets), not others. Is there any mechanical modifications within the transaxle assembly for that purpose? or is it solely software variation? I would appreciate your insights on this. The placard states transaxle: P410 - O1A on my particular car. It uses the 4.4Kw/H Lithium Panasonic pack. Some material suggests it has increased output, up from 60Kw, to 100Kw when fully charged, as the voltage is increased from the standard NiMH pack, at 201.6 Volts nominal, to circa 288 Volts nominal ??...I'm a bit sketchy on the exact figures there..any help much appreciated.

[@stephencole9289]

I'm a bit surprised the installation positioning and 'claibration' of the Resolver is so critical. Surely just needs to monitor rotation and not absolute rotational position, and if so its exact positioning wouldnt matter much? There obviously some subtle details I'm not aware of.

[@garytango]

Thanks again for the video. My service book gives no mention of transmission fluid change interval. I have checked on Prius Chat but wanted your opinion on when to change the fluid?

[@WeberAuto]

Never according to Toyota. The WS fluid is designed to stay inside a sealed transmission to minimize the introduction of oxygen (which causes oxidation, rust, and corrosion). These transmissions do not get as hot as regular transmissions, so the fluid lasts a very long tome. With that being said, Toyota does recommend the WS fluid be changed on their other vehicles every 60k miles if towing a trailer, hauling a lot of weight, or dusty hot driving conditions. Every 120k miles if not driven as previously described. Best wishes

[@garytango]

Thanks for taking the time to reply and give such well informed advice. You must be a very busy man. I greatly appreciate your time!

[@SamuelPovedanoGarcia]

@@WeberAuto Never according to Toyota. But what is your opinion on this, should we make the change at least every 120,000 miles? my vehicle is a Lexus gs450h fsport

[@WeberAuto]

@@SamuelPovedanoGarcia Yes, change at 120k miles

[@SamuelPovedanoGarcia]

@@WeberAuto thank you for the información

[@andreik7440]

thank you very march!!! it is very interest chanel for me -i have a prius 30! i know my prius better by you video!!!! thanks!!!

[@WeberAuto]

Thank you!

[@kdpo1990]

Greate video. Thank you. Just to make sure. My 2014 Avalon Hybrid doesn’t have chain in the transmission. Correct?

[@WeberAuto]

Thank you, that is correct

[@drkastenbrot]

now this is 1:22:55 well spent

[@WeberAuto]

Thank you!

[@robertwilliamson707]

I don't understand how MG1 and the planet carrier for MG2 are controlled. It seems it must be by imposing AC on the field coil for MG1 but it must be without continuously using energy to do it. I can't see how the rotation of the PC for MG2 is controlled. Seems like something is missing.

[@WeberAuto]

Check out my other video for a better description of that. kzbin.info/www/bejne/hWeUiJyegreXoK8

[@Simple_Slmon]

Is this identical to the Auris?

[@WeberAuto]

Yes

[@גיוראלחמן]

Excellent presentation, thank you You did mention the total gear ratio of 8.6 from MG2 to the wheels but I miss the number of teeth of the counter driven gear (same as the counter drive gear?) and of the final reduction set?

[@WeberAuto]

Thank you! The counter drive gear = 54, counter driven gear = 55, pinion = 24, ring gear = 77, overall = 8.615

[@rj.parker]

As always, superior work. I did not realize the Prius v transaxle has cooling that the normal gen3 Prius does not. Question: my understanding is the Prius v has a different final drive ratio for more load carrying capacity. Do you think that requires different gears or is it simply modified programming?

[@stephencole9289]

Interesting fact is that the only thing powering the vehicle when its going in Reverse, is MG2, as that thats the only thing that can power 'backwards'. There is no reverse gear. Well I guess that isnt a surprise as MG2 powers low speed forward and backward. A quick question - what happens when gear lever is in Neutral ? I guess its a fake neutral that effectively disconnects everything (except MG2) from the output shaft ? Regardless of if ICE is running or not. Handbook says in N that the battery doesnt charge even if engine running ie MG1 is not generating (compared to P with locked drive shaft and where MG1 is generating if ICE is running).

[@leanderachten3690]

Thank you for the great video. Do you know the difference with P313 transaxle? Is it also a more powerful version of the P410 with the same design?

[@WeberAuto]

yes it is. Thank you!

[@gadgetdeez7069]

another thing that I find interesting.. If MG2 is WOT, full power being delivered based on voltage/current allowed to be drained from the battery and the engine is running.. Regardless of slip between MG1 and engine speed, 100% of the engine power is being contributed to motivation of the vehicle. This is because what torque from the engine is NOT being directly applied via torque split assembly, the rest of that torque is being applied to MG1. MG1 then ELECTRICALLY contributes to charging the HV battery, which then is directly supplying power to MG2.. SO, Regardless the ratio between the power split unit, engine, and MG1, it is safe to say that 100% of the engine torque is either directly, or indirectly applied to motivating the vehicle to move based on power management schemes.

[@WeberAuto]

That makes sense too. Thanks for the feedback

[@clausf69]

What you describe makes perfect sense. And I would add that the control unit regulates the MG1 speed (by regenerative braking or electrically driving it) to obtain the best engine speed for the requested load. If MG1 needs to be “driven”, then the energy for MG1 could also come directly from MG2 if the HV battery is too low and as long as the vehicle is moving. The gas engine would then supply all the required power.

[@fix-and-drive-diy-repairs]

Thanks again professor, in my opinion, the battery power 4.4kwh for gen3 plug in prius limits the speed to 61mph. Actually in my research only 3kwh is usable to help extend the life of the battery. As you said professor, at 61mph, both the mg1 and 2 are rotating at around 7,800rpm which is 60% of the rated 13,000rpm.

[@WeberAuto]

Thank you. I agree, battery power limitations are the limiting factor, not rpm for gen 2 and above rotors. Gen 1 ran right up to their rpm limitations around 44 mph. Thanks for your feedback!

[@stealthhack]

Do you have access to some EU cars, they have also good hybrid drivetrains?

[@WeberAuto]

I do not, that would be fun though.

[@bhtooefr]

I'd argue that it's a bit simpler than arguing that MG1 is the motor that has reduced speed - instead, the MSR gearset acts to take MG2's output RPM, and provide gear reduction of that output. It's used to enable a faster MG2 speed (and therefore different gear ratios that allow lower MG1 speed), of course, hence why you could argue that it's a motor speed increase gearset, but it is reducing MG2's high output speed to a more manageable speed.

[@WeberAuto]

Thanks for your feedback. Engine off. 2nd gen P112 MG2 rpm at 65 mph is 3914, MG1 rpm is -10,178. 3rd gen P310 with MSR gear set MG2 rpm at 65 mph is 5956, MG1 rpm is -6249. The MSR gear set provides gear reduction, torque multiplication, lower MG1 rpm and higher MG2 rpm. MG2 is smaller, lighter, and less powerful on the 3rd gen transaxle. MSR's torque multiplication actually increases overall torque to the wheels, but at the cost of a much higher MG2 rpm.

[@AtriyaBiswas]

Great video Professor!!! May I know the max torque and max speed of MG1?

[@WeberAuto]

Thank you. Max MG1 speeds: P111 = 6500, P112 = 10,000, P410 = 13,500, P610 = 17,000

[@AtriyaBiswas]

Thank you so much. It would be very nice if I can get the Max torque value of MG1. Actually I am modeling Toyota Prius full vehicle in Simulink for Energy Management System. Thanks again!!

[@WeberAuto]

Toyota only gives us the torque for the P111 (37.8 Nm) and the P610 (40 Nm).

[@sekng473]

Thanks

[@losesparkplug1190]

So yeah higher voltage can use smaller wires because it uses less amps to run like 40v 30 amps is same like 80v 15 amps, I was thinking would be good 2 mention.

[@Muhammadamir-yd2pb]

Gooooooooooooooooooooooooooood