Honda Details Future Small-Car Hybrid System; We Drive It

Honda was technically the first name in hybrids in the U.S. market—with the original 1999 Honda Insight two-seat hatchback.

But in recent years Honda’s Integrated Motor Assist (IMA) ‘mild hybrid’ system has been overshadowed, and outperformed, by Toyota’s Hybrid Synergy Drive in the Prius family and other cars.

Soon, Honda will have a better alternative for its small cars: It will introduce a new-generation hybrid system that will supplant IMA in favor of a new ‘i-DCT’ single-motor system, operating with a seven-speed dual-clutch automated gearbox.

Promising fuel-economy gains of 30 percent or more compared to IMA, as well as improved acceleration and responsiveness, the new setup should allow future Honda small hybrids to be nearly as fuel-efficient as those Toyotas--but considerably more fun to drive.

The older IMA system debuted in the 1999 Insight, and was later rolled out in the Honda Civic Hybrid, current Insight, and CR-Z, as well as other models not sold in the U.S. It's been through at least nine generations.

Versus IMA, much-expanded electric-only range

One key to the improved mileage is that i-DCD permits two very fuel-saving things that IMA never allowed: electric-only launches and more efficient coasting.

With a thin yet strong (20 kilowatts or more) electric motor built into the dual-clutch gearbox, the system has the ability to decouple the engine and gearbox while using power from the electric motor, or regenerating it when coasting or braking.

i-DCD offers two main modes: engine assist operation, and EV operation. Under acceleration and high-speed cruising, the electric motor system helps out the engine and aids efficiency.

And under initial takeoff, deceleration, and low- or medium-speed cruising, the system can operate using the electric motor only, with the gasoline engine decoupled through the gearbox clutch.

Different from IMA on the road

That full decoupling is one of the keys to the substantial fuel-efficiency gains, according to engineers; so is the very wide gear-ratio span of the dual-clutch gearbox. Meanwhile, the gasoline engine itself is a fuel-saving Atkinson-cycle 1.5-liter four-cylinder engine, and the air conditioning and water pump are both electric, for better energy management.

At Honda’s R&D facility in Japan we got an early opportunity to drive a Honda Fit test mule with the system and found it to be a completely different kind of system than IMA.

Gentle takeoffs in electric-only mode were smooth, and at low speeds if you lift off the throttle even more to coast or maintain speed, the system will stay in electric mode yet the transmission will ready whatever gear is appropriate for the moment the gasoline engine starts up. Moderate acceleration from a standing start uses only the electric motor for the initial takeoff, starting up the gasoline engine a moment later and using the two power sources together.

Promise: smoothness, responsiveness

One other perhaps unintended advantage of configuring the hybrid system this way is that, accelerating moderately or rapidly, the motor system actually helps smooth shifts—by producing an added boost just before and during the shift itself.

That helps keep downshifts more seamless, too, and even in these prototype units we only experienced a little bit of hesitation when rolling back onto the throttle at moderate speeds.

Although Honda hasn’t yet detailed which cars i-DCD is going into, or how far from market it is, we anticipate it will be the Honda system that will likely see the broadest application, although two other hybrid systems are on the way as well..

One is the dual-motor i-MMD hybrid (and plug-in hybrid) system that will make its debut in the 2014 Honda Accord Hybrid and Accord Plug-In Hybrid. Then, later in that calendar year, the Acura RLX will follow with a new three-mode Super-Handling All-Wheel Drive hybrid system.

Otherwise, for the Civic Hybrid, Insight, CR-Z and any other small cars Honda has in the works--even the Fit--the new i-DCD could make a big difference.

It could put Honda back into competition among the most mileage-minded shoppers.

Source: Green Car Reports

Hybrid Cars achieves 68.7 mpg in 2012 Honda Civic Hybrid

2012 Honda Civic Hybrid

Yuuji Fujiki, chief engineer for Honda’a IMA hybrid system, holding the battery pack used in the 2012 Civic Hybrid. (Photos: Brad Berman, All rights reserved.)

The new 2012 Honda Civic Hybrid, using a lithium ion battery for the first time, increased its average EPA fuel economy rating from 41 mpg to 44 mpg. The new model is rated at 44 in both city and highway driving. HybridCars.com, using hypermiling techniques, achieved the upper limit of what any driver should ever expect for fuel efficiency—a score of 68.7 mpg on a 10-mile course of mostly country lanes and some highway driving, with four or five stoplights along the way.

The improvement in fuel economy solidifies the Civic Hybrid’s second-place position for fuel economy among cars that don’t plug into the grid. The 44-mpg average moves the Civic slightly closer to the Prius’s 50-mpg level, and edges out the 42-mpg Lexus CT 200h. Honda makes the claim that the Civic Hybrid becomes the most fuel-efficient sedan—meaning it’s not a hatchback—on U.S. roads.

The all-new, ninth-generation 2012 Honda Civic arrives at dealers nationwide starting today. The MSRP for the Civic Hybrid begins at $24,050, and tops out at $26,750 for the package with leather, XM radio and leather.

Like other new Civic models—there are now five different versions, including the HF high fuel-effeciency non-hybrid model—the 2012 Civic Hybrid gains new features and sleeker styling.

Bigger Engine Means More Electric Power

In addition to the shift to lithium ion batteries, the 2012 Honda Civic uses a larger 1.5-liter 4-cylinder engine. “We changed the displacement from 1.3 to 1.5 liters,” said Yuuji Fujiki, chief engineer for Honda’a IMA hybrid system, in an exclusive interview with HybridCars.com. “But the fuel consumption rate is the same as current model.” Fujiki explained that the larger displacement allows the engine to run at lower RPMs, which in turn allows for more frequent use of the electric motor and produces a quieter ride.

The rear seat of the 2012 Honda Civic Hybrid is cut away to show placement of the lithium ion battery pack.

The Civic Hybrid’s lithium ion batteries are 30 percent smaller than the previous nickel-metal-hydride batteries—thereby granting more cargo space than the previous model.

Fujiki expained how every aspect of the hybrid system’s design was tweaked for optimal efficiency—such as the motor that increases output from 15 kW to 20 kW, uses more coils and widely spaced magnets, and employs plastic spacers to better manage temperature.

In addition to more frequent use of idle-stop, the engine valves are sometime deactivated to cut off fuel, even when the engine is turning. Honda refers to this as EV mode, although Fujiki admitted that it’s not a true all-electric condition. “It’s not electrical only,” he said. “The fuel system is stopped, but there is a mechanical drag.” Fujiki said that, at maximum output, this “no-fuel” mode could last up to 79 seconds.

All About Balance

The focus of Honda engineers was on total vehicle efficiency—evidenced by a remarkable 44-mpg average using a single-motor system that’s less expensive and complex than the Toyota two-motor approach. “We had to strike a balance between engine friction, motor output, and how to use the battery,” said Fujiki. “That balance is going to determine the overall efficiency.”

Honda's IMA hybrid system, shown with the transmission removed for easier viewing.

Our interview with Fujiki helped us win the MPG challenge, which was established by Honda for journalists attending the media preview for the 2012 Civic earlier this month in Washington, DC. His advice—to accelerate in a steady manner to about 45 miles per hour and stay at this speed for as much of the 10-mile course as possible—was the key to achieving the winning 68.7 mpg score. Fujiki also advised not to use the neutral gear when coasting.

“Don’t use neutral, because when idling, fuel is injected,” he said. “Keep it in Drive, so the engine can judge that you’re decelerating, and get into fuel-cut mode and so you can take advantage of regenerative braking.”

Six-Percent Hybrid Take-Rate

The new Civic HF sedan, positioned between the Civic LX and Civic EX, is rated for 41 miles per gallon on the highway and 29 in the city. It is equipped with a 5-speed automatic transmission, exclusive 15-inch lightweight alloy wheels and aerodynamic enhancements under the body, and a rear spoiler. It does not use any hybrid drivetrain technology or idle-stop features. Driving in exactly in the same manner in the HF as we did in the Civic Hybrid, we achieved 46 mpg on the 10-mile course. The MSRP for the 5-Speed Automatic HF model begins at $19,455.

All Civic models, except for the Si, now feature an “econ” button allowing drivers to maximize efficiency on demand.

Consumers will recognize the Civic’s raked windshield, wide stance and other styling features that do not dramatically depart from the current model. The hybrid has a unique grille design with blue accents. Special five-spoke alloy wheels, a decklid spoiler and LED brake lights further differentiate the Civic Hybrid from other Civic models. The interior of the Civic Hybrid uses exclusive seat fabric and unique door panel covers. The hybrid offers a range of standard and available audio and navigation technologies.

Honda expects to sell a total of 260,000 Civics in a year—with about 6 percent coming from the hybrid’s sales, and another 2 -3 percent from the HF model. That means about 1,300 sales of the hybrid per month—a fraction of Prius sales. Honda executives admitted that the company’s hybrids were primarily targeted at other global markets, such as Japan.

Source: Hybrid Cars

Introducing the Honda Skydeck Concept

The Exotic Honda Skydeck Hybrid MPV





Here is a look at the Honda Skydeck concept that will be trotted out during the Tokyo Motor Show. The wild doors may never make it to production, but we genuinely hope that Honda continues to build cars with their hybrid IMA drivetrain.

From Autocar.co.uk:

Honda is testing reaction to a future rival for the Ford S-Max with this, the Skydeck hybrid concept.

This sleek MPV is likely to replace the FR-V for Europe, although it has a more conventional three rows of seats instead of the previous car’s two benches.

The car’s proportions are only slightly smaller than those of the Ford, and it is substantially larger than the FR-V in all but width.

Honda is keen to expand its hybrid range into a number of different segments, and that is likely to include people carriers.

“Honda wants to introduce a range of hybrid vehicles that appeal to different markets,” a source told Autocar. “There are currently no plans to put the Skydeck into production, but you can see the way we are going with this.”

One significant feature of the Skydeck is that it relocates the Insight’s hybrid system battery, which normally lies beneath the rear floor to save on passenger space.

The battery is now mounted within the centre console that runs along the cabin floor. It may be a key feature of a next-generation Honda IMA hybrid system designed to power bigger vehicles.

There’s no word on engines; this concept is designed to gauge reaction to the styling and three-row seating layout.

For this show MPV, Honda has installed slim, lightweight sports seats with mesh backrests. The second row slides forward and under the front seats to maximise space.

The front doors hinge up and forward, while the rears slide backwards to allow access to the airy cabin.