I believe Honda found the perfect system for Hybrids. The push for EV's is wonderful but imagine an entire population dragging down an electrical grid! Most first world electrical grids can't handle what's happening today, let alone the proposed larger loads from EV's. This Honda system will be legendary, it will take about 20 more years for this engine to be "phased" out. Well done Honda!
Yes, I don't believe pure electric is sustainable for cars & trucks. eBikes and motorcycles? Maybe. Hydrogen engine→electric is probably best, but that will take some time.
Wow. But you are probably forgetting the battery depletion. That energy also counts because you will need to start the petrol engine to recharge the batt.
@@rod-no-tube Good evening! No, I am well aware that the battery also discharges during the ride / after the start and thereby also the gasoline engine switches to it. Thanks to my very Spirt saving driving style, however, it is so that when I drive at the maximum possible speed allowed (always drive cruise control!) hardly need the maximum power of the engine (Except of course uphill, there you can not change anything, except to accelerate again briefly something before the slope!). Have therefore also hardly any deviations in the speed & can so by anticipatory driving also get back any amount of battery charging. By the way, I have again set a new record & was able to achieve a fabulous average consumption of 1-1.7L/100km with several kilometers of driving! So in total I could reach 1'265.1km distance! If I did not now still have a huge mountain that I still have to climb all the way. Then even easy 2'000(+) km would be possible! Good trip I wish them further! :) ((Maybe I'll make even times nen video, regarding my driving)) -Snowly 😃
@@rod-no-tube Wow. You seem to not understand what "charge sustaining electric vehicle" means, but try to explain it anyway based on what you imagine happens. The vehicle uses excess power from the engine to _sustain_ the State of Charge in the battery above some minimum level. It varies according the the driving mode, but in ECON is it 30%. This is well explained in the video - watch it again (or for the first time) starting at about 3:55. All of the energy from the battery is included in that 1.2L/100km. In particular, 5:40 "If that engine power is, for example, too high ... then we just store it in the battery." In my car (2018 Accord Hybrid), when using ECON mode, the state of charge is held between 30% and 50%. If SoC ever drops below 30%, the engine WILL be started and the battery WILL be recharged. If you need more evidence, see ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-edDy2Am9Go0.html . That test does go above 40 kmph sometimes, to the percentages of time in EV Drive and Hybrid Drive are a little - but not much - different than the figure here at 6:40.
Thank you Honda for sharing the sweet spot secret. When you understand this you will know how to drive to save money. When it comes to combustion engine Honda is second to none.
I'm fascinated by this. At first I was put off by the speed limit a little, but come to think about it, I very seldom went over 170km/h, even when it was perfectly legal do do so, on the Germany's Autobahn, high speed just makes (safe) driving much more strenuous, so I abstain from it. In real world, we need practical cars, with which you commute and drive with your family, bringing kids to their activities or school, what we don't need is 3 seconds to 100km/h acceleration and speeds of over 250km/h - I'll happily trade this for a smooth and economical ride. Acceleration of e:HEV is also nothing to be ashamed of either... So this is a winner in my book.
Thank you so much for sharing this, the is an excellent piece of information for people like me who've been wanting to learn about e:HEV of Honda. You earned a sub!
My Worldrecord for drive my Honda Jazz Hybrid was 1 - 1.7L / 100km!! 1'265.1km with only one Tank Stuffing. Without driving over a mountain my distance would be a bit further over the 2'000km! But 2'000km are at least very well possible with appropriate anticipatory driving! 🌍
One full tank is 36 liters You drove 1265km with 36l 36 ÷ 12.65 = 2.85% consumption not 1-1.7% you need to learn math I get 2.8% with toyota cross hybrid suv :)
This is actually real clever insightful engineering. It would be good to understand more about the generator and how efficient it is relative to conventional ICE or EV. It seems to be a similar system to old diesel trains that run an electrical generator.
Yes, any series hybrid (including this one) is the same as a common diesel-electric drive in a railway locomotive (or ship, or large off-highway mining truck)... but with a battery added. The battery is very significant to how the system can operate. As a detail, the types of generators and motors are also different, but that doesn't change the fundamental design.
@@tomedward8652 While technically it is different, to the average driver it's pretty much the same: the system can run in EV mode, Hybrid mode or on petrol engine power, and it will switch autonomously and seamlessly, even the fuel consumption and emissions are similar.
Last year, I was actually thinking about a system like this. I was thinking if there was a way to turn an engine into a generator, and have the wheel driven by electric motors. Now I'm excited to see how Honda's hybrid system works!
@@westfalian2676 apparently Hondas system is way more efficient. While Hondas engine generates electricity straight to the electric motor, Nissans e power sends it first to the battery then to the electric motors which stresses the battery a lot more because of the size. Also Nissan x trail with E-power gets about 8-8.5 liter/100km while Honda gets 4-5l/100km
Back in 2014, bmw had the option of a generator on the i3 model. Less advanced than the e:hev, but the idea to implement something like this in cars was probably on the paper for a long time. Diesel powered trains used this generator system successfully for over 80 years or so.
then basic concepts of Toyota hybrid, e:power, and e:hev seems to differ... however, it is glad to see that Honda maintains its engineer roots in delivering and presenting technicalities.. even in Europe... very different from Toyota/Lexus I presentation which is more business like
@@jeffjo8732 The Mitsubishi Outlander PHEV is the same design (plus an electric rear drive motor for AWD), introduced in January 2013. There is nothing unique to Honda or newly developed by Honda in this system.
I have been trying to find this information for years: How does this system keep the catalysator hot so that it remains efficient? Especially in the city in Winter (the engine constantly goes on and off, especially if i only use seat heating). The only information i got was from my seller that the cat can be placed nearer to the motor, but for me this does not seem to be sufficient.
Does the generator transfer power to the propulsion motor by converter in Hybrid Drive? The principle seems a bit like railway diesel-electric locomotive lol.
In Hybrid Drive, the generator's A/C output is sent to a device called the Power Control Unit, or PCU. It is also connected to the motor and the battery. It converts the type (AC or DC) and voltage of the electricity to what each of these three devices needs. The difference between this and a diesel-electric locomotive is the battery. It allows the power produced by the generator to be different than the power sent to the motor. This is what allows the ICE manipulation that is described starting around 4:50 in the video.
These cars always use regenerative braking before friction braking. Honda seems to have mastered how to blend the two into a seamless system that is controlled by the brake pedal. But that has nothing to do with the paddles. Lets say you are coasting on the highway, not pressing either the accelerator pedal or the brake pedal. In a conventional gasoline/petrol car, you will experience engine drag if the transmission is still connected. You can down-shift to increase this slowing, but your passengers may not like it. In an electric-motor driven car, which is what an e:HEV car is below highway speeds, you will not slow down much. What the paddles do, is add in regenerative braking to simulate engine braking.
This man is brilliant. Hopefully, Honda will completely changes the industry to have a driver’s car that Is sensible on petrol. Toyota feels bland and lacks character. Honda is the king of engine and I’d hope they can master the art of making something to be proud of. Give Honda enough time and they will get there.
When you accelerate hard and hear the engine progressing “through the gears” does it rev in steps to drive the motor generator or is it spinning at an efficient high rpm with the “through the gears “ sound being faked through the speakers?
The conceptual answer is "yes." But the technical answer is probably that it is not the "Generator Motor" (as identified starting around 1:00), it is the "Propulsion Motor" acting as a generator. These two devices really have the same design, but the propulsion motor is larger. Both are connected to the drive train in Engine Drive, and could do the job, but my understanding is that the "Generator Motor" is turned off. Look at the plot on the right side starting around 4:50. This is actually a bit of an oversimplification of a plot you can find in a paper in the World Electric Vehicle Journal, titled "Efficiency Enhancement of a New Two-Motor Hybrid System." I say that it is an oversimplification, because the arrows drawn here represent Engine Drive, not Hybrid Drive (see note). And the point is that in normal cruising, the engine will over-produce in order to operate on the green line, and change the battery with the excess power. Once enough has been saved, it will switch to EV Drive to use up that power. Note: Constant power is maintained in these plots by moving up AND to the left, or down AND to the right. Charging, which comes from increasing power from what is needed in the colored regions, is achieved by moving up OR to the left. In Hybrid Drive, if it didn't use the battery, the colored regions in the center plot would move up and left so that they lie on the green line. If this is not in the center of the white region, the battery will be used to move it there by charging (moving up and right along the green line) or assisting (down and left). In Engine Drive, the rpm of the engine are fixed by the car's speed. So it can only move up (to charge) or down (to assist) to the green line. Example: These are numbers I made up for easy calculation, but they are close to the numbers for the 2018-2022 Accord: (1) To cruise at 55 mph on a flat road, the Accord needs 15 HP. (2) In Engine Drive, the engine runs at 2000 rpm. Its efficiency at 15 HP is 33% (or 1/3). (2A) So it uses [15/(1/3)]=45 units of fuel in one unit of time. What these units are is not important. (3) But e:HEV will move the operating point up, to 2000 rpm and 34 HP where the engine is 40% (or 2/5) efficient. (3a) Here, it uses [34/(2/5)]=85 units of fuel in one unit of time. (4) It sends 15 HP to the wheels, and 19 HP to the battery. (5) Assuming a loss of 2 HP each way, e:HEV can retrieve 15 HP from the battery for the same unit of time. (5A) So it can drive for two units of time on that 85 units of fuel. It would have taken 90 units without charging the battery. There are other fuel savings in this process, but this is the underlying principle that allows it.
IT does, once you start the car the engine will kick in as a generator, Honda has 2 charging way , 1 is direct from engine another are from deceleration motor. If you enjoy car air-conditioning without drive the engine will kick in to charge the battery. Honda Hybrid has 2 battery one is the normal 12V batter to power the electrical appliances in the car, the Hybrid does not had alternator to charge battery, it use the main batter to change the 12V battery, so when the car not move and both battery drain the engine will start act as generator to charge the main battery.
Honda engineers have much to be proud of. I love my 2020 accord hybrid. About how many miles could I get from the battery alone at, say, 65 mph? Also, is brake life extended because Of regen braking? Thx!
Battery in new Civic lasts for about 2km at eg. 50km/h. It's small 1KWh battery. I think Accord is very similar. It's not for long driving. Serves rather different purpose.
I wish Honda/Acura didn't drop its Sport Hybrid sh-awd system you found in the 17-20 MDX, 14-20 RLX, and 17-22 NSX. Very sporty powertrain that had excellent handling with the same city/combine/hwy mpgs. Nice having a 6-7 passenger +4500lbs 321hp SUV that gets 25-27 mpg on the hwy at 80 mph on a 12hr road-trip.
It will run as well with no battery, it generates power directly from the IC engine and send it to the propeller motor. Is obviously has limited power to 90hp instead 110, as the generator has that power generation capabilities....
@@alec-s The engine's output is not tied directly to the power needed by the motor. The 72 kW (97 HP) engine will run as efficiently as it can. This will be more than the motor needs when cruising, with the excess used to charge the battery. But it will be less under hard acceleration, with the shortfall covered by the battery. Honda estimates that the two combined can make 125 HP. That is enough for 85% of it (107 HP) to power the 107 HP motor, and 15% to be used for other systems. And btw, this 85% is the the usual convention for how much engine power reaches the wheels in a conventional ICE car.
@@alec-s I have no idea what you are trying to say. In hybrid drivem the engine is not trying to maintain a certain rpm - there is no need. It is run at the rpm that correspond to the most efficient operation for the power output required from it. But what is required from it does not correspond directly to what the motor needs This car has two sources of power: the ICE-driven generator, and the battery. The ICE-driven generator can produce 97 electrical HP. The battery apparently can add 28 electrical HP to that, making 125 electrical HP. The power budget allots 107 HP of this to power the traction motor. The remaining 18 HP goes to things like power brakes and steering, A/C, and electrical conversion losses. This is a convention used by gas cars: 85% of tghe engine's power can reach the wheels. I personally don't think the battery is limited to 28 HP. I think Honda calculated backwards, using the 85% convention. They started with the 107 HP motor calculated how much power a pure ICE car would need, to produce the same 107 HP at the wheel. Which is all of that 107 hp. I can think of no other reason why every iMMD hybrid, with different batteries and engines, all have a traction motor that has 85% the "total combined power" advertised for the car.
Jeff, the engine doesn't run at a fixed rpm independently by your power need , it is related to it. If you go at 70 the engine revs low, if you go 120 the engine revs higher, because you need more power. The battery only has 1 kWh capacity, so it is designed for city traffic use. That is what I meant.
Thank u for sharing the info. As i understand in hybrid mode the power from the engine power -> generator motor -> battery -> propulsion motor -> wheel, that means the battery is charging and discharging simultaneously, everytime. Can the battery be healthy for a longtime ?
It's not simultaneous. I can't draw a branched flow chart in this comment format, so add that part yourself: Engine->Generator->Power Control Unit. Power Control UnitBattery. Power Control UnitTraction MotorWheels. The system has been used since 2014, with no systemic battery concerns. One point not mentioned in the video is that, most of the time, the state of charge stays within [30%,70%] unless there are extreme circumstances.
@@jeffjo8732 I failed to understand how the combined peak power can be more than the traction motor rating of 80 kw (107 ps) while the car specifications mention it as 126 ps. It’s either the motor driving or engine driving (ice rated to 97 ps) meaning its a series hybrid except for engine drive. Then how come it is rated at 126 ps in the sense that when does it operate as parallel hybrid. Appreciate if you reply to this. Thanks
@@jeffjo8732 I failed to understand how the combined peak power can be more than the traction motor rating of 80 kw (107 ps) while the car specifications mention it as 126 ps. It’s either the motor driving or engine driving (ice rated to 97 ps) meaning its a series hybrid except for engine drive. Then how come it is rated at 126 ps in the sense that when does it operate as parallel hybrid. Appreciate if you reply to this. Thanks
@@Liguritio Let's say you have a gas car that can produce 100 ps. What this means is that its engine can turn fuel into that much power (i.e., energy at that rate). That power gets split between peripherals (fans, compressors, alternator, etc.), losses in the transmission, and the wheels. The estimate that Honda engineers apparently use is that at most 85 ps can be sent from the transmission to the wheels. While it seems intuitive to compare a BEV's motor to a conventional car's motor, that is wrong. It is the battery (and its controlling electronics), not the motor, that produces power. That power gets split between peripherals and the motor. So the motor compares to a conventional car's transmission, not the engine. But now the calculations are reversed. It is the size of the motor that starts it. If the motor can pass 85 ps to the wheels, it needs an electrical system capable of 100 ps of electrical output. This is the ratio Honda's designers use. Every iMMD hybrid is "rated" at an electrical capacity of (motor power)/0.85. This remains true even if cars with the same motor (Clarity PHEV, Accord HEV) have different engines and batteries. They may even be capable of more, but never will since that much power can't be used. And this is a good way to compare their cars to conventional ones. The total power rating is what can be used by the entire car, not just the transmission or motor. Any misunderstandings are because the general public does not understand the difference.
@@jeffjo8732 Thank you for your time and eloborate reply. I could understand the basis of the ratings given by you and the system working principles. My doubt is 1. Honda immd is series hybrid in principle. 2. Implying, Battery and Traction motor during EV mode; Engine via Generator and Battery (depending on SoC) will drive the wheels via traction motor during Hybrid mode; and finally Engine with single ratio clutch will drive the wheels in Engine mode. 3. In India, they launched Honda city e:hev with following ratings.(Similar to Honda Fit hybrid sold elsewhere) - Traction motor: 109 PS - Peak Torque: 253 NM, which is the traction motor rating - Peak combined power: 126 PS (this is confusing for me) 4. Based on the operation philosophy, I dont understand under which scenario the so called peak combined power of126 PS is available, as the wheels are in 2 modes driven via traction motor rated at (109 PS) or in 1 mode via Engine rated at (97 PS). 5. I therefore feel that Honda isnt giving the user a full combined power scenario of availing 126 PS and the usable power is practically limited to 109 PS. I hope my understanding is correct or could there be some series parallel operation at rare instances (Engine with clutch On and Motor with battery feeding the wheels) about which Honda didn’t bother to reveal. Much help if you can throw light on this. Lastly, as an expert do you think Honda hybrid transmission is more reliable than the Toyota with PSD?
It says the car will always move in EV mode. However, the engine may kick in when driving at high speed and during battery depleted. I read somewhere says the engine will also kick in when cold. Does it mean the engine will start when cold eventhough the battery is enough? Like example; after the car parked overnight or during snow.
Not quite. Most of the time, the car is propelled by only the traction motor. That isn't "EV Mode." The motor is *_powered_* by either the battery alone ("EV Drive" at 6:30) or the ICE-driven generator (Hybrid Drive). The video shows the mix of these Drive modes at that time stamp. And in Hybrid Drive, the battery either assists (green arrow at 6:00) or gets charged (orange arrow) so that the ICE stays at maximum efficiency. The engine will kick in at high power, not high speed, but higher speed can require more power. And yes, to warm the engine and battery to operating temperature, it can kick in sooner on cold days. But this charges the battery, so it is not as wasteful as it sounds. Operating at the wrong temperature would be wasteful.
No, the meaning is that >120km/h operation, the eHEV system prefers to use Hybrid (engine charging battery, and battery powering wheels) drive instead of the direct connection of engine to wheel (more used in 80-120km/h range,
@@LiquidTurbo It simply means that the powertrain uses whichever mode or combination that is most efficient at that speed range. Also it gets to 100 kmph in 9.4 sec in the City and hits 185 kmph with ease.
Hello, I have a question. Is the e-cvt transmission used in this new 1.5 cc Honda Jazz exactly the same system as the e-cvt used in the 1.8 cc Toyota Corolla sedan or is it a different system? The reason why I asked this was they said that the risk of deterioration of the e-cvt system used in Corolla is less than the normal CVT. Do you think we will have problems with the e-cvt gearbox if we buy Jazz? Daha az göster
From about 1:40 "There is no gearbox whatsoever. So there is no cvt or planetary gearbox included. That minimizes the mechanical friction of the whole system." A "normal CVT" is a pair of conical gears with their tops pointing at each other. Varying their separation changes the gear radius of a belt or chain stretched between them. As you point out, there can be a lot of wear due to this movement. Toyota's eCVT means "electrically-controlled" CVT. It is a planetary gearset, which is a three-way transmission. The three connections are the engine and two motor-generators. The rpms of the engine are controlled by using one MG as a generator to charge the battery, and varying how many rpms it takes. There is no changing of gears, belts, or chains, which is where most of the wear occurs in more traditional transmissions. Honda's marketing also calls this an eCVT, and sometimes incorrectly an "electronic CVT," but that is a horrible name. Engineering has called it "electrically coupled CVT," which is better. Best would be vCVT, for "virtual CVT." There is no mechanical connection at all. So there is no wear in a gearbox. The engine drives a generator and the electricity is split between powering the drive motor and charging the battery. In eCVT mode, the engine should usually run between 1800 and 2200 rpm by the diagram at 4:00, and this speed has absolutely nothing to do with the speed of the car. There is another mode that Honda calls Direct Drive or Engine Drive, when the clutch locks up. The clutch opening and closing is the only wear in the transaxle.
While this new innovative technology looks and sounds amazing, i am just wandering if anyone have any idea on how the long run service cost would be for cars that are equipped with this kind of technology? I am thinking of hopping to hybrid, just wandering what would be service cost in the long run? I'm sure the hybrid system components would require maintenance and service to run optimally.
No special service for the electric motor. Just look at Toyota, some Priuses make 500k miles on an original battery with no issues. Just clean the battery filter once in a while an off you go.
@@pasiutrial Petrol engine has no turbo etc, operates at optimal condition and it's never really stressed= longevity. Electric motors as far as I now are very reliable. No gearbox whatsoever. Efficient breaking by recuperation= longer live for breaks. Only thing is batter, but it uses new tech battery, so I assume for first 10 years you have nothing to worry about. There is a reason why Honda gives extended 5years/300k km warranty on those new hybrids. In worse case battery is small (around 1KWh) so replacement should be few K$. I rather take this system than current tiny turbo charged engines.
Mechanically it is simpler than Toyota's system, but it has a clutch, which needs to be replaced at some point. Toyota's system does not have a clutch, and the power delivery is truly seamless. To me, Toyota's system is an engineering marvel.
It is not used the way the clutch in a manual transmission is used. The crankshaft and overdrive gear are speed-matched by computer before engaging. There really is no perceptible transition. And you are wrong about the Toyota not having a clutch. There is one, called the torque damper. In case there is a sudden change in torque on either end, it lets the connection slip a little instead of transferring it.
Irrelevant questions. It's what is known as a "charge-sustaining electric vehicle," not a "charge-depleting electric vehicle." The battery is used only as a buffer that lets the engine run at a more efficient speed and power. It almost never fills, or depletes, the battery to what you would call 100% or 0%. It maintains charge near the 30% to 70%, depending on settings.
@@srinitaaigaura But the battery doesn't usually charge to anywhere near 100%, nor discharge to anywhere near 0%. In practice, it will try to stay within a 0.5 kWh range. That's why it irrelevant to ask about EV range.
The way I understand; this mean the AWD will not engage at low speeds. Eg. in the rain or snow - while in the driveway; parking lots; unplowed streets; turning at intersections. Please correct me if I have misunderstood this. If my understanding is correct; then I don’t like the awd system at all; as it doesn’t cover the most basic; common and important use cases for awd.
You misunderstand this. The internal combustion engine can drive either the propulsion system, or the 105 kW generator, but not both at the same time. The generator can send power to either the 181 HP traction motor, the battery, or both at the same time. The traction motor is powered by some combination of the generator and the battery. The traction motor sends power to the propulsion system. Finally, the propulsion system sends power to just the front wheels, or to all four wheels if the front wheels start slipping. Just like you want it to. The clutch mentioned in this video has nothing to do with this.
Engine Drive can only be used above about 40 mph. In the Accord, RPM ~= 37*MPH, so that's about 1500 rpm or more. Below that speed, the engine is always disconnected from the wheels, and drives only a generator.
Despite the remark from the presenter, it has a gearbox, at least between the electric motor and the axles. It is just a fixed ratio, like any common electric car. In the Accord version, the engine turns about 2.5 times as fast as the wheels, like a typical car with a transmission in top gear.
@@brianb-p6586 That depends on what you think "gearbox" means. If it is just a box with at least one gear, nearly all cars have them. The exception would be hub-mounted electric motors. But to most people, a gearbox has the capability to change the gear ratio between the input and output. In the Accord, the overdrive gear turns with the engine and drives the countershaft gear. It in turn drives the differential. The ratio between crankshaft and differential is (54/67)*(65/19) = 2.75 . The motor has a similar arrangement, where its rotor takes the place of the overdrive gear. The ratio is (54/22)*(65/19) = 8.40
@@jeffjo8732 "most people" might expect to be able to shift a gearbox because automotive gearboxes for internal combustion engines all need multiple ratios - that doesn't change the meaning of "gearbox". Gearboxes outside of vehicles are normally fixed-ratio. Yes, those are the Accord i-MMD ratios. No details of gearing of this specific compact variant for the Jazz are given in this presentation or the videos that I have seen about other variants, so I don't know how many gear sets are used or what the ratios are between components in this one... but similar values should be expected. Automobile Catalog reports the same ratios as the Accord, but that's not authoritative.
@@brianb-p6586 Depends on what you mean by "gearbox." Is it any "box" with "gears," or something more specific? A lot of these words get modified from their technical definitions, to ones that fit into their very limited usage in a particular vehicle. For example, a BEV owner will say that his car doesn't have a _transmission,_ yet power has to be _transmitted_ from the motor to the wheels somehow. That is the job of a _transmission_ _system,_ which has been shortened to _transmission_ for conventional cars. What the BEV lacks is not this system, but the components that change the result of the process. So they ignore the _clutch_ or _torque_ _converter,_ the rpm reduction, and the differential that are all necessary parts of the _system._ And then to many, _transmission_ means just the part that the driver interacts with to change gears (or can feel as it happens automatically). And in order to differentiate this interactive part from the other necessary parts of the system, an engineer might call the variable-gear setup a "gearbox." I picked a spot in this animation (ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-CHVI8r0nlk4.html) to illustrate, since it is a very accurate depiction of the Honda system. Except for the gearing needed to connect the different part (ICE geared to generator, power sources geared to countershaft and then to differential), this system has a one clutch and one gear. The gear is there only because the rpm reduction for the engine is different from that needed for the motor.
I have a Honda Clarity Hybrid Plug-in. The system is poorly designed for winter. No way to preheat the gasoline engine before leaving in hybrid mode and when it decides to start in very cold weather, it turns very fast and excessively noisy.
Not on the Fit/Jazz. But it is a typical overdrive ratio. You can look at ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-QLUIExAnNcE.html for the Accord, Clarity, and CR-V. Just realize that in the audio, he gets some speed details wrong. They are corrected in his comments.
@4:30 - So that's why my Honda city gives me 23 kmph at 70-80 kmph on the highway, still around 20 kmpl at 100-110 kmph and why it gives me only 11 kmpl in slow city traffic
And how Toyota's is different from Nissan e-Power? Eventually there is nothing to compare except down to which company able to hit the best efficiency.
What is the same: (1) An ICE, (2) A smaller motor-generator used primarily as a generator, (3) A larger motor-generator connected directly to the wheels and used primarily as a traction motor. What is different: (A) Everything that connects them, (B) The importance of the ICE relative to the traction motor, (C) the philosophy of how they are integrated.
Toyota system combines the propulsion of the engine and motor. This system doesn't. Doesn't even try! The petrol engine either supplies electricity or works alone to drive the wheels. Much simpler.
@@wongcw08 That's up for debate. The Toyota system doesn't use even a single clutch. Also, the ICE RPM can be adjusted very accurately at any speed, while the Honda system uses a fixed ratio for direct drive at high speeds, similar to the 6th gear of conventional cars. Still, I think both systems are marvels of engineering.
@@wongcw08 Hello, I have a question. Is the e-cvt transmission used in this new 1.5 cc Honda Jazz exactly the same system as the e-cvt used in the 1.8 cc Toyota Corolla sedan or is it a different system? The reason why I asked this was they said that the risk of deterioration of the e-cvt system used in Corolla is less than the normal CVT. Do you think we will have problems with the e-cvt gearbox if we buy Jazz? Daha az göster
From what I understand, battery seems to be charged and discharged too often which might cause faster degradation. Maybe they could use a capacitor for faster charge discharge cycles and not invoke Li ion battery always.
Bigger batteries would have less cycles, but if they broke they'll cost very much, a smaller one has much more cycles, but in case of degradation it will be cheaper .. It's a compromise, thoug I think a battery needs a certain charge discharge frequency to be kept in shape ...
Capacitor was used in previous Mazda 3. You use the energy within 30 seconds or it is completely gone. It is not siutable here. Li ion batteries used in hybrids are less energy dense than in electric vehicles or your phone. They are being used within tight voltage range, imagine you use the battery only between 40-60% of charge. The car present this energy states as 0-100%. That is why the battery in hybrid car is over 40kg heavy and their capacity is below 1 kWh. However, they are also able to be charged or discharged within 1 minute while still last 10 000 cycles or 20 years. It is not very effective use of the lithium, cadmium etc. is it? Go full electric :)
Don't think battery gets continuously charged by the generator and then emptied to power the motor. Most of the times the generator is directly feeding the motor, not involving the battery. At sustained low speeds you may have the charge-discharge cycle (to keep ICE in a better spot) but it all happens with very limited loads. Like, it takes the battery from 30 to 40%. Battery is mostly loaded by regenerative braking, like any other kind of hybrid.
@@Wilhem275 here is the reality ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-EmqVY2iyTuo.html The truth is somewhere between. Battery is being utilized nonstop, without it, the energy transport to wheels would be less effective than with a standard transmission. However, only 4kW are being used in most of the time.
@@Wilhem275 There is a component called the Power Control Unit that performs the tasks you describe. It includes the inverters for the motor and the generator, a Voltage Control Unit for the HV bus, and some control units. The point is that the arbitration for how the generator's power is dispersed is handled entirely within this PCU. Some will go to the motor, without passing through the battery first. The VCU will determine if power is sent to, or pulled from, the battery. But you are wrong about "battery is mostly loaded by regenerative braking." In any hybrid. Only a few can capture more than about 50% of the kinetic energy change. More than that will be used to return the car to the same speed. So any brake-accelerate maneuver will result in a decrease in the battery's state of charge. Most of the charge comes from overproducing with the engine, and saving the excess. See 5:20 in the video. It is a little cartoonish for the Fit, but I've seen actual efficiency maps for the Accord hybrid. The "Hybrid Drive Operating Line" is 50% to 200% higher in power than what Honda claims is needed to maintain speed on a flat highway.
Yup. Kind of like EV with battery extended. Add battery cells and disable the petrol engine, you have an EV. Very dissimilar to Toyota Hybrid. This system sets Honda on the course of migration to EV. Brilliant.
From many engineering papers written between 2013 and 2018 (the first car with the system was the 2014 Accord PHEV), it is "electric coupled CVT." That means that when in CVT-like operation (or "Hybrid Drive" starting about 2:05), the connection between the engine and the wheels is electric, not mechanical. This is what allows the "power shifting" shown around 5:00. The engine+generator produces more electrical power than is sent to the wheels this way, so the extra is used for charging.
Mechanical similarities do not mean they are used the same way. Nissan uses the clutch to add power to electric drive; Honda already has the power, and uses the clutch for efficiency.
I think this is a complete waste of money, you bettter invest on batteries and new electric engines. Stop wasting poeples time and money. Also making the transition more rough than what it acutally needs to be.
