Many consumers who like self-priming lament why there are fewer and fewer 2.0L engines.
The reason is simple: CAFC and NEV's double-point management policy. Your 2.0L engine is smooth, linear in acceleration and durable in operation, but its natural large size makes it more fuel-efficient than the new generation 1.4T and 1.5T, and it has a bad push back feeling. That manufacturer will definitely not be thankless, either let the 2.0L delist from the market, or let it become an entry-level configuration for mid-level cars to fight price wars.
As a minority "self-sucking powder", no one hurts?
Honda, the home of technology, launched a "black technology" on 20 13: i-MMD, which is full name of intelligence? Multimode? Drive, which uses two motors to adjust speed and transmit power respectively, gives the traditional 2.0 self-priming engine a driving experience close to that of an electric vehicle, but it does not need to be charged.
Today, Honda's i-MMD has developed to the third generation and assembled on the tenth generation Accord, forming a "sharp hybrid" high-performance series. The Accord with a price of 65.438+0.9988-25.98 million yuan has been on the market for more than two years, and the discount is still only over 10,000. The monthly sales exceeded 5,000 units, which is unparalleled in the HEV market segment.
How did it do it?
The first turbine is the main force, and the second is the king of self-priming?
In China, Volkswagen was the first car company to launch a small-displacement turbocharged engine, and then PSA, BMW, GM and Ford followed suit. After some struggle, Honda also quickly entered the battlefield. 1.5T on generation 0 Civic? L 15B8 leads the trend of Japanese turboization, followed by 2.0T? The crown road of K20C3 is also well received. Since then, Honda with 1.5T and 2.0T engines has become the main force in the turbine era.
Moreover, Honda also took the lead in improving the tapered steel belt structure of CVT, greatly increasing the sensitivity of transmission system, solving the problem of "mismatch" between CVT and turbocharged engine in the past, and maintaining Honda's sports characteristics. So why should Honda "think hard" and keep 2.0L self-priming as the high-power assembly of mid-level cars? The answer is Atkinson cycle.
Traditional internal combustion engines mostly adopt Otto cycle, that is, compression ratio = expansion ratio, that is, the stroke of piston when compressing combustible gas = the stroke of expansion work. And Honda's 2.0L? DOHC/？ I-VTEC engine adopts Atkinson cycle with expansion ratio ≥ compression ratio.
This kind of engine adopts the method of closing the intake valve late, so that the mixture to be burned is pressed back to a part of the intake pipe, and the acceleration power stroke of the piston is longer than the compression stroke. Because of the longer power stroke, less combustible mixture and more complete combustion, the thermal efficiency of this Honda engine has reached an astonishing 40.6%.
Of course, the shortcomings of Atkinson cycle are also very obvious. After all, some combustible gases are "lost" at work, and the combustion time is prolonged. Mainly reflected in the low torque at low speed, the overall dynamic parameters are not brilliant. Honda's engine maximum power 107kW and maximum torque175n m are really not "Honda".
Although Atkinson engine has various shortcomings, it is efficient enough. In fact, Honda is not prepared to let it "contribute". Honda loves sports, but can it move by 2.0L self-priming engine? Obviously not. Honda's i-MMD system can work in series with engine and motor (just compare with THS architecture). In hybrid mode, the maximum power combination of the two can reach 158kW, which is equivalent to that of a 2.0T engine.
Therefore, the acceleration time of the Accord Sharp hybrid 100 km is 7.7 seconds, while the acceleration time of the Camry dual-engine 100 km equipped with a 2.5L engine is 8.3 seconds. The fuel consumption of the bear shows that the fuel consumption of the Accord is 5.32L per 100 kilometers, and the fuel consumption of the Camry dual engine is 5.37L L, which is equivalent, and the Accord is slightly better. The fuel consumption is equivalent and the sense of power is better. Honda's hybrid system has achieved "overtaking in corners".
Of course, in addition to the powertrain, Honda also attaches great importance to its own sports tonality. After all, it is a brand born on the track. The position of this generation of Accord Sharp hybrid seat has decreased by 25mm, and the heel position has decreased by 15mm. The design of low-hip driving seat reduces the height of center of gravity and the friction of suspension, which makes the vehicle have stronger grip and easier handling when driving at high speed.
Many car owners in the forum described it this way: "The Accord Sharp hybrid gearbox downshifts quickly and smoothly, and the experience is very similar to that of an electric car, and it also has an energy recovery function, which saves fuel and brake pads."
In fact, strictly speaking, the Accord Sharp Hybrid has no gearbox, only a single-speed gearbox. Under most working conditions, it is driven by a motor, which is why its driving experience is close to that of a pure electric vehicle. Of course, its fuel consumption is not surprisingly low.
Second, THS takes the lead and MMD takes the lead.
Toyota is the first enterprise to produce hybrid cars on a large scale. For a long time, Toyota's THS was the only hybrid system in the world. Its structure is relatively simple. A motor is connected in parallel with the engine, and an inverter distributes power to decide when to use electricity and oil. It doesn't matter that the traditional internal combustion engine costs oil to start, heat, reverse and decelerate. THS system judges when the motor will take part in the work through the inverter, and uses the motor to do all these fields with low power requirements but high fuel consumption.
Toyota divides the whole process from start to stop into 1 1 operation modes, including engine starting, engine preheating, motor starting, parallel acceleration of engine and motor starting, series operation of engine and motor, full-load high-speed driving, engine charging, reversing and deceleration, braking energy recovery, car taxiing and parking during driving.
Each state has a special power input control state, which can be described as meticulous, maximizing fuel consumption from all corners. This system is so complicated that it can be said that only Toyota could build it at that time. And Toyota is proud of it. After God opened a door for it, he decisively closed all the doors and windows, laying a tight patent trap around it.
Therefore, when other car companies suddenly woke up and thought about developing hybrid cars, they suddenly found that the way to optimize the working state of traditional internal combustion engines had already been blocked by Toyota. On the other hand, in recent years, Toyota found that everyone stopped playing. It made great efforts to make the system go up and down, and began to open THS technology for free, but worried friends didn't follow up.
As many times before, Toyota blocked the road and it was Honda's turn. Who let Honda be born next to this big brother? You can't write two fields at once. This time, Honda introduced the i-MMD system.
Since Toyota has blocked the way to serve the internal combustion engine through the motor, I will serve the motor through the internal combustion engine.
Different from Toyota THS's 1 1 operation mode, Honda's i-MMD system adopts three modes, namely "EV mode", that is, the motor is driven by battery, and this mode is adopted for starting or cruise control; In the "hybrid drive mode", the engine is used to generate power for the motor, and this mode is used when strong acceleration is needed; "Engine drive mode" is to use the engine to directly drive the wheels forward through the clutch at high speed.
In short, if you can use electricity, you can use electricity, and if you accelerate rapidly, you can use the engine to generate electricity. Only when you use the engine to drive directly at high speed, after all, high speed is the most fuel-efficient.
Of course, it is easy to see from different architectures that Honda's i-MMD system consumes more power. Therefore, the Accord Sharp Hybrid is equipped with a larger battery and a stronger motor, with a total motor power of 135kW and a total torque of 315n m, while the Camry dual-engine motor has a total motor power of 88kW and a total torque of 202N·m, so it is not surprising that the Accord Sharp Hybrid is more sporty. After all, the efficiency of photoelectric motor has reached the level of 2.0T internal combustion engine.
3. Which is better, PHEV or HEV?
In fact, apart from the Accord Sharp Hybrid and Camry Twin Engines fighting each other in HEV, their opponents are actually Volkswagen Magotan/Passat brothers.
Passat 2.0T? EA888 has a low power 137kW, with an acceleration of 8.4 seconds per 100km, and a high power 162kW, with an acceleration of 7.4 seconds per 100km. The 7.7 seconds of the Accord's sharp mix is actually closer to Passat's high-power version. Of course, the guide price of Passat's 2.0T high-tech minimum allocation has also reached 247,900 yuan, while the entry guide price of Accord Sharp Mix is 654,380+099,800 yuan.
Therefore, from the comprehensive consideration of performance and price, the Accord sharp hybrid still has advantages.
Passat also introduced a plug-in hybrid configuration, 1.4T engine+plug-in hybrid system, with an acceleration of 7.7 seconds per 100 kilometers, which is the same as the Accord Sharp Hybrid. From the user's word of mouth, the fuel consumption of Passat plug-in version is generally between 4.5L and 6.5L, which depends on the convenience of user charging. After all, technically, the essence of PHEV models is that the fuel system and the power system are parallel. Although the battery life is only 63km, it can also be used as a pure electric vehicle if it can be charged every day.
Judging from the feedback from the real car owners, Passat PHEV is more like a 1.4T fuel car. With the blessing of the hybrid system, the fuel consumption has indeed dropped, which is comparable to that of the Accord Sharp World.
Of course, you have to ask which is better, Honda HEV or PHEV introduced by many models now. Che Jujun can only say that HEV is stronger from a technical point of view. After all, HEV doesn't need to be charged when the fuel consumption is equivalent, which is friendly to users who are inconvenient to install electric piles, and Honda's i-MMD driving experience is also quite good.
However, HEV has a fatal disadvantage. It is classified as a fuel vehicle, while PHEV is a new energy vehicle, and it can get a green license for free (the license in Shanghai is worth about 654.38+10,000 yuan). So if you just need a green card, this is not a multiple-choice question.
Fourth, how did Accord become an intermediate mixed brother?
In terms of sales volume, Accord has become the first brother of intermediate hybrid cars, breaking Toyota's monopoly. In addition to technical reasons, it is also related to the market layout of both.
Although the Accord has the diversion of INSPIRE, it is the choice of the same level after all. Accord is more recognizable and has limited influence on high-powered vehicles. Toyota launched the Asian Dragon, which is half a level higher than Camry, which directly eroded Camry's high-tech market.
Just look at the car stickers of Asian dragons. Many intentional users who originally belonged to Camry's high-end models chose Asian Dragon in the end. After all, they can choose a model with higher positioning at the same price.
Of course, both Accord and Camry have reached the tenth and eighth generations, and they are still the "shoulders" of sales in the field of mid-level cars, and both have strong product reputation.
They face two common challenges. One is the second-tier luxury brands, such as Volvo S60 and Cadillac CT5, which are luxury push-down and mid-level cars. After the discount, as long as 200 thousand, they will directly declare war on mixed elegance. The other is a new force in building cars. The second wave changed from SUV to car, and the price was more than 200,000, such as Tucki P7, BYD Korea EV and Weilai ET5.
Therefore, in the case of the Accord sharp mix, I am not proud to be a brother of HEV. When it can lead the entire Accord to the position of the first brother of the entire B-class car, it is a real cow.
Jeju tubercle
Honda didn't catch up with Camry until the third generation i-MMD. At present, the hybrid of A-class cars is still the leader of Toyota, because the new technology has a process of word-of-mouth accumulation.
Fortunately, Honda has smoothed out the disadvantage of "rising star" through the efforts of two generations of models. Perhaps the Accord Sharp Hybrid should give full play to its strength, or i-MMD and THS will finally decide the outcome, depending on the next generation of models.
Finally, the difference between them is summarized: the hybrid control of i-MMD is like AT gearbox, which is divided into several gears, 1 pure electric gear, 2 hybrid gears and 3 engines. The whole process is completed automatically, and finally the effect of smooth driving and fuel saving is achieved. THS, like CVT gearbox, is infinitely variable. It simulates 1 1 gears, that is, we said 1 1 states earlier, but in fact its whole process is linearly adjusted, and theoretically it has infinite gears.
A Guo Jing, like an eighteen-handed dragon, is very powerful and a rookie. He can also play two tricks, and the more he practices, the more powerful he becomes, and finally he can practice the effect of combining rigidity with softness. One, like the Six-pulse Excalibur, pays attention to internal strength and pursues exquisiteness, but demands high understanding. Duan Yu hasn't practiced well, so there are few Toyota patents to follow up.
Finally, I can't help asking: What are the efforts of our own brands in HEV?
This article comes from car home, the author of the car manufacturer, and does not represent car home's position.