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Written by Paul Weissler
It"s called theIoniq, an all-new 2017 Hyundai model series offering an industry-first choice of three levelsof electrified propulsion: battery electric (EV), plug-in (PHEV), or a conventional hybrid. As displayed atthe 2016 New York Auto Show, it looks like a single model except for minor trim differences because externally itis one model. The name is derived from ion, anelectrically-charged atom (plus iq from unique). And its efficient propulsion systems are aided by a slippery 0.24 vehicle drag coefficient. The Ioniq"conventional" P2 hybrid is aimed squarely at the Toyota Prius, and although thereare no final fuel efficiency numbers, it will deliver at least 56 mpg, perhaps as high as 58mpg, according to Michael O"Brien, Vice President of Product Planning forHyundai Motor America. The PHEV has anall-electric range of at least 25 mi (40 km), although final calibration couldraise that number to 27 mi (43 km), O"Brien told Automotive Engineering. The EV range, O"Brien added, will be 110-mi (177 km). 12-V battery eliminated Ioniq rides on Hyundai Group"s all-new "eco" vehicle platform that will also underpin Kia"s upcoming Niro hybrid. Its 106.1-in (2695-mm) wheelbase is about the same as the Elantra"s and overall length, at 176 in (4469 mm), is just three inches (75 mm) shorter. The engine for the hybrid and PHEV is Hyundai"s 1.6-L Kappa 4-cylinder, operating on the Atkinson combustion cycle and rated at 104 hp (77.5 kW) and 109 lb ft (148 N m). Like Toyota with the Prius 1.8 L, Hyundai isclaiming 40% brake thermal efficiency. Thehybrid has a 32-kW motor wired to a 1.56 kW h lithium-ion polymer battery. The PHEV uses a 45 kW motor and an 8.9 kW h battery pack. The EV has an 88-kW motor with a 28 kW h pack. The battery packs are in a tray, along withelectronic control modules, locatedunder the rear seat. Fast-charge capability (the company claims 24 minutes charge to 80% SOC) will be available. Unlike theEuropean edition unveiled at the 2016 Geneva Salon (http://articles.sae.org/14668/), the North American market Ioniq PHEV has no 12-V lead-acid battery for accessories, which saves about 26 lb (11.8kg). Instead there is an electronic 12-V tap off the Li-ion battery pack. Under the hood, at the left front fender are apair of posts for 12-V charging. The EVmodel will contain a 12-V battery, Hyundai said. To date, except for a Porsche with a 12-V Li-ion battery, all hybrids have been using a 12-V lead-acid battery for accessory/hotel loads. Hyundai"s incumbent hybridsystem, introduced on the Sonata in 2010 and used on both the Sonata hybrid andPHEV, has a conventional 6-speedautomatic, plus a single electric motorwith an integral clutch, connected to the engine flywheel. When the clutch is engaged in this system, engine and motorare locked together for hybrid operation. When the clutch is disengaged, the motor alone supplies power for EVoperation. The Ioniq made a major changeby going to a 6-speed dual dry clutch transmission. The single motor system does eliminate amotor from the hybrid design. Butalthough there still is efficiency and performance to be gained, the motorsare close to reaching the category ofnormal continuous improvement. So a motor of this type is approaching"commodity status," according to a company official, meaning it does notrepresent a significant cost saving in itself. The low 0.24 Cd ismaintained at cruising speeds by a three stage active grille control flapsystem, compared with two-stage flaps typically used. The grille has a Genesis-like appearance. New HVAC delivers CAFE credits Front suspensionon all three Ioniq models is MacPherson strut, and the rear suspension of thetwo hybrid editions is independent multi-link with dual lower controlarms. That"s expected to give the Ioniqthe ride and handling qualities that would be superior in the class. The location of the battery packs andelectronic control modules, below therear seats, lowers the vehicle centerof gravity and contributes to responsivehandling. The EV version has thecommonly used, simple torsion beam. This design was chosen not to save cost but because it increasesthe space available for the much larger battery pack, without a major intrusioninto cabin storage. The airconditioning system gets the CAFE (Corporate Average Fuel Economy) credit for maximized use ofrecirculation in A/C mode, and the control system also permits it in Heatingmode. Highly-efficient engines arechallenged to produce adequate heat in winter, so this also should improvewinter cabin comfort. The HVAC also includes a driver-only zoning system,which functions as a super-eco A/C mode. Curbing curb weight ison every vehicle development team"s list, and theIoniq incorporates more than the 12-V Li-ion tap. The hood and decklid are aluminum, delivering a27-lb (12.2-kg) saving vs. steel. Many ofthe suspension components also aluminum, with 5.0 lb (2.3 kg) saved oneach front lower control arm and 16-lb (7.3 kg) on the rear. Ioniq"s interior materials feature a new blend of resin, volcanic rock powder, and powdered wood that is claimed to save 20% weight on door inner panels and some trim, while improving appearance. The cabin also has wireless charging of smartphones and such expected connectivity features asApple CarPlay and Android Auto. Like just aboutevery new car at the NY show, the Ioniq comes with a full menu of thelatest safety features, including pedestrian detection and automatic emergencybraking. The Ioniq triowill be built at Hyundai"s massive Usan plant. Although it probably would be possible to build all three on a singleassembly line, the many lines available will bring the decision down toproduction line efficiency.
Date written: 30-Mar-2016 03:22 EDT
More of this article on the SAE International Website
ID: 2771
It"s called theIoniq, an all-new 2017 Hyundai model series offering an industry-first choice of three levelsof electrified propulsion: battery electric (EV), plug-in (PHEV), or a conventional hybrid. As displayed atthe 2016 New York Auto Show, it looks like a single model except for minor trim differences because externally itis one model. The name is derived from ion, anelectrically-charged atom (plus iq from unique). And its efficient propulsion systems are aided by a slippery 0.24 vehicle drag coefficient. The Ioniq"conventional" P2 hybrid is aimed squarely at the Toyota Prius, and although thereare no final fuel efficiency numbers, it will deliver at least 56 mpg, perhaps as high as 58mpg, according to Michael O"Brien, Vice President of Product Planning forHyundai Motor America. The PHEV has anall-electric range of at least 25 mi (40 km), although final calibration couldraise that number to 27 mi (43 km), O"Brien told Automotive Engineering. The EV range, O"Brien added, will be 110-mi (177 km). 12-V battery eliminated Ioniq rides on Hyundai Group"s all-new "eco" vehicle platform that will also underpin Kia"s upcoming Niro hybrid. Its 106.1-in (2695-mm) wheelbase is about the same as the Elantra"s and overall length, at 176 in (4469 mm), is just three inches (75 mm) shorter. The engine for the hybrid and PHEV is Hyundai"s 1.6-L Kappa 4-cylinder, operating on the Atkinson combustion cycle and rated at 104 hp (77.5 kW) and 109 lb ft (148 N m). Like Toyota with the Prius 1.8 L, Hyundai isclaiming 40% brake thermal efficiency. Thehybrid has a 32-kW motor wired to a 1.56 kW h lithium-ion polymer battery. The PHEV uses a 45 kW motor and an 8.9 kW h battery pack. The EV has an 88-kW motor with a 28 kW h pack. The battery packs are in a tray, along withelectronic control modules, locatedunder the rear seat. Fast-charge capability (the company claims 24 minutes charge to 80% SOC) will be available. Unlike theEuropean edition unveiled at the 2016 Geneva Salon (http://articles.sae.org/14668/), the North American market Ioniq PHEV has no 12-V lead-acid battery for accessories, which saves about 26 lb (11.8kg). Instead there is an electronic 12-V tap off the Li-ion battery pack. Under the hood, at the left front fender are apair of posts for 12-V charging. The EVmodel will contain a 12-V battery, Hyundai said. To date, except for a Porsche with a 12-V Li-ion battery, all hybrids have been using a 12-V lead-acid battery for accessory/hotel loads. Hyundai"s incumbent hybridsystem, introduced on the Sonata in 2010 and used on both the Sonata hybrid andPHEV, has a conventional 6-speedautomatic, plus a single electric motorwith an integral clutch, connected to the engine flywheel. When the clutch is engaged in this system, engine and motorare locked together for hybrid operation. When the clutch is disengaged, the motor alone supplies power for EVoperation. The Ioniq made a major changeby going to a 6-speed dual dry clutch transmission. The single motor system does eliminate amotor from the hybrid design. Butalthough there still is efficiency and performance to be gained, the motorsare close to reaching the category ofnormal continuous improvement. So a motor of this type is approaching"commodity status," according to a company official, meaning it does notrepresent a significant cost saving in itself. The low 0.24 Cd ismaintained at cruising speeds by a three stage active grille control flapsystem, compared with two-stage flaps typically used. The grille has a Genesis-like appearance. New HVAC delivers CAFE credits Front suspensionon all three Ioniq models is MacPherson strut, and the rear suspension of thetwo hybrid editions is independent multi-link with dual lower controlarms. That"s expected to give the Ioniqthe ride and handling qualities that would be superior in the class. The location of the battery packs andelectronic control modules, below therear seats, lowers the vehicle centerof gravity and contributes to responsivehandling. The EV version has thecommonly used, simple torsion beam. This design was chosen not to save cost but because it increasesthe space available for the much larger battery pack, without a major intrusioninto cabin storage. The airconditioning system gets the CAFE (Corporate Average Fuel Economy) credit for maximized use ofrecirculation in A/C mode, and the control system also permits it in Heatingmode. Highly-efficient engines arechallenged to produce adequate heat in winter, so this also should improvewinter cabin comfort. The HVAC also includes a driver-only zoning system,which functions as a super-eco A/C mode. Curbing curb weight ison every vehicle development team"s list, and theIoniq incorporates more than the 12-V Li-ion tap. The hood and decklid are aluminum, delivering a27-lb (12.2-kg) saving vs. steel. Many ofthe suspension components also aluminum, with 5.0 lb (2.3 kg) saved oneach front lower control arm and 16-lb (7.3 kg) on the rear. Ioniq"s interior materials feature a new blend of resin, volcanic rock powder, and powdered wood that is claimed to save 20% weight on door inner panels and some trim, while improving appearance. The cabin also has wireless charging of smartphones and such expected connectivity features asApple CarPlay and Android Auto. Like just aboutevery new car at the NY show, the Ioniq comes with a full menu of thelatest safety features, including pedestrian detection and automatic emergencybraking. The Ioniq triowill be built at Hyundai"s massive Usan plant. Although it probably would be possible to build all three on a singleassembly line, the many lines available will bring the decision down toproduction line efficiency.
Date written: 30-Mar-2016 03:22 EDT
More of this article on the SAE International Website
ID: 2771
