Redesigned 2013 Honda Accord will include Plug-In Hybrid version. PHV available winter 2012

Yes a lithium 6kwh battery can have the power densiy of 120kw. I doubt this is what is going on here. If they have a similar arangement as prius phv, a mg will generate electricity and partially feed this motor along with the batteries. A bigger motor in the prius phv would allow for higher hp in hybrid mode.

Blue energy is the battery supplier. It is a joint venture between Honda and battery maker GS Yuasa. The honda civic hybrid's smaller battery pack gives 20kw.

 

I don't know what Honda is using but the iron nano-phosphate A123 prismatic cell designed for high power vehicle applications (hybrids) can do up to 30C discharge at least for a few seconds and probably 10-20C continuous. The LG Chem cell likely used in the Volt can apparently do up to 10C continuous discharge (160 kW from a 16 kWh pack) although GM only claims to pull 111 kW max. Most Lithium cells seem to be 5C continuous discharge or less but can often do a few seconds of 5-10C.

At high discharge rates, the total kW that can be released is noticeably reduced for most batteries and you are discharging it quickly so it won't be putting out power for very long.

 

In general Lithium batteries can be optimized for either Power Density or Energy density.

In a BEV - you obviously need better ENergy density and in a hybrid you need better Power Density. But it gets murky when we are talking about Plugin Hybrids. What do you optimize them for ?

So, while 10C from the battery is doable, what would that do to Energy density - and thus the weight & volume of the battery ?

 

The LG Chem cell used in the Volt appears to have struck a happy medium with Manganese Spinel plus some Nickel and Cobalt for the Cathode and a mixed graphite and amorphous (hard) carbon anode giving good energy density, high power, 5,000 cycle life and 10-15 year calendar life. The cells are each 383g and have a 15 Ah capacity at an average discharge voltage of around 3.7V for around 55 Wh. The Volt pack uses 288 of them for 16 kWh of nominal capacity. The data sheet for them reportedly rates them as 150 Wh / kg and 300 Wh / L which would put them near the top of the energy density bar chart of battery chemistries you posted recently. They are also specified for greater than 10C continuous discharge and show low and evenly spread heat dissipation.

The above cell specs are gathered from multiple sources (DOE, NASA, and battery conference presentations) but I believe them to be correct and to approximately represent the cell used in the Volt although to my knowledge GM and LG Chem have not published the data sheet online.

The battery supplier for Nissan publishes data sheets for the LEAF cell and also another cell intended for use in non-plug hybrids. The energy density of the LEAF cell works out to around 160 kW / kg but the power dense hybrid cell is only around 80 kW / kg. In addition, the LEAF cell looks to be just slightly less energy dense by volume than the apparent Volt cell.

Like the cells used in the Nissan LEAF, these LG Chem cells are state of the art for plugin automotive use and actually appear to have roughly similar characteristics.

Sources:
http://www.eco-aesc-lb.com/en/product.html
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20110011197_2011010830.pdf
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20120000040_2011025423.pdf
http://www1.eere.energy.gov/vehiclesandfuels/pdfs/program/2010_energy_storage.pdf (see pages 75-77 & 190-194)

 

People tend to make psicological decibels of a sound. That is why there are sound pressure scales. Did he measure Accord against the Plug-in-Prius? No.

Nonsense is putting words on EV owners mouths, as written.
Or making 5 minutes experience as valid as a 2 week trial.

 

Some old speculation about the hybrid system -

Honda Accord Plug-In Hybrid Prototype Drive – Review – Car and Driver

The best I can tell is in EV mode only the MG2 is engaged. It sounds like it can go into serial hybrid mode with mg1 generating from the ice. In parellel/serial hybrid mode clutches attach the engine is attached in something like a 6th gear in a manual. MG2/MG1 and the battery adjust torque for driving in an eCVT manner, but no mechanical psd adjusting rpm of the ice or motors.

 

That's a ridiculous, ignorant response. Honda has just said that instead of using an IMA system they're changing to using a single-geared system like Toyota, Ford and GM's Volt and they've just dismissed it. "Electric CVT" is how HSD is described and that's just to help consumers understand that there's neither manual shifting nor a detectable transition between gears. We know it works pretty well up to mid-size, although the limitations begin to show, as they try to balance available torque to efficiency.

 

from the full article, it seems they did not understand each other at all, so to make any assumptions based on that would be a bit silly.