This is a cost-effective means of electrification that augments a given internal combustion powertrain. It utilizes a lithium-ion battery rated under 60 volts to power a motor/generator and to help shift the electrical system load away from the 12-volt battery also on board. Micro hybridization has been shown to offer a 15-20-percent improvement in fuel economy, or about the same benefits as a more-expensive mild hybrid such as General Motors’ eAssist system.

You may have already seen reports from a couple of years ago saying micro hybrids were poised to come on strong by 2015. While micro hybridization adoption has been taking longer than some projected, it is still being touted in close to the same time frame as “the next big thing,” with “all” automakers now working on them.

This description of the present state of affairs comes via Mary Ann Wright, vice president Technology and Innovation for Johnson Controls Power Solutions. Her company does stand to benefit as a supplier, but her words fit with other reports, and today we spoke with the highly experienced and well-connected engineer who explained why micro hybrids will make sense for automakers and consumers.

Wright has also served as a executive vice president for JCI’s hybrid systems business. Prior to that she was executive vice president Engineering, Product Development, Commercial and Program Management for Collins & Aikman Corporation, and before that she spent much of her career at Ford Motor Co. There she rose to director, Sustainable Mobility Technologies and Hybrid Vehicle Programs. She was the chief engineer for the 2005 Ford Escape Hybrid and involved also in Ford’s fuel cell research and development.

Micro Hybrid Defined

The term “micro hybrid” may conjure images of a tiny runabout like a Smart car, but it has nothing to do with the size of the vehicle. The system could be put in a Chevy Suburban, Mercedes S-Class, you name it.

Rather, it refers to a sub-60 volt lithium-ion battery based system – current prototypes are nominally 48 volts. In addition to a Li-ion battery, a conventional 12-volt lead-acid battery system is also on board. The lead-acid battery could start the car and handle some duties, and the 48-volt could power an 8-12-kilowatt motor/generator utilizing start-stop and regenerative braking.

At the same time, a manufacturer would gain flexibility to shift the electrical load of power-intensive accessories such as power steering, HVAC, power brakes, and so forth to the 48-volt system which could better handle it.

Also luxury features like instant heat and heated windshields, such as some German automakers and others are contemplating, could be no problem for the 48-volt system.

Insulated traditional hybrid system.

A critical advantage perceived with sub-60-volt systems is that they are safer as they do not pose an electrocution risk, says Wright. Thus, unlike a 110-plus-volt mild hybrid, or approximately 330-volt full hybrid, you won’t see all the precautions under the hood like the orange insulation needed to keep all that power under wraps. Nor, says Wright, is a thermal management system needed for a micro hybrid. Further, at the dealership service level, less safety training and personal protection needed by technicians will be another plus.

“This is what I call a lithium-ion sweet spot,” says Wright. “It picks up where the traditional stop-start loses its potential in terms of delivering fuel economy.”

A stop-start system is good for up to 10-percent fuel efficiency gain, and the micro hybrid can offer up to double this along with the other benefits and cost savings mentioned.

Advantageous For All

One of the reasons GM’s mild hybrids have received only mild market reception is they offer a questionable value for the dollar compared to full hybrids. A Chevrolet Malibu Eco, for example, offers 29 mpg combined according to the EPA versus a competitively priced Toyota Camry Hybrid that scores 41 mpg.

Instead of necessarily trying to beat Toyota at its own game, like Ford is now attempting with cars like its C-Max, Fusion, and Lincoln MKZ hybrids, manufacturers are also looking at an easier route to cost-effective solutions that offer value to them and consumers.

In short, goes the reasoning, what if an automaker could slash production costs to only several hundred dollars more than a conventional gasoline-powered car with micro hybrid architecture, while delivering the same mpg as a mild hybrid? The automaker could then cut the price or offer more features at a competitive price. At the least, consumers would not feel like they had to pay an outsized premium just to eek out a little better economy.

What’s more, Wright points out, 15-20 percent gains in fuel economy are considered significant. Automakers have been bringing out all the technological tricks they can to even see a single percent or more gain, and to lop off so much for the costs involved with micro hybridization is seen as a compelling “opportunity.”

Further, from an engineering standpoint, Wright says manufacturers are coming to the end of the road in what is possible given all the energy requirements they are adding to existing 12-volt systems.

“So where do we go [from here]?” she rhetorically asked characterizing a dilemma automakers are facing as they add 4-6 amps each year to their vehicles’ “power net.”

So it’s not just about fuel economy, says Wright. It’s also about a more effective approach to automotive engineering, and this is appealing to automakers.

We have no photos of cars to show you, but Johnson Controls has built a running demonstration prototype to prove the concept, and reportedly automakers are working behind the scenes with projects of their own.

Wright says micro hybrid proliferation may begin in Europe where fuel costs more, and regulations are putting a pinch on automakers. It has been projected the technology will follow in the U.S.

Among German automakers, Audi has been seriously looking at micro hybrids, and has had technical conferences with the Society of Automotive Engineers to help flesh out its implementation.

By 2017-2018 – the same years the new Corporate Average Fuel Economy regulations come into play in the U.S., and start escalating requirements year by year – expect to see micro hybrids start taking off, says Wright.

Johnson Controls has said by 2020 micro hybrids will be a fully entrenched technology, in among what ever else manufacturers do to reduce fuel consumption and reduce emissions.

Part of the Puzzle

Of course, while automakers are looking at the most cost-effective ways to meet regulations, and offering affordable cars people will buy in quantity, all the other technologies are still being experimented with, and marketed as well.

The Germans have famously resisted more aggressive moves toward hybridization. In part, it’s because they’ve invested heavily in clean diesel which they’ve “nearly perfected” says Wright. They have thus worked the production costs out and can produce diesels that offer excellent power characteristics, mpg on par with hybrids, and in Europe they sell well.

In contrast, the U.S. can almost appear “allergic” to diesels, and here people are more enamored with electrification of one sort or another.

The U.S. hybrid market yet remains under 4 percent of total sales, but projections are to see hybrid sales – counting all varieties – crest toward 1 million annually, perhaps as soon as 2015. In calendar year 2012, a total of 434,498 hybrids of all varieties were reported sold out of 14,439,684 total U.S. passenger vehicles. That represented a “take rate” of just 3.01 percent.

So far, Toyota is the 800-pound gorilla in the hybrid space. It has paid dues with its full hybrids, having launched the Prius in the U.S. in 2000.

Some advocates wishing to see electrification take off sooner, and in greater earnest, may say other automakers planning micro hybrids are only doing the bare minimum in light of looming regulations.

Wright conceded some may take this view, but from an automaker perspective, the need to meet mandates as cost effectively as possible makes the micro hybrid enormously appealing nonetheless.

Meanwhile, everything else is being tried by various automakers right on up to Tesla Motors founded on the premise that there is no more need for the internal combustion engine, and it aims to prove it.

The corporate will to do something so bold takes a maverick like Elon Musk, or a charismatic leader like Nissan’s Carlos Ghosn to push fanciful ideas into production reality.

Not all makers are so inclined, and while they are all reportedly working on electrified vehicles intended to jump into the full hybrid or all-electric game beyond the few compliance cars we now see, Johnson Controls says look for micro hybrids to fill a gap as myriad variables besides play out on the global scale.

The post A Major Shift Toward Micro Hybrids On The Horizon appeared first on HybridCars.com.

Such is the case with Johnson Controls, Inc., which will introduce at the show its 48-volt Micro Hybrid battery demonstration module as part of its full spectrum of advanced energy storage solutions for automobiles.

“Johnson Controls sees opportunities for the development of evolutionary energy storage systems that offer even more fuel efficiency than Start-Stop at less cost than a hybrid or electric vehicle,” said Alex Molinaroli, president, Johnson Controls Power Solutions. “Even as Start-Stop vehicles become part of the mainstream in Europe and start to take hold in the U.S., Micro Hybrid technology has the potential to deliver the next level of fuel efficiency along the spectrum of vehicle performance, reaching upwards of 15 to 20 percent in fuel economy.”

Leveraging a dual voltage architecture, Johnson Controls’ Micro Hybrid battery system would involve a low voltage lead-acid battery and a 48-volt lithium-ion battery that enable optimization of energy generation and consumption, thus saving fuel, says Johnson Control.

The company also says that in prospective development programs with key automaker partners, the 48-volt battery could support higher power loads such as electric air-conditioning, active chassis technologies and the capture of direct regenerative power energy braking. The 12-volt battery would continue to provide power to the vehicle starter, interior and exterior lights, and entertainment systems such as radios and DVD players.

“We expect this technology to be adopted in Europe first, due to more stringent fuel economy and emissions standards, and then quickly move to U.S. markets in the next few years with mass adoption by 2020,” said Molinaroli.

Johnson Controls works with many major manufacturers. The company will provide, for example, advanced Absorbent Glass Mat (AGM) technology to power Ford Motor Company’s 2013 Fusion Auto Start-Stop vehicle.

Johnson Control did not reveal any details of how the technology works. Looks like we’ll have to wait next week, Jan. 14, to know more.

The post 12 And 48 Volt Battery Combo Coming Under The Hood By 2020 appeared first on HybridCars.com.

On Dec. 17, Johnson Controls filed an appeal in bankruptcy court of the Dec. 11, 2012 sale order approving Wanxiang’s purchase of A123 Systems.

As part of the sale order, the court ordered the escrow of the break-up fee and expense reimbursement due to the company under its stalking horse agreement with A123.

Johnson Controls is appealing the sale order to obtain the breakup fee and expense reimbursement to which it is entitled under that agreement and which were previously approved by the bankruptcy court.

“We appreciated the opportunity to serve as stalking horse, which resulted in significant value to the estate, creditors and employees,” said Alex Molinaroli, president, Johnson Controls Power Solutions.

A123 was directed to place the breakup fee and expense reimbursement in escrow after A123′s creditors’ committee suggested to the court that Johnson Controls was lobbying against the sale of A123 to Wanxiang.

“As a market leader and major employer with significant operations in the United States, we have expertise and insights regarding the industries we serve, which are important resources for leaders and decision makers. Our representatives regularly provide educational material and expert opinions on many topics including advanced batteries, lithium-ion technology and the various applications they serve,” said Molinaroli.

Johnson Controls defends itself in saying it maintains an active government relations function that involves regular interaction with policy makers and agencies on the full range of issues relevant to the company. The activities of Johnson Controls’ representatives involving public officials are consistent with First Amendment rights to free speech and are strictly governed by the company’s ethics policy and comply with government regulations.

The significant issue of U.S. regulatory approval required for any sale of A123 to Wanxiang has been a constant challenge dating back to Wanxiang’s original failed attempt to acquire A123 earlier in 2012, prior to bankruptcy.

Johnson Controls says it has consistently maintained that national security questions tied to the core technology used in all of A123′s businesses represent a risk to the sale which cannot be dismissed until resolved by the government review process.

Johnson Controls says it shared and still shares concerns that have been voiced by members of Congress and other interested parties and therefore will continue to monitor this process.

“Should the sale of A123 Systems to Wanxiang not be completed for any reason, Johnson Controls remains open to considering future opportunities to acquire relevant portions of A123′s assets, keeping this critically important technology in the United States, preserving jobs and furthering the purpose of the American Reinvestment and Recovery Act,” said Molinaroli.

The post Johnson Controls Appeals A123 Sale appeared first on HybridCars.com.

Johnson Controls said Dec. 9 it officially withdrew from the bankruptcy auction to acquire portions of A123 Systems when it declined to match a higher bid submitted by Wanxiang.

Subsequently A123 representatives have announced they selected Wanxiang’s bid of $257 million as the best offer for the total company over a set of competing complementary bids by Johnson Controls for the automotive and government assets and NEC for the grid and commercial assets.

As is usual for such matters, the final sale is subject to approval by the bankruptcy court. A hearing is currently scheduled for Dec. 11.

The sale to Wanxiang is also subject to review by the Committee for Foreign Investment in the United States (CFIUS) and requires approval by the U.S. government. None of the involved parties can confirm any timing for such review and approvals.

“While A123′s automotive and government assets were complementary to Johnson Controls’ portfolio and aligned with our long-term goals, Wanxiang’s offer was beyond the value of those assets to Johnson Controls,” said Alex Molinaroli, president, Johnson Controls Power Solutions. “Reports by other parties that our proposal involved an elimination of jobs in Michigan are inaccurate.”

Johnson Controls said as it was announcing the withdrawal of its bid that it was the first in the world to produce li-ion batteries for mass-production vehicles, and also launched the first U.S. facility to produce complete li-ion battery cells and packs for hybrid and electric vehicles, in Holland, Mich.

“Johnson Controls remains committed to the advanced battery industry and shares the Department of Energy’s goal to advance the domestic capability in the United States,” said Molinaroli.

A123 had not yet commented on the matter when we uploaded this article, early Monday morning, Dec. 10. We will update with any relevant info as soon as possible.

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