本田2026款量產(chǎn)電動(dòng)車將帶來眾多全新理念。
從20年前的阿西莫（Asimo）機(jī)器人到發(fā)射輕型衛(wèi)星進(jìn)入軌道的可重復(fù)使用火箭計(jì)劃，本田公司始終走在交通運(yùn)輸技術(shù)創(chuàng)新的前沿。在日本栃木縣10月初舉行的技術(shù)展上，本田公司公布了即將推出的本田0系列電動(dòng)車架構(gòu)（英語Zero，寫作數(shù)字0）。這是完全由本田內(nèi)部獨(dú)立設(shè)計(jì)的首款電動(dòng)車平臺(tái)。本田還介紹了為實(shí)現(xiàn)其核心設(shè)計(jì)和技術(shù)理念而首創(chuàng)的一系列先進(jìn)制造工藝。
更小的電機(jī)，更強(qiáng)勁的動(dòng)力
本田公司表示，全新0系列平臺(tái)的目標(biāo)是達(dá)到美國環(huán)保署（EPA）規(guī)定的300英里（483公里）續(xù)航里程，同時(shí)還要保持“纖薄、輕便、智慧”的特點(diǎn)。雖然本田公司的高管并未透露關(guān)于電池組、充電架構(gòu)或額定輸出功率的具體信息，但他們還是對部分組件進(jìn)行了詳細(xì)介紹。
本田公司與其合作伙伴日立安斯泰莫（Hitachi Astemo）共同開發(fā)了新型e-Axle電機(jī)。本田表示，與同類產(chǎn)品相比，新款電機(jī)的體積和重量均減少了40%。為節(jié)省空間，逆變器被直接置于電機(jī)旁邊。0系列平臺(tái)將提供50kW和180kW的可選配置方案，其最大輸出功率可達(dá)360kW。
本田表示，0系列平臺(tái)的電池“比目前市面上量產(chǎn)電動(dòng)車使用的標(biāo)準(zhǔn)組件薄6%”，但沒有透露其用于比較的競品。由于采用了新型模塊化制造技術(shù)，電池箱中的零件數(shù)量已從60多個(gè)削減至僅僅5個(gè)。
本田表示，在采用800V架構(gòu)的情況下，軟包電池能夠在10-15分鐘內(nèi)從15%充到80%。這款電池由本田與LG組建的合資公司共同研發(fā)，并于本田俄亥俄州馬里斯維爾（Marysville）工廠進(jìn)行生產(chǎn)。
本田計(jì)劃在2030年前在北美市場推出7款基于該平臺(tái)的電動(dòng)車。0系列平臺(tái)對本田實(shí)現(xiàn)全面電動(dòng)化至關(guān)重要，它將助力其在2040年前實(shí)現(xiàn)純電動(dòng)車和燃料電池汽車占全球銷售100%的目標(biāo)。搭載該平臺(tái)的首款電動(dòng)車為即將上市的本田Saloon，這款轎車已在2024年美國拉斯維加斯電子消費(fèi)展（CES 2024）上亮相。量產(chǎn)版Saloon將在CES 2025上推出，屆時(shí)可能會(huì)采用新名稱。Saloon將成為0系列的旗艦車型，隨著后續(xù)車型的推出，該平臺(tái)技術(shù)也將陸續(xù)應(yīng)用于其它價(jià)位更低的電動(dòng)車上。本田表示，量產(chǎn)版Saloon將作為2026款車型上市。
制造工藝升級(jí)和創(chuàng)新技術(shù)應(yīng)用
為實(shí)現(xiàn)0系列平臺(tái)“纖薄、輕便、智慧”的目標(biāo)，本田專門為該平臺(tái)開發(fā)了新型制造工藝，并投入大量資金購置機(jī)器設(shè)備，這些設(shè)備將于明年到達(dá)俄亥俄州工廠。
本田購置了六臺(tái)6000噸的超大型鑄造機(jī)，最初將用于制造0系列平臺(tái)的電池箱，未來還將擴(kuò)大應(yīng)用范圍，用于生產(chǎn)后艙模塊等車架結(jié)構(gòu)。這些機(jī)器能夠?yàn)楸咎镌谠撈脚_(tái)上打造的不同尺寸車型（包括轎車和SUV）生產(chǎn)模塊化電池箱。本田還將使用三維摩擦攪拌焊接（FSW）技術(shù)減少零件所受的熱量，從而在減少零件變形的同時(shí)增強(qiáng)接頭之間的強(qiáng)度和氣密性。本田在其全地形車（ATV）上開發(fā)了這項(xiàng)技術(shù)，并首次應(yīng)用于2012款（及以后的）雅閣前車架的量產(chǎn)。
本田公司在焊接技術(shù)方面也取得了開創(chuàng)性進(jìn)展，研發(fā)出了恒定直流斬波（CDC，Constant DC Chopping）熔接技術(shù)。該技術(shù)能夠使各種厚度的高強(qiáng)度鋼板在焊接過程中減少飛濺物，并同時(shí)增強(qiáng)焊接強(qiáng)度。本田從生產(chǎn)線和發(fā)電機(jī)領(lǐng)域的逆變器應(yīng)用中汲取經(jīng)驗(yàn)，以改善焊接過程中的熱量分布并維持熱量恒定，從而提高了連接質(zhì)量。本田表示，只需更換焊接槍并在焊接與機(jī)器人控制器中添加軟件，便可實(shí)現(xiàn)CDC熔接技術(shù)的推廣應(yīng)用。公司將首先在0系列平臺(tái)的生產(chǎn)線上應(yīng)用這項(xiàng)技術(shù)，并逐漸推廣至內(nèi)燃機(jī)車和混合動(dòng)力汽車，從而實(shí)現(xiàn)全系列產(chǎn)品20%左右的減重。
本田還計(jì)劃推出機(jī)器視覺和人工智能技術(shù)，以實(shí)現(xiàn)人工質(zhì)檢流程的數(shù)字化，并提高零部件的可追溯性。本田在日本展示了一款安裝在工人安全帽上的攝像頭，它能夠拍攝焊接視頻并評(píng)估其質(zhì)量。由于本田即將在內(nèi)燃機(jī)車和混合動(dòng)力汽車的混合生產(chǎn)線上再加入電動(dòng)車，因此公司還采用了數(shù)字孿生技術(shù)，以盡可能提高生產(chǎn)線的利用率，并管理不同動(dòng)力總成的制造復(fù)雜性。
除了創(chuàng)新的制造方式外，本田還重新設(shè)計(jì)了未來純電動(dòng)車的車架和車身組件，以改善操控性、減輕重量，并提高在碰撞中的表現(xiàn)。例如，新設(shè)計(jì)降低了e-Axle電機(jī)的位置，以避免在碰撞事故中撞擊車身。本田的工程師告訴SAE，利用新車架和車身組件，他們已成功將小重疊碰撞測試中的碰撞力轉(zhuǎn)化為旋轉(zhuǎn)力，而非使其直接作用于座艙。
本田還采用了阿西莫機(jī)器人的陀螺儀姿態(tài)解算（Gyro attitude estimation）和穩(wěn)定控制技術(shù)來改善未來汽車的動(dòng)態(tài)性能。這些技術(shù)將被整合到一個(gè)ECU中，旨在通過控制懸架、轉(zhuǎn)向、制動(dòng)和驅(qū)動(dòng)電機(jī)確保平穩(wěn)的過彎性能和車身操控管理。
Honda has long been at the cutting edge of mobility and tech, with everything from the Asimo robot of 20 years ago to plans for reusable rockets to launch lightweight satellites into orbit. During a Tech Day event in early October in Tochigi, Japan, the Japanese automaker announced further details of its upcoming Honda 0 architecture (Honda calls it “Honda Zero” but writes it with the number), its first in-house electric platform designed from the ground up. Honda also discussed some of the advanced manufacturing techniques it’s pioneering to reach its core design and technology tenants.
Smaller Axles with Plenty of Power
Honda said that the company’s goal with the new 0 platform is 300 miles (483 km) of EPA range while remaining“ Thin, Light and Wise.” While executives declined to give specifics on the battery pack, charging architecture, or definitive power output, they did provide some details on some components.
Honda developed the new e-Axle motors in partnership with Hitachi Astemo, one of the company’s joint venture partners. Honda says that the new motors are 40% smaller and lighter than the competitive set, with the inverter placed directly next to the motor for space savings. The 0 platform will get 50 kW and 180 kW options that can be configured for a maximum power output of 360 kW.
Honda said the 0 battery will be “6% thinner… compared to the standard component/function installed in currently available production EVs,” but wouldn’t say which competitors it used. The company also reduced the number of parts in the battery case from over 60 to just five thanks to new modular manufacturing techniques.
Honda said the pouch-style cells will be able to charge from 15% to 80% in around 10-15 minutes, suggesting an 800-volt architecture. The batteries were developed in conjunction with the joint venture that Honda has with LG, and will be built in the Marysville plant.
Honda plans to release seven EVs for North America on the platform by 2030. The 0 platform is an important step toward Honda’s goal of all global sales to be battery electric or fuel cell EVs by 2040. The first EV on the platform will be the upcoming Saloon, a sedan-style vehicle that was previewed at CES 2024. Honda says that the Saloon, which will likely get another name when it makes its production debut at CES 2025, will essentially be a halo vehicle for the brand and that the technology will trickle down to other lower-priced EVs as the company rolls out the rest of the lineup. Honda says the production Saloon will appear in showrooms as a 2026 model.
Manufacturing updates and innovations to get to 0
To achieve its thin, light goals for the new 0 platform, Honda developed new manufacturing techniques and has made large machine investments that will arrive at the Ohio plant in the coming year.
The company has invested in six 6,000-ton mega-casting machines that will initially be used to manufacture the battery case for the 0 platform. Eventually, these machines will be expanded to manufacture body frames like the rear module. These huge machines will be able to produce modular battery cases for different-sized vehicles that Honda will build on the platform (both sedans and SUVs), and Honda will use 3D friction stir welding (FSW). The technique reduces the amount of heat put into parts, thus reducing deformation while improving the strength and air-tightness between joints. The company developed the technique on its ATV vehicles and first used it in mass production for the front body frame under the Accord starting in 2012.
Honda has also pioneered a welding technique called Constant DC Chopping (CDC), which allows the welding of thinner and thicker pieces of high-tensile steel with less splatter and better connection. Honda has leveraged what it has learned from inverter technology used in everything from their manufacturing lines to their experience in generators to manage the heat distribution in the weld and keep it constant, ensuring a better connection. Honda says it can roll out CDC welding by replacing the welding guns and simply adding software to the weld and robot controllers. The company will start by rolling the technology out to the 0 manufacturing line and then apply it to their ICE and HEV products, resulting in around 20% weight savings across the entire fleet.
Honda also plans to roll out machine vision and AI to digitize the quality assurance of human workers and improve parts traceability. In Japan, the company showed off a camera attached to a worker’s hard hat that could capture video of a weld and rate it for quality. The company also uses digital twin technology to maximize the manufacturing line and manage the complexity of different powertrain builds, as the company will build EVs alongside the ICE and hybrid vehicles it already builds on the same line.
Improved Safety and Frame Flex
In addition to innovative manufacturing, Honda has also rethought the frame and body components of its future BEV vehicles to improve handling, create lighter vehicles, and improve performance in a crash. For one, the e-Axles are now lower in the vehicle to avoid interfering with the body in an impact. Engineers told SAE Media that they’ve been able to convert the collision in the small overlap crash test into a rotational force rather than a direct cabin force thanks to the new frame and body components.
Gyro attitude estimation and stabilization control lessons from the Asimo robot will also be used to improve the dynamics of future Honda vehicles. They will be integrated in a core ECU that will help control suspension, steering, brake control, and drive motor to keep cornering flat and manage body control.
搭載ADAS組件的本田0系列電動(dòng)車的剖視圖。（本田）
本田與日立 Astemo 合作開發(fā)了新型e-Axle電機(jī)，將用于未來的本田 0 系列平臺(tái)，逆變器位于電機(jī)旁邊。（Abigail Bassett）
本田的新型e-Axle電機(jī)將在0系列平臺(tái)上提供50kw和180kw兩種選擇，最大功率輸出可配置為360kw。（Abigail Bassett）
本田0系列電動(dòng)車的完整電池箱。（本田）
本田0系列電池外殼的橫截面，展示了電池組的集成冷卻通道。（本田）
日本本田櫪木研發(fā)中心大廳內(nèi)的本田概念車。這款電動(dòng)車在2024年的CES 上首次亮相，預(yù)計(jì)將成為首批投產(chǎn)的本田0系列車型之一。（本田）
本田的新型大型鑄造機(jī)之一，將生產(chǎn)本田0系列電池箱。（本田）
本田表示，其新型恒定直流斬波（CDC）熔接技術(shù)可以焊接較薄和較厚的高強(qiáng)度鋼片，飛濺更少，連接效果更好。（Abigail Bassett）
本田0系列電池模塊采用質(zhì)量控制跟蹤系統(tǒng)進(jìn)行組裝。 設(shè)備上的綠色指示燈可確認(rèn)連接正確。（本田）