The new Toyota Camry Hybrid is targeted to arrive this year (sometime in the 4th quarter) This new Camry will be part of TNGA (Toyota New Global Architecture), which represents a completely new strategy to the way the company designs, engineers, and packages its vehicles. TNGA retains all of Toyota’s traditional values of superlative build quality and safety while injecting a fun driving experience that plays on all the senses.
Like the new Toyota Camry’s conventional petrol powertrain (which will also arrive at the same time), the new Toyota Hybrid System (THS II) has been engineered to provide spirited performance and driving enjoyment-including new Sequential Shiftmatic technology that allows the driver to “shift” the continuously-variable transmission (CVT), mimicking a quick-shifting 6-speed automatic transmission via paddle shifters or with the console-mounted shift lever-while simultaneously achieving an optimal balance between high power output and exemplary energy efficiency.
The 2018 Camry Hybrid achieves outstanding fuel efficiency with a best-in-class EPA-estimated mpg of 51 city/ 53 highway/52 combined which is an impressive 30% increase for combined mpg.
Dynamic performance is assured thanks to optimal control of the engine working in tandem with the electric motor (MG2), while exemplary energy efficiency is achieved by using both electric motors (MG1 and MG2) for hybrid battery charging.
Driving characteristics and trunk room are improved through the implementation of the new TNGA packaging as it allows for the hybrid system’s battery pack to be moved from the trunk area to beneath the rear seat, positioning the battery weight at a lower center of gravity axis.
The updated Power Control Unit (PCU) of the new hybrid system plays a key role in improving the operational efficiency of this eco-sensitive powertrain.
Thanks to improvements in the conversion efficiency of the PCU and the transaxle/electric motor, they combine to reduce energy loss by a total of approximately 20%. Additionally, improvements to cooling system efficiency has reduced energy loss by about 10%.
Just like the Toyota Prius, the PCU is lighter and more compact as a result of integrating microcontrollers and using a new power stack structure, allowing the unit to be packaged directly above the transaxle. This new design lowers the vehicle’s overall center of mass and allows for a lower hood height.
Another key change to the PCU is a revised DC-DC converter (converts a source of direct current from one voltage level to another) that sees its control output optimized, including the conversion to AC power helping to reduce the vehicle’s overall power consumption. What’s more, the output filter for the DC-DC converter has been redesigned so that it is more dimensionally compact (improved packaging/weight savings) and produces less noise (reduced NVH).
Along with the traditional Camry Hybrid system drive modes of NORMAL, ECO and EV, a new SPORT drive mode setting has been added that allows for an increase in power from the hybrid system for improved acceleration response relative to pedal input. The NORMAL, ECO, and SPORT modes can each be used while EV mode is activated.
The Toyota Camry Hybrid also features the new Auto Glide Control (AGC), which helps to improve fuel efficiency by calculating an efficient coasting logic. When driving normally, engine braking will slow the vehicle down when the driver lifts off from the accelerator pedal. However, to avoid aggressive engine braking, AGC limits the loss of vehicle speed through an automatic drive setting that acts more like a neutral gear, allowing the vehicle to coast to the stoplight.
An AGC indicator light is illuminated on the Multi-Information Display (MID) when AGC is in operation to alert the driver that less deceleration torque than normal is currently being used. Of note, AGC can only be activated when the vehicle is being operated in the ECO drive mode setting. More on the Camry hybrid later.
