Dr. Gerhard Schmidt

Future Powertrain Technology for the North American Market:

Diesel & HydrogenDr. Gerhard Schmidt

Vice President - Research


Diesel & HydrogenDr. Gerhard Schmidt

Vice President - Research

Future Automotive PowertrainFuture Automotive Powertrain

Powertrain DriversPowertrain DriversFuture Automotive PowertrainFuture Automotive Powertrain

s

• Emissions

• Climate Change

• Fuel Economy

• Customer Satisfaction

• Emissions

• Climate Change

• Fuel Economy


The Internal Combustion Engine is Alive and Well

The Internal Combustion Engine is Alive and Well

And there is still work to be done…Performance

Refinement

Fuel Economy

Emissions

And there is still work to be done…Performance

Refinement

Fuel Economy

Emissions


s

Global I-4 EngineGlobal I-4 Engine• All-aluminum, duel-overhead-cam, four

cylinder• Cross-brand implementation: Mazda 6, Ford

Ranger, Mondeo & Hybrid Escape• Modern architecture, flexible configurations• Up to 100 different derivatives around the

world, representing 20% of global engine production

• A small engine that meets and exceeds customer expectations

• All-aluminum, duel-overhead-cam, four cylinder

• Cross-brand implementation: Mazda 6, Ford Ranger, Mondeo & Hybrid Escape

• Modern architecture, flexible configurations• Up to 100 different derivatives around the

world, representing 20% of global engine production

• A small engine that meets and exceeds customer expectations


s

Duratec V-6: Remains Durable, High-tech, EfficientDuratec V-6: Remains

Durable, High-tech, Efficient


s

• LS 3.0-liter DOHC V-6

• Variable Valve Timing

• 12-horsepower increase to 232 hp

• 5 lbs.-ft. torque improvement to 220 lbs.-ft.

• LS 3.0-liter DOHC V-6

• Variable Valve Timing

• 12-horsepower increase to 232 hp

• 5 lbs.-ft. torque improvement to 220 lbs.-ft.

2003 Lincoln LS2003 Lincoln LS

Modular V-8 Modular V-8 Next-generation enhancements

3 valves per cylinderDual-equal variable-cam timingCharge-motion control valves

Over 300 horses for 2003 Lincoln Aviator, Mercury Marauder, Ford Mustang Mach 1, SVT Mustang Cobra

Next-generation enhancements

3 valves per cylinderDual-equal variable-cam timingCharge-motion control valves

Over 300 horses for 2003 Lincoln Aviator, Mercury Marauder, Ford Mustang Mach 1, SVT Mustang Cobra


s

Powertrain DriversPowertrain DriversFuture Automotive PowertrainFuture Automotive Powertrain

s

• Emissions

• Climate Change

• Fuel Economy


• Emissions

• Climate Change

• Fuel Economy


Powertrain – Fuel Options Powertrain – Fuel Options

Spark Ignition Engines

Compression Ignition Engines

Hybrid Systems

Fuel Cells

Spark Ignition Engines

Compression Ignition Engines

Hybrid Systems

Fuel Cells

Gasoline

Diesel

Natural Gas

Biofuel

Methanol

Hydrogen

Gasoline

Diesel

Natural Gas

Biofuel

Methanol

Hydrogen


s


Production of Diesel Passenger Cars in Western Europe

Production of Diesel Passenger Cars in Western Europe

s

0

1

2

3

4

5

6

7

8

9

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

0%

10%

20%

30%

40%

50%

60%

Die

sel V

ehic

le M

arke

t Sha

re

Mill

ion

Uni

ts

Units Min/MaxDirect InjectionIndirect InjectionMax-ShareMin-Share

Advantages of Diesel TechnologyAdvantages of Diesel Technology


s

• Low fuel consumption

• Low CO2 emissions

• Favorable power and torque characteristics

• Low cost of ownership

• Low fuel consumption

• Low CO2 emissions

• Favorable power and torque characteristics

• Low cost of ownership

Diesel Particulate Filter (DPF) Technology

Diesel Particulate Filter (DPF) Technology


s

Filter systems help to reduce particulate mass (soot) emissions by more than 99% and eliminate any smell and health concerns related to diesel emissions

Filter systems help to reduce particulate mass (soot) emissions by more than 99% and eliminate any smell and health concerns related to diesel emissions

Ultra Low Sulfur Diesel FuelUltra Low Sulfur Diesel FuelFuture Automotive PowertrainFuture Automotive Powertrain

s

0.00.10.20.30.40.50.60.7

CO/100 NOx/100 HC PM

Emis

sion

s, g

/mile

0.00.10.20.30.40.50.60.7

CO/100 NOx/100 HC PM

Emis

sion

s, g

/mile

Standard Diesel330 ppm sulfur (US)140 ppm sulfur (CA)

Clean Diesel15 ppm sulfur max

Specific Power Specific Power Future Automotive PowertrainFuture Automotive Powertrain

s

0

10

20

30

40

50

60

70

1985 1990 1995 2000 2005

Year of First Introduction

Spec

ific

Pow

er (k

W/l)

Data Copyright Ricardo Consulting Engineers

Maximum Peak Torque Maximum Peak Torque Future Automotive PowertrainFuture Automotive Powertrain

s

0

100

200

300

400

500

600

700

800

1985 1990 1995 2000 2005

Year of First Introduction

Max

imum

Pea

k To

rque

(Nm

)


Fuel ConsumptionFuel ConsumptionFuture Automotive PowertrainFuture Automotive Powertrain

s

0

2

4

6

8

10

12

1988 1990 1992 1994 1996 1998 2000 2002 2004 2006

Fuel

Con

sum

ptio

n (L

/100

km)


Tomorrow’s Diesel Engine (3-10 years)

Tomorrow’s Diesel Engine (3-10 years)


s

• Improved combustion chamber designs

• Still higher fuel injection pressures (e.g. 30,000 psi)

• Multiple injections (e.g. 5 per cycle)

• Piezo-electric injectors

• Improved combustion chamber designs

• Still higher fuel injection pressures (e.g. 30,000 psi)

• Multiple injections (e.g. 5 per cycle)

• Piezo-electric injectors

Tomorrow’s Diesel Engine(continued)

Tomorrow’s Diesel Engine(continued)


s

• Electronically controlled, fast exhaust gas recirculation (EGR)

• Advanced valve trains • Advanced turbo chargers (e.g. variable

geometry, electric assist)• Model-based intelligent electronic

controls

• Electronically controlled, fast exhaust gas recirculation (EGR)

• Advanced valve trains • Advanced turbo chargers (e.g. variable

geometry, electric assist)• Model-based intelligent electronic

controls

Diesel Technology Is:Diesel Technology Is:


s

• Powerful

• Clean

• Fuel Efficient

• Fully NVH Transparent vs. Gasoline Engine

• Powerful

• Clean

• Fuel Efficient

• Fully NVH Transparent vs. Gasoline Engine

Hydrogen: The Long-Term Fuel SolutionHydrogen: The Long-Term Fuel Solution


s

ProductionProduction

Storage On-BoardStorage

On-BoardInfrastructureInfrastructure

PowertrainFuel Cell vs. ICE

PowertrainFuel Cell vs. ICE

Hydrogen R&D at FordHydrogen R&D at Ford

s

Ford Hydrogen ICEFord Hydrogen ICEFuture Automotive PowertrainFuture Automotive Powertrain

s

Ecostar™ Hydrogen Generator SetEcostar™ Hydrogen Generator SetFuture Automotive PowertrainFuture Automotive Powertrain

s

Hydrogen ICE ChallengesHydrogen ICE Challenges


s

• Application to I-4 Engine

• Development of Turbo Charging

• Push Development of Infrastructure

• Application to I-4 Engine

• Development of Turbo Charging

• Push Development of Infrastructure

Ford Fuel Cell Vehicles

Ford Fuel Cell Vehicles


s

1999P2000 HFC

CGH2

1999P2000 HFC

CGH2

2000Ford Focus FC5

Methanol

2000Ford Focus FC5

Methanol

2000Ford Focus FCV

CGH2

2000Ford Focus FCV

CGH2

2001Mazda Premacy

Methanol

2001Mazda Premacy

Methanol

2002FCEV Hybrid

CGH2

2002FCEV Hybrid

CGH2

Ford Focus FCEV 2004 Production Program

Ford Focus FCEV 2004 Production Program

Ford Focus 4 DoorWeight: 1580 kg (3476 lbs)Fuel Cell: Ballard Mark 902 fuel cell stackPower: 67kW (92hp)Power train: Integrated--combines inverter module with AC electric motor transaxle

Ford Focus 4 DoorWeight: 1580 kg (3476 lbs)Fuel Cell: Ballard Mark 902 fuel cell stackPower: 67kW (92hp)Power train: Integrated--combines inverter module with AC electric motor transaxle

Hybridized – 300 volt Battery Pack Regenerative Braking SystemRange: 320 km (200 miles)Max speed: 128+ kph (80+ mph)Fuel: 5000 psi Compressed Gaseous HydrogenEmissions: Zero (only water)

Hybridized – 300 volt Battery Pack Regenerative Braking SystemRange: 320 km (200 miles)Max speed: 128+ kph (80+ mph)Fuel: 5000 psi Compressed Gaseous HydrogenEmissions: Zero (only water) )


s

R&D Targets for FC TechnologyR&D Targets for FC TechnologyImprovement of Fuel Cell

Cost ReductionPower Density IncreaseMass ProductionDurability

Meet System DemandsCold Start Operation at High and Low TempsDurabilityInsensitivity to Air ImpuritiesVehicle Range Hydrogen Storage

Improvement of Fuel CellCost ReductionPower Density IncreaseMass ProductionDurability

Meet System DemandsCold Start Operation at High and Low TempsDurabilityInsensitivity to Air ImpuritiesVehicle Range Hydrogen Storage


s

Challenges to Commercialization of Fuel Cell Vehicles

Challenges to Commercialization of Fuel Cell Vehicles

• Infrastructure

• Storage

• Customer Acceptance

• Cost

• Infrastructure

• Storage

• Customer Acceptance

• Cost


s

Infrastructure: Must Be A Cooperative Effort

Infrastructure: Must Be A Cooperative Effort


s

OEMs

Energy Providers Government

Hydrogen StorageHydrogen StorageFuture Automotive PowertrainFuture Automotive Powertrain

s

Compressed Gas ( 10,000 psi)

Dormancy

Chemical Hydride

Carbon Adsorption

Rechargeable Metal Hydride

Cryogenic Liquid H2

Compressed Gas (5,000 psi)

MaturityFuel Cost

System Cost

Extraction Complexity

System Volume

System Weight

Compressed Gas ( 10,000 psi)

Dormancy

Chemical Hydride

Carbon Adsorption

Rechargeable Metal Hydride

Cryogenic Liquid H2

Compressed Gas (5,000 psi)

MaturityFuel Cost

System Cost

Extraction Complexity

System Volume

System Weight

Better Average Worse

Challenges to Customer AcceptanceChallenges to Customer Acceptance

Today’s vehicles already satisfy customer needs

FunctionalComfortableConvenientReliableSafeAffordable

Today’s vehicles already satisfy customer needs

FunctionalComfortableConvenientReliableSafeAffordable


s

Challenge: Growth Phase CostsChallenge: Growth Phase Costs

$0

$500

$1,000

$1,500

$2,000

$2,500

$3,000

Implementation Timeline

Cos

t per

kW

Incubation Growth Maturity

Cost Today:$3000 per kW Projected Cost:

$300 per kW

Cost at Maturity:$30 per kW(Comparable to ICE)

Government Incentives Required for:- Vehicle development &

early production costs- Fuel infrastructure

production and deliverycosts, risks

Commercially Viable

Funded by Industry

s

What Is Ford Motor Company Doing to Address These Challenges?

What Is Ford Motor Company Doing to Address These Challenges?


s

Core Fuel Cell Technology Development Alliance with DaimlerChrysler and BallardIntegration of Core Technology into Vehicle Programs

Vehicle Programs DemonstrationsLow Volume Production Programs

Partnerships with Government Agencies

Core Fuel Cell Technology Development Alliance with DaimlerChrysler and BallardIntegration of Core Technology into Vehicle Programs

Vehicle Programs DemonstrationsLow Volume Production Programs

Partnerships with Government Agencies

Ford Motor Company StrategyFord Motor Company StrategyFuture Automotive PowertrainFuture Automotive Powertrain

s

• The internal combustion engine will remain dominant in short-term to mid-term.

• Diesel engines will continue to make in-roads in the North American market.

• Ethanol as a fuel and battery powered electric vehicles are very reasonable options for dedicated niche markets.

• The hydrogen internal combustion engine will move ahead and will provide a bridge towards hydrogen as a fuel in the mid-term.

• Fuel cells are the ultimate long-term solution being the ideal and sustainable propulsion system of the future.

• The internal combustion engine will remain dominant in short-term to mid-term.

• Diesel engines will continue to make in-roads in the North American market.

• Ethanol as a fuel and battery powered electric vehicles are very reasonable options for dedicated niche markets.

• The hydrogen internal combustion engine will move ahead and will provide a bridge towards hydrogen as a fuel in the mid-term.

• Fuel cells are the ultimate long-term solution being the ideal and sustainable propulsion system of the future.


Diesel & Hydrogen

Dr. Gerhard SchmidtVice President - Research


Diesel & Hydrogen

Dr. Gerhard SchmidtVice President - Research


Dr. Gerhard Schmidt

Documents

Transcript of Dr. Gerhard Schmidt