dr. gerhard schmidt
TRANSCRIPT
Future Powertrain Technology for the North American Market:
Diesel & HydrogenDr. Gerhard Schmidt
Vice President - Research
Future Powertrain Technology for the North American Market:
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
• Customer Satisfaction
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
Future Automotive PowertrainFuture Automotive Powertrain
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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
Future Automotive PowertrainFuture Automotive Powertrain
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Duratec V-6: Remains Durable, High-tech, EfficientDuratec V-6: Remains
Durable, High-tech, Efficient
Future Automotive PowertrainFuture Automotive Powertrain
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• 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
Future Automotive PowertrainFuture Automotive Powertrain
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Powertrain DriversPowertrain DriversFuture Automotive PowertrainFuture Automotive Powertrain
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• Emissions
• Climate Change
• Fuel Economy
• Customer Satisfaction
• Emissions
• Climate Change
• Fuel Economy
• Customer Satisfaction
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
Future Automotive PowertrainFuture Automotive Powertrain
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Future Automotive PowertrainFuture Automotive Powertrain
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
Future Automotive PowertrainFuture Automotive Powertrain
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• 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
Future Automotive PowertrainFuture Automotive Powertrain
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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
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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
)
Data Copyright Ricardo Consulting Engineers
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)
Data Copyright Ricardo Consulting Engineers
Tomorrow’s Diesel Engine (3-10 years)
Tomorrow’s Diesel Engine (3-10 years)
Future Automotive PowertrainFuture Automotive Powertrain
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• 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)
Future Automotive PowertrainFuture Automotive Powertrain
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• 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:
Future Automotive PowertrainFuture Automotive Powertrain
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• 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
Future Automotive PowertrainFuture Automotive Powertrain
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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
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Ecostar™ Hydrogen Generator SetEcostar™ Hydrogen Generator SetFuture Automotive PowertrainFuture Automotive Powertrain
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Hydrogen ICE ChallengesHydrogen ICE Challenges
Future Automotive PowertrainFuture Automotive Powertrain
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• 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
Future Automotive PowertrainFuture Automotive Powertrain
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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) )
Future Automotive PowertrainFuture Automotive Powertrain
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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
Future Automotive PowertrainFuture Automotive Powertrain
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Challenges to Commercialization of Fuel Cell Vehicles
Challenges to Commercialization of Fuel Cell Vehicles
• Infrastructure
• Storage
• Customer Acceptance
• Cost
• Infrastructure
• Storage
• Customer Acceptance
• Cost
Future Automotive PowertrainFuture Automotive Powertrain
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Infrastructure: Must Be A Cooperative Effort
Infrastructure: Must Be A Cooperative Effort
Future Automotive PowertrainFuture Automotive Powertrain
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OEMs
Energy Providers Government
Hydrogen StorageHydrogen StorageFuture Automotive PowertrainFuture Automotive Powertrain
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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
Future Automotive PowertrainFuture Automotive Powertrain
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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?
Future Automotive PowertrainFuture Automotive Powertrain
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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
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• 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.
Future Powertrain Technology for the North American Market:
Diesel & Hydrogen
Dr. Gerhard SchmidtVice President - Research
Future Powertrain Technology for the North American Market:
Diesel & Hydrogen
Dr. Gerhard SchmidtVice President - Research
Future Automotive PowertrainFuture Automotive Powertrain