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“Focus on the Future”Automotive Research Conference

Powertrain Strategies for the 21st Century:How Are New Regulations Affecting Company Strategies?

University of MichiganJuly 15, 2009

Dan KappFord Motor Company

Director - Powertrain Research & Advanced Engineering


Though there are varied, and region-specific, needs, “Regulatory” requirements play an increasing role with respect to strategic direction.

Global Market Drivers

Customer Expectations

Customer Expectations

TaxationTaxation Climate ChangeClimate Change

Energy SecurityEnergy Security

Population Density & Transportation Demand

Population Density & Transportation Demand

RegulatoryRegulatoryAvailable IncomeAvailable Income

Fuel Cost & InfrastructureFuel Cost &

Infrastructure

CompetitionCompetition


Passenger cars and light-duty trucks contribute approximately 20% of U.S. and ~11% of global CO2 emissions.Vehicles are a significant source of greenhouse gas emissions but are not the major source.

Global and Industry Sources

U.S. TransportationU.S. SectorsGlobal

U.S., 21%

China, 19%

India, 4%

Other, 29%

Europe, 17%

Japan, 4%

Russia, 6%

Commercial, 4%Residential,

6%

Industrial, 15%

Transportation, 33%

Electricity, 42% Light-Duty

Trucks, 29%

Passenger Cars, 32%

Automotive Industry Contribution to CO2 Emissions


Aggressive CO2 / FE regulations in Europe and the U.S. require major product portfolio actions to achieve compliance.

Fuel Economy / CO2 Regulations

0

50

100

150

200

250

2000 2005 2010 2015 2020 2025 2030 2035

Model Year

New

Fle

et C

ar +

Tru

ck C

ombi

ned

Gas

olin

e Eq

uiva

lent

g C

O2/

km

CAFE Standard

EU WRE450 ppm

NA WRE450 ppmwith Biofuel

Combined Car/TruckCalifornia AB1493

Federal CAFE Legislation(35 mpg in 2020 – 4%)

NHTSA NPRM CAFECombined Car/Truck(31.6 mpg in 2015)

EU Pending Legislation

(95 g/km in 2020)


New government requirements in the U.S. reflect a significant increase in both the level and implementation timing of the fuel economy standard.

U.S. Fuel Economy RegulationsC

ombi

ned

Car

+ T

ruck

FE

(mpg

)

Model Year

Historical FederalCar/Truck CAFE

Combined Car/Truck California AB1493

Federal CAFELegislation

(35 mpg in 2020- 4%)

Potential“One National Standard”

(35.5 mpg in 2016)

22

24

26

28

30

32

34

36

2004 2006 2008 2010 2012 2014 2016 2018 2020 2022

Model Year

Historical FederalCar/Truck CAFE

Combined Car/Truck California AB1493

Federal CAFELegislation

(35 mpg in 2020- 4%)

Potential“One National Standard”

(35.5 mpg in 2016)


• Vehicle segmentation• Performance targets• Fuel economy targets• Technologies migration for:

– Powertrain architecture and technology attributes (gas, diesel, fuel efficiency, torque)

– Vehicle system technologies– Weight reduction actions – Cost models

Inputs

• A vehicle systems approach to maximizing fuel economy and minimizing cost

Primary Weight Reduction

Aerodynamic ImprovementElectrical LoadsPowertrain and Driveline Efficiency

Secondary Weight Reduction

Technology Migration Optimization Model Outputs

• Projections for: – Fuel economy– Performance – Costs

• Vehicle and technology glide paths

• Weight reduction actions• Scenario futuring

Ford employs a total vehicle approach to identify cost effective solutions, combining significant weight reduction, advanced technologies, and powertrain rematching.

Systems Engineering Approach


2007 2012 2020 2030

Volume roll-out of hybrid electric technologies and alternative energy sources

Long TermNear TermBegin migration to advanced technology

Mid TermFull implementation of known technology

• Significant number of vehicles with EcoBoost technology

• Transmission: Dual clutch & 6-speed replace 4- and 5-speeds

• Increased hybrid applications • Increased unibody applications• Introduction of smaller cars and

CUVs• Electric power steering• Battery management systems• Aero improvement up to 5%• Research and development in

hybrids, bio-fuels, and fuel cells

Near Term

• Weight reduction of 250 - 750 lbs• Engine displacement reduction

aligned with weight save• EcoBoost available in nearly all

vehicles• Increased use of hybrids as a

percentage of gas engines• Diesel use as market demands• Additional Aero improvements

up to 5%• EPAS approaching 100% on

light-duty vehicles• Introduction of plug-in hybrids

and BEV

Mid Term

• Percentage of internal combustion dependent on renewable fuels

• Volume expansion of Hybrid technologies

• Continued leverage of PHEV, BEV

• Introduction of fuel cell vehicles

• Clean electric / hydrogen fuels

Long Term

In the Near- and Mid-term, Ford will broaden it’s portfolio application of EcoBoost and hybridization technologies.

Technology Migration Strategy


Advanced Gasoline Technology Pathways - Near-Term

There is a common technology path for 4V DOHC engines that employs Twin Independent Variable Cam Timing and may incorporate Direct Injection.A significant trend will be toward boosting and downsizing as an important fuel economy and CO2 improvement opportunity.

CO2

NA 4VDOHC

PFI

Proven capability

Under devel.

VariableCamTiming

DIHomogeneous

(incl. CR)

Turbocharger& Downsizing(architecture)

VariableValveLift

EcoBoost


BMEP vs. RPM

0

4

8

12

16

20

24

0 1,000 2,000 3,000 4,000 5,000 6,000 7,000rpm [1/min]

BM

EP [

bar]

53 kW/L

BSFC vs. BMEP @ 2,000 rpm

0

4

8

12

16

20

24

200220240260280300320340360BSFC [g/kWhr]

BM

EP [

bar]

Naturally Aspirated

Baseline: Naturally aspirated PFI engine• Torque / liter is modest• Good BSFC over a small region of the map• Fuel consumption is favorable only at high loads

The following slides explain the Steps to EcoBoost :1.Boost the engine2.Downsize to equal power3.Downspeed to equal vehicle top speed

EcoBoost Basics: Baseline – Naturally Aspirated Engine

CAT.

A

B

B

C

A

C


BMEP vs. RPM

0

4

8

12

16

20

24

0 1,000 2,000 3,000 4,000 5,000 6,000 7,000rpm [1/min]

BM

EP [

bar] 80 kW/L

53 kW/L


0

4

8

12

16

20

24

200220240260280300320340360BSFC [g/kWhr]

BM

EP [

bar]

Naturally Aspirated

Ecoboost I

Step 1: Boost & convert to Direct Injection• Torque / liter can be nearly doubled• Power / liter increased by 1/3 to 1/2• Good BSFC region of the map significantly expanded• DI required to minimize compression ratio loss• Higher power & torque => potential to downsize

EcoBoost Basics 1/3: Boosting and Direct Injection

CAT.D

E

F

D

E

F

G

G


Step 2: Downsize the engine to equal power• Now look at absolute torque and power• About 1/3 less displacement needed for same power • Typically means using the next smaller engine family

=> lower friction & cost• More torque than original engine => better performance• Region of good BSFC shifted to operating areas of higher usage• Lower rated speed => potential to downspeed

H

I

J

K

Torque vs. RPM

0

40

80

120

160

200

0 1,000 2,000 3,000 4,000 5,000 6,000 7,000rpm [1/min]

BM

EP [

bar]

80 kWBSFC vs. Torque @ 2,000 rpm

0

40

80

120

160

200

200220240260280300320340360BSFC [g/kWhr]

Torq

ue [

Nm

]

Naturally AspiratedEcoboost I

EcoBoost Basics 2/3: Downsizing to equal Power

CAT.

H

I

J

K

J


Tractive Force vs. Vehicle Speed

0.0

0.4

0.8

1.2

1.6

2.0

0 20 40 60 80 100 120 140 160 180 200 220Vehicle Speed [km/h]

Trac

tive

Forc

e [k

N]

RoadLoad

Torque req Ecoboost PP 20090624.xls

BSFC vs. Tractive Force @ 2,000 rpm

0.0

0.4

0.8

1.2

1.6

2.0

200220240260280300320340360BSFC [g/kWhr]

Trac

tive

Forc

e [k

N]

Naturally Aspirated

Ecoboost I

Step 3: Downspeed the engine to match the vehicle top speed• Now look at tractive force vs. vehicle speed• Tractive force matches original => also grade, towing• Freeway fuel consumption much improved - approx. 10%

EcoBoost Basics 3/3: Downspeeding - Top gear

CAT.

L

M

N

L

M

N

L


Advanced Gasoline Technology Pathways – Mid-term

EcoBoost – Next Generation with increased BMEP capability will enable further downsizing, as well as improve BSFC through the application of cooled EGR.Next Generation technologies can be synergistic with hybrid applications.

CO2

Proven capability

Under devel.

VariableCamTiming


Increased BMEPAdvanced BoostingKnock mitigation

Improved BSFC:- Cooled EGR - Miller cycle

NA 4VDOHC

PFI

EcoBoost –Next Generation

DIHomogeneous

(incl. CR)

2014 – 2016 CY


EcoBoost - Next GenerationAdvanced boosting for wider torque curveCooled EGR for improved fuel consumptionKnock mitigation:

EGR @ full loadEthanol

EcoBoost - Next Generation: Performance & Fuel Economy Benefits

CAT.CooledEGR

BMEP vs. RPM

0

4

8

12

16

20

24

0 1,000 2,000 3,000 4,000 5,000 6,000 7,000rpm [1/min]

BM

EP [

bar] 80 kW/L

53 kW/L

90 kW/L



0

4

8

12

16

20

24

200220240260280300320340360BSFC [g/kWhr]

BM

EP [

bar]

Naturally AspiratedEcoboost IEcoboost II


Advanced Gasoline Technology Pathways – Long-term

Long-term EcoBoost solutions may include more advanced, multi-stage boost systems for higher BMEP capability over a wider range, and extended dilute combustion range. Various types of “lean” operation are also being investigated for improved BSFC.Increasingly stringent emissions regulations drive significant research and development efforts in both engine combustion and aftertreatment systems design.

NA 4VDOHC

PFI

CO2

Proven capability

Under devel.

VariableCamTiming


Multi-stage Boosting

Full-range Cooled EGRMax. low-load efficiency

(Lean, CVVL, HCCI,…)

EcoBoost –Advanced

DIHomogeneous

(incl. CR)

Improved BSFC:- Cooled EGR - Miller cycle

2014 – 2016 CY 2017+ CY

Increased BMEPAdvanced BoostingKnock mitigation


EcoBoost - AdvancedMulti-stage boosting for wider torque curve and broad application of cooled EGREngine de-throttling technology for part load fuel consumption

EcoBoost – Advanced: Performance & Fuel Economy Benefits

CAT.CooledEGR

TBD

BMEP vs. RPM

0

4

8

12

16

20

24

0 1,000 2,000 3,000 4,000 5,000 6,000 7,000rpm [1/min]

BM

EP [

bar] 80 kW/L

53 kW/L

90 kW/L



0

4

8

12

16

20

24

200220240260280300320340360BSFC [g/kWhr]

BM

EP [

bar]

Naturally AspiratedEcoboost IEcoboost IIEcoboost III


Near-term:Cold start crank and run-up emissions are much more challenging in a DI engine (versus PFI).Turbocharging negatively impacts engine cold-start since it requires more heat to light off catalystdue to heat lost to the turbo system.Fuel Mixing in:

a DI engine is much more complicated than PFI, over the entire speed and load operation map.boosted operation is further complicated due to the denser intake flow pushing the fuel spray away from its designated trajectory.

Higher torque density operation is more prone to knock than naturally aspirated engines.

EcoBoost & Future Technologies – Challenges

Mid-term:Low-speed pre-ignition (LSPI, a.k.a Mega-knock) is:

sporadic pre-ignition followed by knock observed at low-speed / high-load

Transient Control of cooled EGR - in large amounts - affects combustion rate, knock and misfire.Vehicle Launch will become a greater challenge with increased down-sizing as the initial torque is naturally aspirated.

Long-term:Emissions Challenges become increasingly stringent

Evolution of standards driven by stoich capability100% SULEV becomes the next levelParticulates will be added to the requirementsLean aftertreatment capability also improves, but is always substantially less than stoich capability


• EcoBoost engines are now in production. They will provide significant performance and fuel economy benefits to our customers at good value.

Many new technical challenges faced during development.Many lessons learned and new CAE and experimental capabilities developed along with the countermeasures which will be applied to future programs.

• EcoBoost – Next Generation, currently under Advanced development, will provide greater performance and fuel economy benefits to our customers, but will provide challenges in transient EGR control and vehicle launch with more aggressive downsizing.

Next Gen technologies can be synergistic within hybrid applications

• EcoBoost – Advanced technologies, including multi-stage boost systems and dilute / lean combustion systems, offer potentially significant incremental fuel economy improvements. Realizing these benefits will require substantial developments in combustion and aftertreatment technology.

Summary / Conclusions

EcoBoost will continue to be a key part of the future engine technology strategy, with significant technology growth potential.


BACKUP


Technology Compatibility 5.4L-3V and 3.5L GTDI 6-speed AT: Cumulative Fuel over Drive Cycle

Certain technologies are synergistic when combined with downsizing & boosting, especially in higher-load applications, while others offer limited incremental fuel economy benefit.

Cylinder Deactivation (VDE)

Cooled EGR

0 2 4 6 8 10 12 14 16 18 200 2 4 6 8 10 12 14 16 18 20Engine BMEP (bar)

100

50

3.5L GTDI EPA City

3.5L GTDI US06

5.4L EPA City

5.4L EPA Highway

5.4L US06

3.5L GTDI EPA Highway

3.5L GTDI EPA City

3.5L GTDI US06

5.4L EPA City

5.4L EPA Highway

5.4L US06

3.5L GTDI EPA Highway

3.5L GTDI EPA City3.5L GTDI EPA City

3.5L GTDI US063.5L GTDI US06

5.4L EPA City5.4L EPA City

5.4L EPA Highway5.4L EPA Highway

5.4L US065.4L US06

3.5L GTDI EPA Highway3.5L GTDI EPA Highway

Nat. Aspirated

Continuously Variable Valve Lift and Timing

Boosted

Twin Independent VCT

Camless Valve Actuation

Perc

ent o

f Tot

al C

ycle

Fue

l Bur

ned

HCCI LeanDecreasing benefit at

higher loads


Electrification Today

2010 / 2011

Ford continues to expand electrification offerings across the portfolio. Advanced (“Next Gen”) EcoBoost engines will play a key role in optimizing hybrid applications.

2012


Engine Technology Path

Gasoline

Bio-Fuels and Flex Fuel EcoBoost

EcoBoost I• GDI• Turbo-Charged

EcoBoost II• Advanced Boost• Cooled EGR

EcoBoost III• Multi-stage

Boosting • Un-throttled

Base Engine

Reduced Throttling• VCT• CVVL

Dilute Combustion• EGR• Lean• HCCI

Friction ReductionAdvanced CoolingFast Warm up

Ethanol• E10-E100

ButanolEthanol BoostingPZEV Challenges

Diesel Hybrid P/T

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