Focus on the Future Automotive Research Conference Powertrain Strategies for the 21 st Century: How Are New Regulations Affecting Company Strategies? University of Michigan July 15, 2009 Dan Kapp Ford Motor Company Director - Powertrain Research & Advanced Engineering 1
Global Market Drivers Customer Expectations Taxation Climate Change Energy Security Competition Available Income Fuel Cost & Infrastructure Population Density & Transportation Demand Regulatory Though there are varied, and region-specific, needs, Regulatory requirements play an increasing role with respect to strategic direction. 2
Automotive Industry Contribution to CO 2 Emissions Global and Industry Sources Russia, 6% India, 4% Japan, 4% U.S., 21% Residential, 6% Industrial, 15% Commercial, 4% Transportation, 33% Passenger Cars, 32% Europe, 17% China, 19% Other, 29% Electricity, 42% Light-Duty Trucks, 29% Global U.S. Sectors U.S. Transportation Passenger cars and light-duty trucks contribute approximately 20% of U.S. and ~11% of global CO 2 emissions. Vehicles are a significant source of greenhouse gas emissions but are not the major source. 3
Fuel Economy / CO 2 Regulations 250 New Fleet Car + Truck Combined Gasoline Equivalent g CO2/km 200 150 100 50 CAFE Standard Combined Car/Truck California AB1493 EU Pending Legislation (95 g/km in 2020) NHTSA NPRM CAFE Combined Car/Truck (31.6 mpg in 2015) Federal CAFE Legislation (35 mpg in 2020 4%) NA WRE450 ppm with Biofuel EU WRE450 ppm 0 2000 2005 2010 2015 2020 2025 2030 2035 Model Year Aggressive CO 2 / FE regulations in Europe and the U.S. require major product portfolio actions to achieve compliance. 4
U.S. Fuel Economy Regulations 36 34 Combined Car/Truck California AB1493 Combined Car + Truck FE (mpg) 32 30 28 26 24 Potential One National Standard (35.5 mpg in 2016) Historical Federal Car/Truck CAFE Federal CAFE Legislation (35 mpg in 2020-4%) 22 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 Model Year New government requirements in the U.S. reflect a significant increase in both the level and implementation timing of the fuel economy standard. 5
Systems Engineering Approach Inputs 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 Technology Migration Optimization Model A vehicle systems approach to maximizing fuel economy and minimizing cost Primary Weight Reduction Secondary Weight Reduction Aerodynamic Improvement Electrical Loads Powertrain and Driveline Efficiency 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. 6
Technology Migration Strategy 2007 2012 2020 2030 Near Term Begin migration to advanced technology Mid Term Full implementation of known technology Long Term Volume roll-out of hybrid electric technologies and alternative energy sources Near Term Mid Term Long Term 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 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 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 In the Near- and Mid-term, Ford will broaden it s portfolio application of EcoBoost and hybridization technologies. 7
Advanced Gasoline Technology Pathways - Near-Term NA 4V DOHC PFI Variable Cam Timing DI Homogeneous (incl. CR) Variable Valve Lift CO 2 Turbocharger & Downsizing (architecture) EcoBoost Proven capability Under devel. 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 CO 2 improvement opportunity. 8
EcoBoost Basics: Baseline Naturally Aspirated Engine BSFC vs. BMEP @ 2,000 rpm 24 24 BMEP vs. RPM Naturally Aspirated 20 20 C 16 16 BMEP [bar] BMEP [bar] 12 8 12 8 A B 53 kw/l 4 4 360 340 320 300 280 260 BSFC [g/kwhr] 240 220 200 0 0 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 rpm [1/min] Baseline: Naturally aspirated PFI engine Torque / liter is modest A Good BSFC over a small region of the map B Fuel consumption is favorable only at high loads C The following slides explain the Steps to EcoBoost : 1. Boost the engine 2. Downsize to equal power 3. Downspeed to equal vehicle top speed CAT. 9
EcoBoost Basics 1/3: Boosting and Direct Injection BSFC vs. BMEP @ 2,000 rpm 24 24 BMEP vs. RPM E Naturally Aspirated Ecoboost I G 20 20 16 16 BMEP [bar] BMEP [bar] 12 12 8 8 F 80 kw/l 53 kw/l 4 4 0 0 360 340 320 300 280 260 BSFC [g/kwhr] 240 220 200 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 rpm [1/min] 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 E F D G D CAT. 10
EcoBoost Basics 2/3: Downsizing to equal Power BSFC vs. Torque @ 2,000 rpm Naturally Aspirated Ecoboost I 200 200 160 160 Torque vs. RPM I 80 kw BMEP [bar] 120 120 80 Torque [Nm] 80 J K J 40 40 0 0 360 340 320 300 280 260 BSFC [g/kwhr] 240 220 200 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 rpm [1/min] 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 H H => lower friction & cost More torque than original engine => better performance I Region of good BSFC shifted to operating areas of higher usage Lower rated speed => potential to downspeed K J CAT. 11
EcoBoost Basics 3/3: Downspeeding - Top gear BSFC vs. Tractive Force @ 2,000 rpm Naturally Aspirated Ecoboost I N 2.0 2.0 1.6 1.6 Tractive Force [kn] Tractive Force [kn] 1.2 1.2 0.8 0.8 0.4 0.4 Tractive Force vs. Vehicle Speed M Road Load L 0.0 0.0 Torque req Ecoboost PP 20090624.xls 360 340 320 300 280 260 BSFC [g/kwhr] 240 220 200 0 20 40 60 80 100 120 140 160 180 200 220 Vehicle Speed [km/h] 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% M N L L CAT. 12
Advanced Gasoline Technology Pathways Mid-term NA 4V DOHC PFI CO 2 Variable Cam Timing DI Homogeneous (incl. CR) Turbocharger & Downsizing (architecture) Increased BMEP Advanced Boosting Knock mitigation Improved BSFC: - Cooled EGR - Miller cycle EcoBoost Next Generation Proven capability Under devel. 2014 2016 CY 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. 13
EcoBoost - Next Generation: Performance & Fuel Economy Benefits BSFC vs. BMEP @ 2,000 rpm 24 24 BMEP vs. RPM Naturally Aspirated Ecoboost I Ecoboost II 20 20 16 16 BMEP [bar] BMEP [bar] 12 12 8 8 90 kw/l 80 kw/l 53 kw/l 4 4 360 340 320 300 280 260 BSFC [g/kwhr] 240 220 200 0 0 Torque req Ecoboost PP 20090624.xls 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 rpm [1/min] EcoBoost - Next Generation Advanced boosting for wider torque curve Cooled EGR for improved fuel consumption Knock mitigation: EGR @ full load Ethanol Cooled EGR CAT. 14
Advanced Gasoline Technology Pathways Long-term NA 4V DOHC PFI CO 2 Variable Cam Timing DI Homogeneous (incl. CR) Turbocharger & Downsizing (architecture) Proven capability Increased BMEP Advanced Boosting Knock mitigation Improved BSFC: - Cooled EGR - Miller cycle Under devel. EcoBoost Advanced Multi-stage Boosting Full-range Cooled EGR Max. low-load efficiency (Lean, CVVL, HCCI, ) 2014 2016 CY 2017+ CY 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. 15
EcoBoost Advanced: Performance & Fuel Economy Benefits TBD BSFC vs. BMEP @ 2,000 rpm 24 24 BMEP vs. RPM Naturally Aspirated Ecoboost I Ecoboost II Ecoboost III 20 20 16 16 BMEP [bar] 12 12 8 BMEP [bar] 8 90 kw/l 80 kw/l 53 kw/l 4 4 Torque req Ecoboost PP 20090624.xls 0 0 360 340 320 300 280 260 BSFC [g/kwhr] 240 220 200 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 rpm [1/min] EcoBoost - Advanced Multi-stage boosting for wider torque curve and broad application of cooled EGR Engine de-throttling technology for part load fuel consumption Cooled EGR CAT. 16
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 catalyst due 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. Mid-term: EcoBoost & Future Technologies Challenges 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 capability 100% SULEV becomes the next level Particulates will be added to the requirements Lean aftertreatment capability also improves, but is always substantially less than stoich capability 17
Summary / Conclusions 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. EcoBoost will continue to be a key part of the future engine technology strategy, with significant technology growth potential. 18
BACKUP 19
Technology Compatibility Percent of Total Cycle Fuel Burned 100 50 5.4L-3V and 3.5L GTDI 6-speed AT: Cumulative Fuel over Drive Cycle Cylinder Deactivation (VDE) HCCI Lean Continuously Variable Valve Lift and Timing Nat. Aspirated Boosted Camless Valve Actuation Twin Independent VCT 3.5L GTDI EPA City 3.5L GTDI EPA Highway 3.5L GTDI US06 Decreasing benefit at higher loads Cooled EGR 5.4L EPA City 5.4L EPA Highway 5.4L US06 0 2 4 6 8 10 12 14 16 18 20 Engine BMEP (bar) Certain technologies are synergistic when combined with downsizing & boosting, especially in higher-load applications, while others offer limited incremental fuel economy benefit. 20
Electrification Today 2012 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. 21
Engine Technology Path Diesel Gasoline Hybrid P/T Bio-Fuels and Flex Fuel Base Engine EcoBoost Ethanol E10-E100 Butanol Ethanol Boosting PZEV Challenges Reduced Throttling VCT CVVL Dilute Combustion EGR Lean HCCI Friction Reduction Advanced Cooling Fast Warm up EcoBoost I GDI Turbo-Charged EcoBoost II Advanced Boost Cooled EGR EcoBoost III Multi-stage Boosting Un-throttled 22