Low Emissions IC Engine Development at Ford Motor Company

Ford Motor Company 1ERC Low Emission Symposium

Low Emissions IC Engine

Development at Ford Motor Company

George Davis

Powertrain Research and Advanced

Engineering

ERC Symposium

University of Wisconsin at Madison

June 8-9, 2005

Research and

Advanced Engineering


Presentation Overview

Emission Standards Evolution

PZEV PFI/DI Engine Development

Electric-Gasoline Hybrid Vehicle

HCCI Engine Development

H2ICE Engine Development

Summary


0

2

4

6

8

10

'66 '70 '75 '77 '80 '93

0.41

40%

0.25

50%

0.125

40%0.075

0.04

0.01

46%

75%

Hydro

carb

ons (

gra

ms p

er

mile @

50K)

7 MODE FTP

1st CLEAN AIR ACT80 MODE FTP

C/H 110 MODE FTP

'93 Base Tier I TLEV LEV ULEV SULEV

HC REDUCED BY 96% 98% ADDITIONAL REDUCTION

99.9% REDUCTION OVERALL

100%

Evolution of Hydrocarbon Emission Standards - USA

HC Emission Standards


Ox

ide

s o

f N

itro

ge

n (

gra

ms p

er m

ile

@ 5

0K

)

NOx REDUCED BY 90%

1st NOx STANDARDC/H 110 MODE FTP

0

1

2

3

4

5

'66 '70 '73 '75 '77 '80 '93

99.5% REDUCTION OVERALL

CAA

Base

TLEV LEV ULEV ULEV II SULEV

95% ADDITIONAL REDUCTION

100%0.4

50%

0.2

75%

0.05

0.02

60%

Evolution of Nitrogen Oxide Emission Standards- USA

NOx Emission Standards


National Medal of Technology

• Haren Gandhi wins for his

work in automotive exhaust

catalyst technology

• Ford executives salute

Gandhi's breakthrough

accomplishment

• Today's automobiles are

more than 96 percent cleaner

– due in part to Gandhi's

efforts

• First time ever that auto

industry researcher has been

awarded Medal of Technology

• Past winners include Bill

Gates, Steve Wozniak, and

Edwin Land of Polaroid


IC Engine Technology Roadmap

Gasoline

Diesel

Cost EffectivePerformance

Fuel Economy

Emissions

Time

Limited By Emissions C

onstraints


Gasoline IC Engine Technology Spectrum

PFI DIFE, PBoosted/

Downsizing

FE, P

FE, P

FE, E

Now Future

Fixed

Cam

Cam lift

/phasingHCCI

High EGR



Emissions Standards Evolution





Summary


Emissions ExampleC

umul

ativ

e E

mis

sion

s

Time (s)

HC

NOx

NMHC

Veh

icle

Spe

ed

0

2

4

6

8

0

2

4

0 200 400 600 800 1000 1200 1400 1600 1800 2000

0

20

40

60

80

100

120

140

•Minimize emissions before Cat light-off

•Minimize time to Cat light-off

•Maximize Cat efficiency (AFR Control)

Catalyst Light-off

0

2

4

6

8

0

2

4

0 200

Cum

ulat

ive

Em

issi

ons

Time (s)

HC

NOx

NMHC

Catalyst Light-off

Vehicle

Speed

40 80 120 160 200


PZEV with Improved Aftertreatment

VCT

Close Couple

Catalyst

Underbody

Catalyst

DISI enables late

ignition for improved

CC catalyst light-off.


Simulated S_Type98 Transient Test

MESIM CFD Injector Targeting Four Puddle Fuel Evaporation Model

10

11

12

13

14

15

16

17

18

19

20

0 50 100 150 200 250 300 350 400 450 500

Time (s)

AFR

Injector Targeting Process

1

2

3

4

PZEV PFI Engine: Improved AFR Control


Injector Rotation

Injector

Up/Down offset

Cone Angle

Angle between Cones

Tricky

Spots

Injector Targeting Optimization for AFR Control


Nominal

Design

Worst

Case

AFR Response Nominal Vs Worst Case

10

11

12

13

14

15

16

17

18

19

20

0 50 100 150 200 250 300 350 400 450 500

Time (s)

AFR

AF_Worst_cert

AF_Nominal_cert

Injector Targeting Optimization for AFR Control


Direct Injection Engine For Low Emissions


Reducing Smoke at Part-Load Operation

60 deg Injector 70 deg Injector

0

5

10

15

20

25

-80 -70 -60 -50 -40 -30 -20 -10 0

600 spray

700 spray

Normalized liquid fu

Crank angle (degree)

0

0.3

0.6

0.9

1.2

1.5

60 deg 70 deg

FS

N

Computed Piston

Wetting History

Measured Engine

Smoke Number

DI Engine


Ford Focus PZEV








Summary


Hybrid Vehicle Technology – Ford Hybrid Escape

High FE vehicle at low emission levels

Fuel efficient driving

Regenerative braking captures over 90% of braking

energy on EPA city cycle

2005 North American

Truck of the Year

2.3 L Atkinson2.3 L Atkinson

EngineEngine

E-CVT E-CVT








Summary


HCCI Combustion System Concept

Compression

Ignition

(Diesel)

Spark

Ignition

(Gasoline)

Homogeneous Charge

Compression Ignition

(HCCI)

(Gasoline & Diesel)

Spark Ignition

Wall Guided

(Spray Guided)

Stratified

(Gasoline)

Flame

PropagationDiffusionKinetics

Requirements:

•Homogenization

•Temperature of ~1100 K

•Cycle-to-cycle control

parameter

Low temperature combustion…


Gasoline HCCI Technology

Negative Valve Overlap and

pilot fuel injection is the key

for controlled ignition timing

Intake air heating &

fast intake T control

engine

heatexchanger

to radiator

air in

intake

to exhaust

heatexchanger

coolant out

TCV

exhaust

Controlled Auto Ignition

(CAI)

Optimized Kinetics Process

(OKP)


HCCI Significantly Reduces CO2 Emission

1 2 3 4 5 6 7 8 9 10 11

NMEP (bar)

170

180

190

200

210

220

230

240

250

260

270N

SF

C (

g/k

Wh

)PFI 5.4L V8

PFI 4.0L V6

SC-DISI

CAI

OKP in HCCI

PFI

OKP (HCCI)

PFI CAI (HCCI)AVL

CSI

(HCCI)

1500 rpm Engine Speed

throttling(85 kPa)

(70 kPa)

Diesel








Summary


Why Hydrogen Internal Combustion Engine?

Ford Motor Company is dedicated to the realization of Fuel Cell

powertrains in mass produced consumer vehicles

Fuel cell powertrains are not ready for mass production in the

near term

H2ICE is regarded as a transition or “bridging” strategy to

stimulate the hydrogen infrastructure, and related hydrogen

technologies:

On-board hydrogen fuel storage

Hydrogen Fuel dispensing

Hydrogen safety sensors


H2 Focus Breaks SULEV NOx Barrier

0.0080.00317<<< 0.02H2ICE – Test 2

0.0060.0036<< 0.02H2ICE – Test 1

0.0110.02SULEV Standard

NMHC(g/mi)

CO(g/mi)

NOx(g/mi)


Hydrogen DI Provides Further Opportunities

Power density improvement

Air is not displaced by H2 during intake stroke

Elimination of backfire

H2 injection after intake valve closing

Higher CR & improved thermal efficiency opportunity due

to charge cooling

Optimized injection strategy may provide:

Reduced pre-ignition tendency

Reduced NOx

Increased fuel efficiency (less unburned H2)


Volumetric Efficiency Comparison

125+%102%~115%

(Source:

HyICE)

70%Base

H2

PFI Positive

Displacement

Supercharger

H2

DI

H2

Cryogenic

PFI

H2

PFI

Gasoline

PFI

Fu

el

Vo

l. E

ffy.


CFD-Based Engine Upfront Design Methodology

Design

Modeling

Up-front Design

Optimization

Optical Engine

Models/Design

Validation

Thermo Engine

Design Evaluation/

Confirmation

Modeling

Up-front Design

Optimization

Optical Engine

Models/Design

Validation

Thermo Engine

Design Evaluation/

Confirmation

Modeling

Up-front Design

Optimization

Optical Engine

Models/Design

Validation

Thermo Engine

Design Evaluation/

Confirmation


Injector Included Angle Optimization

Cutting plane

90° 120° 150°60°

t

(ms)

Included angles

0.5

1.0

2.0

3.0

60

45

30

15

A/F


H2ICE Vehicle/Application Programs

2001 - P20002003 – NAIAS Model U 2003 – H2ICE Focus

2003 – Centennial H2RV2004 – H2ICE C-Max

2005 – H2ICE Hybrid Bus(Designline)

2004 – H2ICE Rotary

(Mazda)

2.0L I4 2.3L Supercharged I4

6.8L Boosted V10

2006 – H2ICE Demo/Fleet

2004 – H2ICE Hybrid Bus (ISE)

2004 – H2ICE Generator(Generac)

2005 – Airport Tractor

4.2L V-6


Summary

Ford has been recognized among

the leaders in environmental

stewardship.

Ford will continue developing a

spectrum of vehicle technologies to

meet and/or exceed environmental

regulations and customers needs.

Low Emissions IC Engine Development at Ford Motor Company

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