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Ford's thermal management with batteries. Presenter Robert Taenaka, Ford Motor Co.

Some the OBD-II regulations have been around for a long time or seem to be intuitively obvious. It is easy to assume to assume that everyone knows how to implement them correctly, that is, until someone actually reads the words and tries to do it. Most often, these issues come up when modifying existing OBD features, not when creating completely new ones. This presentation contains a few examples of features that should have been easy to implement, but turned out not to be easy or simple. Presenter Paul Algis Baltusis, Ford Motor Co.

The Focus Electric is Ford�s first full-featured 5 passenger battery electric vehicle. The engineering team set our sights on achieving best-in-class function and efficiency and was successful with an EPA certified 1XX MPGe and range XXX then the facing competition allowing for a slightly lower capacity battery pack and larger vehicle without customer trade-off. We briefly overview the engineering method and technologies employed to deliver the results as well as sharing some of the functional challenges unique to this type of vehicle. Presenter Charles Gray, Ford Motor Co.

Need for worldwide harmonization of regulations. Presenter James Vondale, Ford Motor Co.

The automotive industry continues to develop new powertrain technologies aimed at reducing overall vehicle level fuel consumption. This paper discusses the development of a new highly efficient parallel hybrid transmission for use in transversely installed powertrains for FWD applications. FEV is developing a new 7-speed hybrid transmission for transverse installation. The transmission with a design torque of 320 Nm is based on AMT (automated manual transmission) technology and uses a single electric motor. The innovative gearset layout combines the advantages of modern AMTs such as best efficiency, low costs and few components (reduced part count) with full hybrid capabilities and electric torque support during all gear shifts. Furthermore, the gear set layout allows for very short shift-times due to the favorable distribution of inertias. Other features include an A/C compressor being electrically driven by the electric motor of the transmission during engine start/stop phases.

The presentation offers a brief history of the electric vehicle and parallels the realities of those early vehicles with the challenges and solutions of the electrified vehicles coming to market today. A technology evolution for every major component of these vehicles has now made this mode of transportation viable. The Focus Electric is Ford's first electric passenger car utilizing the advanced technology developments to meet the needs of electric car buyers in this emerging market. Presenter Charles Gray, Ford Motor Co.

Plug In Charging Systems are mainly responsible for transferring energy from the electric power grid into one or more vehicle energy storage devices (e.g. batteries). A satisfactorily operating Plug in Charging System has the following three key performance characteristics. First, the charge process starts up easily. Second, it completes the charge process within some expected time. Third, it charges efficiently so that excessive amounts of power are not wasted. When a Plug In Charging System malfunction exists and negatively affects one or more of these key performance criteria, it is the responsibility of the OBD monitoring system to identify the fault and notify the customer. The presentation will discuss the key performance characteristics described above and some of the diagnostic strategies used to detect faults. The discussion will also include an overview of MIL illumination and freeze frame storage capabilities.

Evolving the current state of the art Hybrid Technology for vehicles with plug-in capability will yield three significant results, the displacement of petroleum with electricity for transportation, improved efficiency and reduced emissions. As the technology evolves from the Ford Escape Hybrid Plug-In demo fleet, Ford is in the final stages of development of the C-Max Energi, which will be delivered in 2012 as a highly efficient, full purpose vehicle designed to meet customer expectations without compromise. Presenter Charles Gray, Ford Motor Co.

This session focuses on kinetically controlled combustion. Experimental and simulation studies pertaining to various means of controlling combustion are welcome. Examples are research studies dealing with temperature and composition distribution inside the cylinder and their impact on heat release process. Studies clarifying the role of fuel physical and chemical properties in autoignition are also welcome. Presenter Hanho Yun, General Motors Company

Hybrid vehicles in the modern era were developed with a strong primary goal to increase fuel efficiency in the North American market. Over the last 15 years, this market has expanded from zero sales to as high as 3% of total US sales. Most recently, the portfolio of competitive offerings with HEV propulsion systems has grown even more to about 30 models on sale today. Some interesting features and attributes have evolved thru this wider array of products giving the customer much more choice of which characteristics to select to match their needs. Ford�s 3rd generation HEV system will be offered for sale this fall. With it, we have continued our focus on the Fuel Efficiency as the driving force for our efforts. The overall process for the system engineering and some of the relevant subsystem and component contributors to the Fuel Efficiency improvement reflected in the 2013 Model Year Fusion and CMAX Hybrids will be presented. Presenter Charles Gray, Ford Motor Co.

Combustion engines are typically only 20-30% efficient at part-load operating conditions, resulting in poor fuel economy on average. To address this, LiquidPiston has developed an improved thermodynamics cycle, called the High-Efficiency Hybrid Cycle (HEHC), which optimizes each process (stroke) of the engine operation, with the aim of maximizing fuel efficiency. The cycle consists of: 1) a high compression ratio; 2) constant-volume combustion, and 3) over-expansion. At a modest compression ratio of 18:1, this cycle offers an ideal thermodynamic efficiency of 74%. To embody the HEHC cycle, LiquidPiston has developed two very different rotary engine architectures ? called the ?M? and ?X? engines. These rotary engine architectures offer flexibility in executing the thermodynamics cycle, and also result in a very compact package. In this talk, I will present recent results in the development of the LiquidPiston engines. The company is currently testing 20 and 40 HP versions of the ?M?

Engine operating strategies typically geared towards higher fuel economy and lower NOx widely affect exhaust composition and temperature. These exhaust variables critically drive the performance of After Treatment (AT) components, and hence should guide their screening and selection. Towards this end, the effect of H2 level in diesel exhaust on the performance of a Diesel Oxidation Catalyst (DOC) was studied using flow reactor experiments, vehicle emission measurements and mathematical models. Vehicle chassis dynamometer data showed that exhaust from light-duty and heavy-duty diesel trucks contained very little to almost no H2 (FTP average CO/H2 ∼ 40 to 70) as compared to that of a gasoline car exhaust (FTP average CO/H2 ∼ 3). Two identical flow reactor experiments, one with H2 (at CO/H2 ∼ 3) and another with no H2 in the feed were designed to screen DOCs under simulated feed gas conditions that mimicked these two extremes in the exhaust H2 levels.

A kinetic carbon monoxide (CO) emission model is developed to simulate engine out CO emissions for conventional diesel combustion. The model also incorporates physics governing CO emissions for low temperature combustion (LTC). The emission model will be used in an integrated system level model to simulate the operation and interaction of conventional and low temperature diesel combustion with aftertreatment devices. The Integrated System Model consists of component models for the diesel engine, engine-out emissions (such as NOx and Particulate Matter), and aftertreatment devices (such as DOC and DPF). The addition of CO emissions model will enhance the capability of the Integrated System Model to predict major emission species, especially for low temperature combustion. In this work a CO emission model is developed based on a two-step global kinetic mechanism [8].

Two different types of mesh used for diesel combustion with the KIVA-4 code are compared. One is a well established conventional KIVA-3 type polar mesh. The other is a non-polar mesh with uniform size throughout the piston bowl so as to reduce the number of cells and to improve the quality of the cell shapes around the cylinder axis which can contain many fuel droplets that affect prediction accuracy and the computational time. This mesh is specialized for the KIVA-4 code which employs an unstructured mesh. To prevent dramatic changes in spray penetration caused by the difference in cell size between the two types of mesh, a recently developed spray model which reduces mesh dependency of the droplet behavior has been implemented. For the ignition and combustion models, the Shell model and characteristic time combustion (CTC) model are employed.

Biodiesel-blended fuel is increasingly becoming available for diesel engines. Due to seasonal and economic factors, biodiesel available in filling stations can be sourced from varying feedstocks. Moreover, biodiesel may not contain the minimum oxidative stability required by the time it is used by the automotive consumer. With fuel dilution of engine oil accelerated by post-injection of fuel for regeneration of diesel particulate filters, it is necessary to investigate whether different biodiesel feedstocks or stabilities can affect engine oil properties. In this work, SAE 15W-40 CJ-4 is diluted with B20 fuel, where the B20 was prepared with soy methyl ester (SME) B100 with high Rancimat oxidative stability, SME B100 with low oxidative stability, and lard methyl ester (LME). The oils were then subjected to laboratory aging simulating severe drive cycles. At intermediate aging times, samples were obtained and additional B20 was added to simulate on-going fuel dilution.

An experimental study was performed to develop a more fundamental understanding of the effects of secondary air injection (SAI) on exhaust gas emissions and catalyst light-off characteristics during cold start of a modern SI engine. The effects of engine operating parameters and various secondary air injection strategies such as spark retardation, fuel enrichment, secondary air injection location and air flow rate were investigated to understand the mixing, heat loss, and thermal and catalytic oxidation processes associated with SAI. Time-resolved HC, CO and CO₂ concentrations were tracked from the cylinder exit to the catalytic converter outlet and converted to time-resolved mass emissions by applying an instantaneous exhaust mass flow rate model. A phenomenological model of exhaust heat transfer combined with the gas composition analysis was also developed to define the thermal and chemical energy state of the exhaust gas with SAI.

Engine-out HC emissions from a PFI spark ignition engine were measured using a gas chromatograph and a flame ionization detector (FID). Two port fuel injectors were used respectively for ethanol and gasoline so that the delivered fuel was comprised of 0, 25, 50, 75 and 100% (by volume) of ethanol. Tests were run at 1.5, 3.8 and 7.5 bar NIMEP and two speeds (1500 and 2500 rpm). The main species identified with pure gasoline were partial reaction products (e.g. methane and ethyne) and aromatics, whereas with ethanol/gasoline mixtures, substantial amounts of ethanol and acetaldehyde were detected. Indeed, using pure ethanol, 74% of total HC moles were oxygenates. In addition, the molar ratio of ethanol to acetaldehyde was determined to be 5.5 to 1. The amount (as mole fraction of total HC moles) of exhaust aromatics decreased linearly with increasing ethanol in the fuel, while oxygenate species correspondingly increased.

A 2005 prototype diesel aftertreatment system consisting of diesel oxidation catalysts (DOC), Cu/zeolite Selective Catalytic Reduction (SCR) catalyst, and Catalyzed Diesel Particulate Filter (CDPF) was aged to an equivalent of 120k mi on an engine dynamometer using an aging cycle that incorporated both city and highway driving modes. The program demonstrated durable reduction in particulate matter (PM) and nitrogen oxides (NOx) emissions to federal Tier 2 levels on a 6000 lbs light-duty truck application. Very low sulfur diesel fuel (∼15 ppm) enabled lower PM emissions, reduced the fuel penalty associated with the emission control system, and improved long-term system durability. A total of 643 filter regenerations occurred during the aging that raised the entire catalyst system to high temperatures on a regular basis. After testing the aged system on a 6000 lbs light-duty diesel truck, a post mortem analysis was completed on core samples taken from the DOC, SCR catalyst, and filter.

The high load limit of a boosted homogeneous-charge-compression-ignition (HCCI) engine operating on negative-valve-overlap (NVO) was assessed. When operating under stoichiometric condition with no external dilution, the load, as measured by the net indicated mean effective pressure (NIMEP), increased with increase in manifold absolute pressure (MAP), and with decrease in trapped amount of residual gas. The maximum pressure rise rate (MPRR), however, also increased correspondingly. When the MAP and the amount of residual gas were adjusted so that the engine operating point could be held at a constant MPRR value, the NIMEP increased with the simultaneous decrease in MAP and residual until the misfire limit was reached. Therefore if a MPRR ceiling is imposed, the high load limit of an HCCI engine is at the intersection of the constraining MPRR line and the misfire line.

A laboratory study was performed to assess the effects of sulfur poisoning and desulfation temperature on the NO conversion of a LNT+(Cu/SCR) in-situ system. Four LNT+(Cu/SCR) systems were aged for 4.5 hours without sulfur at 600, 700, 750, and 800°C using A/F ratio modulations to represent 23K miles of desulfations at different temperatures. NO conversion tests were performed on the LNT alone and on the LNT+SCR system using a 60 s lean/5 s rich cycle. The catalysts were then sulfur-poisoned at 400°C and desulfated four times and re-evaluated on the 60/5 tests. This test sequence was repeated 3 more times to represent 100K miles of desulfations. After simulating 23K miles of desulfations, the Cu-based SCR catalysts improved the NO conversion of the LNT at low temperatures (e.g., 300°C), although the benefit decreased as the desulfation temperature increased from 600°C to 800°C.