Ford Fusion Hybrid Due March 2009!

[rgathright]

For those looking to purchase their new hybrids domestically, Ford is announcing that their new Ford Fusion Hybrid will be available March of 2009.

Ford Fusion Hybrid Due in 2009 - BusinessWeek

I mention domestically because Toyota has announced that is has halted construction of their Prius plant in the United States earlier this month (December ,2008). The news comes at a time when North American automakers are cutting jobs.

Original Article Source:

The 2010 Ford Fusion Hybrid includes some significant advances in mass production hybrid automotive technology. Although details released by Ford are technically incomplete many of the features announced to date point to the Fusion being the first to market with a second-generation parallel hybrid.
Due in U.S. showrooms March 2009 at a price $27,270, the Fusion Hybrid's mechanical layout utilizes a fairly conventional parallel hybrid system. A front wheel drive transverse mounted 4 cylinder petrol powered engine with what is effectively a large electric starter motor between the engine and the continuously variable transmission (CVT). Ford has made significant refinements to this system.
The 2.5 Litre 16 valve DOHC Atkinson cycle Duratec engine with 156hp (114Kw) and 135 ft-lb (182Nm). This is mated to a flywheel mounted 106Hp (78Kw) Permanent Magnet AC synchronous (BLDC) 275 Volt electric motor (no torque figure was released) with an electronically controlled CVT, all fairly conventional for a parallel hybrid and similar to the Prius and Camry hybrids. The difference is in the throttle-by-wire aggressive deceleration fuel shut-off and the integration of brake by wire regeneration.
Aggressive deceleration fuel shut-off
The fuel cut-off disables fuel delivery when the driver lifts off the accelerator. However, the engine management doesn't just abruptly disable the injectors. That would cause bumps and hesitation that the occupants of the car would be able to feel. Instead, the control strategy uses engine torque as the control variable. A desired engine torque is calculated based on a combination of driver demand, speed, gear ratio and other variables. When the accelerator is released, the torque is ramped down to zero. The fuel delivery, spark timing and electronic throttle position are determined from the torque demand. This causes the injector pulses to be ramped down so that the overall power delivery is kept smooth and seamless without abrupt changes.
brake-by-wire regeneration
Much like a Toyota Prius the regenerative brake system captures the energy normally lost through friction in braking and stores it. Ford have presumably (no technical data has been released) used brake by wire to increase regeneration capture to nearly 94 percent energy recovery by first delivering full regenerative braking followed by friction brakes during city driving. A simulator brake actuation system dictates brake actuation and delivers improved brake pedal feel compared to the previous generation braking system. It is thought the Fusion Hybrid uses electric actuated wedge brake calipers to achieve integration between regenerative and friction brakes.
The size, weight and presumably the cost of the battery pack has been substantially reduced. The cells are nickel metal hydride supplied by Sanyo. The chemistry has been revised so that each cell now produces 20 percent more power than before. The total number of cells has been reduced by 20 percent keeping the capacity at 1.3 Kw/hr. Improvements to the battery mean that the pack is now 30 percent smaller in volume than the previous generation one pack and weighs 23 percent less. It also means the pack no longer needs its own air conditioning system. Instead, cabin air can be routed through the pack to keep it cool. The pack integration was done by Delphi while Ford engineers handled all the battery management software and electronics internally.
A reduction in cell count means a reduction in the nominal system voltage to 270 V. The reason Ford has reduced the voltage is to improve the efficiency of the power electronics. Higher voltage causes more resistance and heat build up in the switching circuits and lower efficiency. Normally the voltage reduction would mean a corresponding reduction in power for the electric drive system. However, Ford's engineers have added a variable voltage controller (VVC) to the Fusion hybrid that allows the voltage from the battery to be stepped up on demand. During most driving conditions when comparatively little power is needed, the lower voltage increases the efficiency of the electric drive system, while the VVC allows even greater output than the Escape when it's needed for acceleration or heavy regenerative braking.
Another energy saving technology used in the Fusion is Electric Power Assisted Steering (EPAS). This utilizes a steering column mounted electric motor that provides steering power assistance on demand and typically consumes less than 7% of the energy of a conventional hydraulic rack and pinion power steering system.
Not a Plug-In hybrid
All these technical refinements add up to a car capable of traveling at up to 47Mph (75kmh) in EV only mode and with an EPA rating of 41MPG (5.74L/100km). Ford claim a vehicle range of up to 700 miles (1120kms) for in-town driving where maximum regeneration is possible on a single tank of fuel. One area where the 2010 Ford fusion is sadly lacking is that while the Fusion Hybrid provides a standard 110-volt power outlet it is not a plug in hybrid. The 1.3Kw/hr NiMH battery pack is less than 10% the capacity of the Chevy Volt (16Kw/hr) so EV only range is extremely limited and it can not be charged from the grid so even in EV only mode the cars energy is all generated from petrol. Like all parallel hybrid designs the Ford Fusion Hybrid is primarily a conventional petrol power internal combustion engine (ICE) vehicle with what is effectively a large starter motor used to collect energy from regenerative braking which is stored in a small battery pack for power assistance when required. By comparison the Chevy Volt has a series hybrid layout with no direct mechanical connection between the ICE and the wheels is primarily an electric vehicle with an ICE to extend range.

[Rokeby]

Very encouraging for Ford, those concerned about the future of the US
auto industry, and buyers looking for high FE.

In the last paragraph of the article, this sentence appears:
"One area where the 2010 Ford fusion is sadly lacking is that while the
Fusion Hybrid provides a standard 110-volt power outlet it is not a plug in
hybrid."

I am unaware of there being any connection with the car having a 110V
outlet, and the car having plug-in charging capabilities. Or am I missing
something?

I take it that this means that there will be a built-in inverter. I wonder, will
it be under the dash with just enough capacity for in-car electronics, or
perhaps under the hood with enough umph to run a 'fridge or sump pump
in the house in an emergency?

[TonyPSchaefer]

This is great news for Ford. I hope they do really well with this vehicle. I think they will.

From the treatment some of us offer (if only in text) to domestic manufacturers, it would be easy to think that we hate them all. On the contrary, some of us are merely disappointed that after the FreedomCar initiative, after the EV1, after promises of new technology domestic manufacturers find themselves releasing a truly respectable hybrid more than ten years after the four-door Prius was introduced in the US.

So while I pat Ford on the back with my right hand and say "well done", I slap them with the left and say "it's about time."

[rgathright]

Originally Posted by Rokeby

...
I take it that this means that there will be a built-in inverter. I wonder, will
it be under the dash with just enough capacity for in-car electronics, or
perhaps under the hood with enough umph to run a 'fridge or sump pump
in the house in an emergency?

From the article:

The 1.3Kw/hr NiMH battery pack is less than 10% the capacity of the Chevy Volt (16Kw/hr) so EV only range is extremely limited

1.3Kw/hr means that the car would have just enough juice to brew a 12 cup pot of coffee. You would be lucky to do anything else but power a laptop with this kind of battery capacity.

I have been using a Kill-A-Watt energy meter to watch energy consumption on several house hold appliances. Here is support for the claim: Grind your own beans and become a java junkie today! - Cuisinart DGB-550BK 12-Cup Coffee Maker - Epinions.com

[RonH]

Originally Posted by rgathright

From the article:

1.3Kw/hr means that the car would have just enough juice to brew a 12 cup pot of coffee. You would be lucky to do anything else but power a laptop with this kind of battery capacity.

I have been using a Kill-A-Watt energy meter to watch energy consumption on several house hold appliances. Here is support for the claim: Grind your own beans and become a java junkie today! - Cuisinart DGB-550BK 12-Cup Coffee Maker - Epinions.com

I think the reference is to an emergency situation in which the vehicle would function as generator, ie using the energy of the gasoline as well as the battery to, say, keep the dialysis machine going during a regional blackout. Then the question is the current carrying capacity of the inverter, not the amount of energy stored in the batteries.

[drees]

A reduction in cell count means a reduction in the nominal system voltage to 270 V. The reason Ford has reduced the voltage is to improve the efficiency of the power electronics. Higher voltage causes more resistance and heat build up in the switching circuits and lower efficiency.

As an engineer with a bit of electrical engineering knowledge, this seems to be flat out backwards.

Electrical losses are due to resistance.
Losses due to resistance go up with square of the current. (Joule effect)
When you reduce the voltage, to get the same power output, you need to increase the current, which also increases losses due to resistance.

This is one reason why long-distance transmission lines use extremely high voltage.

For example, if you have a 100V supply and you need to supply 100W, this requires 1 amp of current.

If you have a 200V supply and need to supply 100W, this requires 0.5 amps of current. Electrical loses compared to the 100V system are 1/4 of the losses and thus efficiency is 4 times higher.

Am I missing something?

[Road Fan]

The article states that the voltage (presumably the voltage of the bus from which the controlled motor drive energy flows are derived) was lowered to reduce power dissipation and hence improve efficiency. As an experienced power electronics and power systems engineer, I'd like to point out that there are many trade-offs involved in choosing the proper or most efficient voltage for a system to be operated. It's pretty complicated for a "simple" motor/controller system, and if it's for a hybrid vehicle propulsion system the complexity multiplies. However, for a given power level, one can usually optimize a system for better efficiency with a higher system voltage than lower. This assumes one has NOT yet designed the product. One very notable example is the use of 100's of kilovolts for very high power (100's of megawatts) power transmission system. The basis for this phenomenon is that power loss is driven by the equation R*I^2, where voltage does not figure in. By reducing current one reduces this major source of power loss. One restores the systme power output by raising the voltage commensurately, following the equation P=I*V.

To my mind, Ford was optimizing this aspect of the powertrain late in the design cycle. I assume the associated constraints prevented the (generaally more effective) type of optimization I outline above.

I'm looking forward to this car!

Road Fan

[Flying White Dutchman]

mmmm i dont read anything new

the stuff is written so it seams there a special things and better then the prius

but its not!

the new ford will for the first time be on par with the prius maybe

"the pack no longer needs its own air conditioning system. Instead, cabin air can be routed through the pack to keep it cool."

wow so before there was active a/c on the pack? prius already got normal FAN cooling in 1997 ?

97% regen capture? nice figure dont believe it.

"Another energy saving technology used in the Fusion is Electric Power Assisted Steering (EPAS). This utilizes a steering column mounted electric motor that provides steering power assistance on demand and typically consumes less than 7% of the energy of a conventional hydraulic rack and pinion power steering system."

damm electronic powered steering in 2009 WOW WOW....... is this for real? is ford really putting this in there report for the hybrid car?
i can not think of any car over here that not already ( or brand of car ) got electic instead of hydrolic power steering for years now.
nothing special about that.

but anyway good that cars like this are going to be on the road soon

[hampdenwireless]

Originally Posted by rgathright

From the article:

1.3Kw/hr means that the car would have just enough juice to brew a 12 cup pot of coffee. You would be lucky to do anything else but power a laptop with this kind of battery capacity.

I have been using a Kill-A-Watt energy meter to watch energy consumption on several house hold appliances. Here is support for the claim: Grind your own beans and become a java junkie today! - Cuisinart DGB-550BK 12-Cup Coffee Maker - Epinions.com

1.3Kw/hr is not a small amount of power and is way more power then required to brew a 12 cop pot of coffee. It should run a fridge for a day unless you open it too much.

[MountainStone]

Originally Posted by rgathright

Original Article Source:
Ford have presumably (no technical data has been released) used brake by wire to increase regeneration capture to nearly 94 percent energy recovery by first delivering full regenerative braking followed by friction brakes during city driving. A simulator brake actuation system dictates brake actuation and delivers improved brake pedal feel compared to the previous generation braking system. It is thought the Fusion Hybrid uses electric actuated wedge brake calipers to achieve integration between regenerative and friction brakes.

Wow. Brake-by-wire and electronic wedge brakes are pretty high-zoot technologies for automobiles. Stuff like this normally debuts on platforms such as the Mercedes S-class. Good on Ford if the above presumption is accurate; the successful deployment of this braking technology has implications for every vehicle.

I hate bleeding brakes, and it will be nice to eliminate the vacuum (or hydraulic or electric) booster and master cylinder from the engine bay. Plug-and-play calipers will make brake jobs much easier, as well.