FUEL CELL TODAY

Opening doors to fuel cell commercialisation

Ford Focus FCEV Hybrid

Stefan Geiger, Fuel Cell Today 03 October 2002

On October 2, Ford presented the first "ready to go into production" version of its Fuel Cell Car "Focus FCEV Hybrid" in Aachen, Germany. The new car is a hybrid vehicle, which runs without producing any type of toxic emissions and attains a level of fuel efficiency that far exceeds any modern internal combustion engine.

Ford Focus Hybridised Fuel Cell Vehicle (Source: Ford Motor Company)

With a maximum efficiency of 90 percent, the Ford Focus FCEV Hybrid offers the highest specific output (power-from-fuel-ratio) of any known propulsion system. Ford researchers have achieved this significant increase in fuel efficiency by combining two previously independent systems into a sophisticated hybrid electric powertrain. In most driving modes, the new 92-hp (68 kW) Ballard Mk 902 fuel cell stack provides the sole source of electrical energy for the Ford Focus FCEV powertrain. However, a new design of battery pack will kick in whenever higher levels of power are needed. This 216-volt unit serves as the starter battery for the entire system and also provides additional thrust during acceleration. Whenever the driver requires fast acceleration, the Ford Focus FCE's energy management system will go into a boost

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mode, switching the battery into parallel with the fuel cell to supply an additional 18 kW (25 hp) of propulsion. This means that the vehicle's energy management system can deliver better performance than today's fuel cell technology provides on its own because both systems are operating frequently in or close to their "sweet spot." This modern hybrid-switching concept offers the benefit of sleek dimensions. Both the battery and the fuel cell stack are slim components, which have been refined for optimal efficiency. Additionally, the 96-kilogram, 92-hp (68 kW) Ballard Mk 902 fuel cell stack is a relatively lightweight unit, though the entire propulsion system, comprising gas supply, control unit and the fuel cell stack itself, has a total weight of about 220 kilograms. Engineers are continuing to work on reducing even further the weight of the entire unit. The Ford Focus FCEV Hybrid can reach its maximum speed of 128 kph in about 25 seconds. Adding a manual gearbox could attain a higher speed of around 185 kph. In order to achieve optimal overall efficiency, engineers decided against the use of a manual gearbox and capped the top speed of the Ford Focus FCEV Hybrid at 128 kph. This limit is set by the electric drive motor, which has a maximum speed of 12,500 revolutions per minute. The fuel cell stack resembles a large gas-powered generator supplying electrical energy generated in a cold-combustion process to the electric motor. The fuel cell stack used in the Ford Focus FCEV takes in pure gaseous hydrogen to produce the electrical energy that powers the electric motor. The fuel cell powertrain of the Focus FCEV Hybrid comprises the fuel cell stack, its gas and air control system and electric controls for propulsion power. The entire powertrain has been combined into a 220kilogram block assembly, which is flat enough to fit into the vehicle's underbody structure. As Ford moves closer to production, for the first time in history, they have assigned a fuel cell vehicle a development code. The Focus FCV, or C264 to give it its code name, is an indication of the company's serious commitment to advanced research and development of this technology. More than 90 years after the launch of its multimillion selling Model T, Ford is developing the C 264 fuel cell version of the Ford

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Focus currently in production and powered by a conventional internal combustion engine.

More Than Double Efficiency

Fuel cells achieve completely different levels of fuel economy from internal combustion engines. Whenever a wide range of part load operation, the fuel cell's thermo-dynamic efficiency is rated at about 60 percent, with temporary peak values rising to more than 90 percent under low load. Including the electric booster system, this results in an overall efficiency of clearly more than 60 percent, i.e. three to four times that of internal combustion engines. To raise the overall efficiency of the Focus FCEV even further, the small series of FCV research vehicles features two additional developments geared to achieving a favourable energy conversion rate, light-weight build and a regenerative braking system. The FCEV's lightweight construction uses around 150 weight-optimised parts. The technology for manufacturing these parts is based on a wealth of experience gained from motor racing and advanced material research. Large segments of the underbody structure as well as the doors and bonnet are made of aluminium. Together, with the use of thin high-strength glazing and high-strength steel plus parts made of titanium, magnesium and composite material this results in a total weight reduction of 300 kilograms.

Detail of the Engine Compartment of Ford's hybridized version of the Focus Fuel Cell Vehicle (Source: Ford Motor Company)

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Low consumption without an overfuel effect

Achieving a significant improvement in the fuel economy of the latest generation fuel cell was of particular importance to the development team - and the Ballard Mk 902 fuel cell stack produces a new level correlation between gas flow and efficiency. The Ballard 902 shows a novel degree of ingenuity in terms of reducing the size of the fuel cell stack to efficient dimensions. Moreover, an electronically controlled powertrain management avoids the effect of over-fuelling. In previous fuel cell prototypes, the accelerator pedal position under full load (strong acceleration) spontaneously opened the throttle valve, causing a strong influx of hydrogen and air into the two separate channel systems of the fuel cell stack. This resulted in relatively high amounts of unburned hydrogen fuel (an overfuel effect). This wasted hydrogen together with warm air, had to be fed back into the exhaust air recirculation system behind the fuel cell stack. In extensive tests, Ford researchers were able to confirm that smooth transitions between different power levels, versus sudden leaps, improve the fuel cell's performance. The Ford Focus FCV Hybrid can still supply the additional power required by sudden acceleration immediately using the 216-volt battery pack to a maximum of 25 hp. Combined with the electric booster, which adds 25 hp of battery power to fuel cell system power in the lower part load range, the new intelligently controlled hybrid powertrain of the Ford Focus FCEV achieves around 20 percent better fuel economy compared to the predecessor generation (Ballard Mark 900).

Impressive performance: the efficiency of the fuel cell

In addition to emission-free operation, the other main advantage of propelling a vehicle by PEM fuel cells is, thanks to the fact that the concept is simply controlled, by using pure hydrogen as a fuel, the supply of more hydrogen and air to the cells via a simple gas valve is all it takes to spontaneously generate a higher output of power to propel the vehicle. Installing a fan and a simple hydrogen-dosing valve can easily control driving power. In the Focus FCEV Hybrid, both the fan and valve are electronically connected to the "accelerator pedal." Spontaneity is extremely important in this regard, because drivers will only experience a genuine feeling of driving dynamics if the vehicle's

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performance leaps from ten to 90 percent of the nominal power in less than one second. To enable the Ford Focus FCV to accelerate without the slight delay (known as "turbo lag"), the control of the current powertrain includes the use of battery power when accelerating. Particularly impressive is the incredibly high efficiency of the new Ballard Mk 902 PEM fuel cell, which reaches nearly 60 to 90 percent. Thanks to the new hybrid-switching concept, the Ballard 902 fuel cell stack is capable of operating within the "sweet spot," of optimal levels of efficiency. Conversion of the calorific power of hydrogen to compare with petrol, results in fuel economy of approximately 4,6 litres per 100 kilometres. The exact ECE consumption rates for the Ford Focus FC are: urban 5.58 l/100 km, extra-urban 3.88 l/100 km, combined 4.6 l/100 km.

The hydrogen tank

The hydrogen filled into the tank of the Ford Focus FC Hybrid is compressed to about 350 bar (5,000 pounds per square inch), providing the vehicle with a range of about 320 kilometres. The high-pressure tank of the Ford Focus FCEV Hybrid made by the Canadian manufacturer, Dynetek Industries, Ltd. has a total capacity of nearly four kilograms of hydrogen, which equates to the energy of approximately 15 litres of petrol. The tank is fitted with an system that reduces the hydrogen pressure in the fuel system to about 20.5 bar/150 psi, ensuring that that pressure never rises above 10.5 bar at any point in the fuel system. The development of this tank technology has been a key safety aspect for the designers and engineers. In the fuel control system, as hydrogen is being dosed to the fuel cell, pressure is again reduced to a maximum of one bar of excess pressure. Under full-load operating conditions, hydrogen as well as humid air, which also serves to control power output, flows into the fuel cell ducts at an excess pressure of one bar.

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Fuel cell vehicle development timeline

Fuel cell technology development aims to make emission-free vehicles available to the customer within the foreseeable future. Moreover, fuel cell technology could be used as an emission-free primary or secondary source of energy for homes in remote locations. Ford is projecting the following timeline for its fuel cell developments: Starting in 2003: The first production vehicles of a Focus FCV fleet will be taking to the roads in the United States for testing purposes. Part of this fleet testing programme will be a type of "customer clinic" involving various Ford partner organisations. Future customers will be invited to initial drive tests in order to obtain constructive feedback on handling and other specific characteristics of fuel cell vehicles early on. Starting in 2007: The testing fleet is expected to incorporate a second-generation fuel cell system and see a further expansion within certain cities in the United States, Europe and Japan. After 2010: Marketing of a commercially viable FC fleet will be targeted. The objective is to offer FC vehicles to customers at affordable prices. At that point, Ford FC vehicles will be marking the first stage of a development that will ultimately see the successive replacement of conventional Ford models powered by internal combustion engines.

Technical Specifications
Fuel Cell System Fuel cell stack Max. Power Fuel Weight Max. Operating temperature Operating pressure Battery Ballard Mk 902 (PEM Fuel Cell) 68 kW / 92 hp Gaseous hydrogen / air 96 kg 85 C 2 bar Sanyo high-performance battery (NiMH 216 volts, 1.14 kWh)

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Powertrain Electric motor, type Max. perm. power Max. torque Max. efficiency Transaxle Ecostar alternating three-phase current motor 65 kW / 88 hp 230 Nm 91 % integrated single-speed planetoid

Motor management / traction inverter module Type Max. current Min./max. / nominal voltage Weight Focus FC Vehicle Wheelbase Total length Width Curb weight Weight distribution front/rear Fuel tank capacity Performance/ fuel economy Acceleration 0 to 100 kph Max. speed Fuel economy (petrol equivalent) 13.5 s 128 kph / 80 mph 5.35 l/100 km (urban), 3.88 l/100 km (extra urban) 4.58 l/100 km (combined) 320 km zero 2615 mm 4338 mm 1758 mm 1600 kg 51 / 49 % 178 l; hydrogen at 350 bar 3-phase direct-current 330 A 250 / 420 / 315 V 16 kg

Range Emissions

About the author

Stefan Geiger is working for Fuel Cell Today, the global Internet portal for companies and individuals with an interest in the commercialisation of fuel cells. It is your single free source for comprehensive and authoritative fuel cell news, commentary, resources and business opportunities. To contact the author, please send an email to: . Fuel Cell Today, 2002

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