Talk about your “conversation starters.” Ford has developed an intelligent vehicle-to-grid communications and control system for its demonstration electric vehicles including plug-in hybrids that “talks” directly with the grid.

This new technology – which builds on Ford’s connectivity technology such as SYNC®, SmartGauge™ with EcoGuide and Ford Work Solutions™ – allows the vehicle operator to program when to recharge the vehicle, for how long and at what utility rate.

All 21 of Ford’s fleet of plug-in hybrid Escapes will be equipped with the vehicle-to-grid communications technology for testing and to gather real world usage data. The first of the specially equipped plug-in hybrids has been delivered to American Electric Power of Columbus, Ohio. Ford’s other utility partners’ vehicles will also be equipped with the communications technology.

The intelligent interface

When plugged in, the battery systems of these specially equipped plug-in hybrids can communicate directly through wireless networking with the electrical grid via smart meters provided by utility companies. The owner uses the vehicle’s touch screen navigation interface and Ford Work Solutions in-dash computer to choose when the vehicle should recharge, for how long and at what utility rate.

For example, a vehicle owner could choose to accept a charge only during off-peak hours between midnight and 6 a.m. when electricity rates are cheaper, or when the grid is using only renewable energy such as wind or solar power.

Real-world research

Over the past two years, Ford and its energy industry partners have logged more than 75,000 miles on the plug-in hybrid test fleet – that’s the equivalent of driving around the world at the equator three times. The plug-in hybrid research focuses on four primary areas: battery technology, vehicle systems, customer usage and grid infrastructure.

Real-world usage and laboratory research is helping to accelerate the advancement of electrified vehicles. Ford and its research partners are now focusing on ways to make the recharging process easy and efficient for consumers. In addition to low-cost recharging at home through the use of a smart meter, Ford researchers say recharging away from home – whether at work, in a shopping mall parking lot or at a curbside station – needs to be as simple as plugging in and swiping a credit card.

Ford has previously announced it will launch 4 new electric vehicles within the next 3 years including;

• Battery electric Transit Connect small commercial van in 2010
• Battery electric Ford Focus in 2011
• Next generation hybrid in 2012
• Plug-in hybrid vehicle in 2012

QUOTES

“Electric vehicles are an important element of our strategy for improving fuel economy and reducing CO2 emissions. This vehicle-to-grid communication technology is an important step in the journey toward the widespread commercialization of electric vehicles.”
– Bill Ford, Ford’s executive chairman

“We are designing what plug-in hybrids and battery electric vehicles will be capable of in the future. Direct communication between vehicles and the grid can only be accomplished through collaboration between automakers and utility companies, which Ford and its partners are demonstrating with this technology.”
– Greg Frenette, manager of Ford’s Battery Electric Vehicle Applications

“Broad commercialization of electric transportation is not something a car company can achieve on its own. Developing and producing the vehicles is just one part of the electric transportation equation. We are well on our way to delivering the vehicles, but for widespread adoption the infrastructure to support the technology needs to be in place and we need to ensure that the national electric grid can support increased electric demand.”
– Nancy Gioia, Ford director, Sustainable Mobility Technologies

“Ford’s involvement in the collaboration with EPRI and some of the nation’s leading utilities will help accelerate the pace leading to the commercialization of PHEVs. This type of joint effort between an auto manufacturer and utilities will permit a more seamless integration of electric-drive vehicles into the power grid and the transportation sector.”
– Arshad Mansoor, vice president of EPRI’s Power Delivery and Utilization Sector

Direct fuel injection is one of the key enabling technologies behind Ford’s EcoBoost™.

Paired with turbocharging, direct injection gives the new 3.5-liter EcoBoost engine in the Lincoln MKS the power and torque of a 4.6-liter V-8 with the fuel economy of a V-6. The direct injection technology helps Ford’s EcoBoost deliver advancements of up to 20 percent better fuel economy.

As well, EcoBoost is more Earth-friendly, as it helps reduce CO2 emissions. Direct injection uses high-pressure fuel injectors to spray a fine mist of fuel directly into each cylinder. This precisely controlled fuel delivery improves the engine’s transient response and enables improved emissions, particularly at cold start. The EcoBoost engine cuts CO2 emissions by 15 percent.

Unlike port-fuel-injection (PFI) engines that spray fuel in the intake system, the direct injection system puts the fuel exactly where it needs to be for combustion, making it easier to ignite and burn completely, allowing for improved fuel efficiency. Much like a fine-mist atomizer bottle one might use to keep cool in the summer, the mist generated by the direct injection uses its cool to chill engine intake air, which, in addition to improving fuel economy, also reduces the potential for engine knock.

Quotes

“Direct injection is a significant player in Ford’s strategy to replace larger engines with smaller EcoBoost engines, improving fuel economy by up to 20 percent without sacrificing performance. We’re going to be deploying direct injection to bring a wave of EcoBoost engines into Ford Motor Company products. It starts with the Lincoln MKS and by 2013 more than 90 percent of our North American lineup will offer EcoBoost technology.”
- Brett Hinds, EcoBoost Design Manager

“Cool air is good for an engine because it minimizes the engine knocking phenomenon. Anything you can use to cool the air is good. Injecting the fuel into the cylinder, you cool it on the spot, where you’re going to burn it. Fuel vaporization during the intake stroke cools the air, improving the volumetric efficiency, the breathing of the engine and the knocking tendency.”
- Corey Weaver, EcoBoost Project Leader

Ford’s new EcoBoost delivers the performance of a V-8 and the fuel economy of an aspirated V-6.

Under Ford’s global initiative to provide powertrains that deliver fuel efficiency while meeting the power and performance needs customers demand, the first wave of new EcoBoost™ engines make their debut in the Lincoln MKS, MKT and Ford Flex later this year. Here are some key highlights on Ford’s new EcoBoost technology:

Power and fuel economy – The twin-turbocharged 3.5-liter Duratec V-6 EcoBoost engine produces 355 horsepower at 5,700 rpm and 350 ft.-lb. of torque at 3,500 rpm. A 10-15 percent fuel-economy benefit is expected versus normally aspirated 4.6-liter V-8 engines in the same competitive class.

Engine – The proven Duratec 3.5-liter V-6 comprises the base engine architecture. To handle the increased torque that EcoBoost delivers, some upgrades were made to some of the components, such as the cylinder block, crankshaft, connecting rods pistons and exhaust valves to ensure the EcoBoost V-6 engine is as robust as possible.

Turbochargers – Two Honeywell GT15 turbochargers with water-cooled bearings and operate in parallel, spinning at approximately 170,000 rpm up to 12 PSI. They are rated for a 150,000-mile, 10-year life.

Direct fuel injection – A cam-driven high-pressure fuel pump feeds the fuel injectors at pressures ranging from 200 to 2,175 PSI (pounds per square inch) depending on customer driving. A typical port fuel injection system operates at pressures of around 60 PSI. Six sprayers in each injector target fuel into the cylinder, resulting in a cleaner and more-efficient fuel burn and better cold-start emissions.

Quotes

“The Duratec 3.5 family is a good example of Ford’s forward planning in terms of powertrain technologies. The engine architecture itself was well protected for high-boost applications, so it didn’t require an extensive durability program. It was in good shape to start with.”
- Brett Hinds, EcoBoost Design Manager