AutoblogGreen Drives the HySeries Ford Edge and fuel cell Explorer
Click on the photo for a high-res gallery of photos from the Ford SMT Lab
Between the Washington, D.C. and Chicago Auto Shows, AutoblogGreen got invited to visit Ford's Sustainable Mobility Test Lab in Dearborn, MI. The SMT lab is the birth place of all the advanced alternative fuel vehicles that Ford is creating in an effort help reduce the automobile's effect on the environment. I met up with Mujeeb Ijaz, who is the manager of Fuel Cell Engineering in the Research and Advanced Engineering department at Ford. Mujeeb gave me a tour around the garage area and rundown on some of the stuff they are working on before we went out for a drive.
In addition to a couple of Focus FCVs, the garage we were in contained two Explorers and the HySeries Drive Edge that was unveiled at the DC Auto Show. The first Explorer we looked at was primarily a packaging and engineering mule. In the world of automotive development, a mule is development vehicle that's based on an existing vehicle and has development parts from new vehicles to test purposes. Many of the spy photos you see published that look like current vehicles that have mutated bodywork are mules. The Explorer mule was being used to test fuel cell and hydrogen storage packaging alternatives. The interior is gutted except for the front seats. The hydrogen storage tank is mounted longitudinally down the center of the vehicle and the fuel cell sits on top of the front electric motor under the hood.
Gallery: Ford Sustainable Mobility Test Lab
There's lots more - pictures, video and text - after the jump
The inside of the fuel cell Explorer mule
Under the hood of the fuel cell Explorer
Next up was the fuel cell Explorer that was shown in November at the Los Angeles auto show. This truck is primarily being used for field testing and was packaged to minimize the impact of the fuel cell system on interior volume. Unlike the Focus, where the entire trunk was consumed by the hydrogen tank, this Explorer also has the tank down the center tunnel like the mule. The tunnel is a bit wider than standard, but the six-passenger capacity of the vehicle is maintained as is the rear cargo volume. This truck is being driven on a daily basis by Ford engineers and managers and has accumulated over 18,000 trouble-free miles in the year since it was completed.
The fuel cell Explorer
The slightly wider tunnel of the fuel cell explorer
The Explorer is configured as a parallel hybrid with the fuel cell driving the electric motors directly, and the NiMH batteries providing a boost when extra power is needed for acceleration. Driving the Explorer is pretty much the same as a standard unit, aside from the silent drive system. The startup sequence is the same as Focus: key-on, wait 15 seconds for the stack to power up, put it in drive and off you go. Cruising around Dearborn was uneventful, with the navigation screen at the top of center stack providing a live graphic of the drive-train showing the hydrogen level, fuel cell usage and regenerative braking status. After we got back to the lab, we moved on to the HySeries Drive Edge.
The Edge is powered by the same drive-train as the recent Airstream concept. As Mujeeb explained it, the Edge was built to demonstrate the HySeries drive in a real fully functional vehicle, while the Airstream was built to demonstrate some of the possible design alternatives that are facilitated by the new propulsion system. While the aesthetics of the Airstream are debatable, and most people were uninspired (to put it mildly), there are certainly a lot of new directions available to designers now.
The technology is another story. Thanks to the relatively small motors mounted at each axle, the chassis packaging is more akin to the skateboard design shown by GM several years ago than the E-Flex platform used in the Volt. However, like E-Flex, HySeries is designed to be flexible, allowing for alternative auxiliary power modules or even all battery power. The fuel cell could easily be replaced by an internal combustion engine laying flat under the floor, and driving a generator. When I arrived, the Edge was plugged in with a standard extension cord going to a 110V outlet. The electrical plug is on the front fender just ahead of the driver's door. The hydrogen filler is on the rear fender also on the driver's side. With the hood open the engine compartment appears almost empty, with the relatively small motor sitting low in the chamber and most of the space that is normally packed full of 3.5L V-6 empty. Mujeeb explained that this was done on purpose as a way of demonstrating how little space is taken by the electric drive-train.
The almost-empty engine compartment of the Edge
Unlike the Focus and Explorer, starting the Edge was just a matter of turning on the key, putting the shifter in drive and heading out. Because the Edge runs primarily off the battery, as long as there is some charge, there is no waiting. The fuel cell starts automatically based on the charge level, or it can be turned on manually with a switch on the dash. Ford did some work on the compressor to eliminate the whine that was present in the Focus FCV, and it shows. The only sound in the Edge was the roar of the 22" tires on the pavement. Speaking of those tires, a big chunk of the 1,000 lbs of extra this Edge carries is directly attributable to the wheels and tires.
Although the 22" rims look great, giving a very aggressive stance to the Edge, they weigh 150lbs more than the standard 18" package. Another substantial chunk of the extra mass comes from all the fiberglass that's used to cover those huge tires. Since returning the Edge from Washington a few days ago, they have been running it through a laser scanner so that they can produce a duplicate set of carbon-fiber parts to replace the fiberglass. As always, in spite of the weight, the electric drive provides good acceleration thanks to the constant torque of the electric motors and quick juice provided by the lithium batteries. The CUV's handling feels heavy, because it is, but otherwise feels normal.
The Edge has what Mujeeb referred to as "pedal off" regenerative braking. When you lift off the accelerator, the regen kicks in until you hit the brakes, and then disables. The brake system is the standard Edge setup with hydraulic brakes, and ABS, traction and stability control. Although this doesn't maximize the amount of regen available, it does eliminate the problem of blending regen with friction braking. Getting smooth, transparent blending of friction and regenerative braking is very difficult and requires an electro-hydraulic brake system, which adds a lot cost and potential failure modes. Since the Edge doesn't need this, the braking feels perfectly normal, with no sudden changes as it transitions from regen to friction braking.
Unlike the Prius, this Edge will not get stranded on a slick slope when the electric power is cut to zero, thanks to the standard brake and engine traction control system. In those instances when even a full function traction control system can't get you going, a TCS disable switch in the roof console allows the driver to turn the system off. The regenerative braking also allows for some driver input, via a switch on the console that controls the amount of regen that is used. Switching to Max Regen mode doubles the amount of energy that goes back to the battery and the amount of "engine braking" you get when you lift off the accelerator.
The glowing plug socket on the Edge
The only unusual part of the drive was sitting at a red light on Michigan Avenue in Dearborn,and looking over to see a woman sitting in the car beside me, gaping open open mouthed and pointing at glowing plug socket on the fender. When the Edge is plugged in a LED ring around the socket glows blue indicating the battery is charging. It turns out that when you turn the headlights the charging light also comes on. So the combination of the highly reflective side graphics, big wheels and fenders and unusual lighting draws some attention. Overall, the driving experience was pretty much, one of driving a totally silent Ford Edge carrying a full load of cargo.
A quick video walk-around of the HySeries Edge
Back at the garage, the discussion turned to batteries. The Edge currently has a lithium ion battery pack installed, with cylindrical cells that were supplied by Saft. Saft is now partnering with Johnson Controls and is one the suppliers already contracted by GM to provide batteries for the plug-in Vue program. The cells are specifically designed for high-load automotive applications. Also sitting in the garage were three other batteries. One was a nickel metal hydride pack using the same type of Cobasys cells used in the current production Saturn Vue Green Line although there are more of them. Unfortunately this setup won't be practical for production, being heavier than the lithium packs and only providing six miles of range.
There was also another lithium ion pack with cells from another supplier that had already been assembled and was being prepared for testing. Finally, there was an individual lithium polymer cell that was being tested but not yet assembled into a pack for installation on the vehicle. These and other battery technologies are or will be benchmarked in the coming months, and the most promising technologies will be installed in vehicles. Ford is also working on higher pressure hydrogen storage that can double the range, and as the control strategy is optimized, it will also help stretch the time between plug-ins or fill-ups. The Edge already has over 1,000 road miles on it since being completed at the end of November and based on the battery developments and test data more vehicles may be built. At the Detroit Auto Show, the combination of the huge buzz over the Chevy Volt and the unfortunate styling of the Airstream, caused Ford to be totally overshadowed in this area. However, now that I've driven the HySeries Edge, and seen what Ford is working on in the lab, it seems that Ford is at least on a par with where GM is right now. Ford is definitely not sitting on their hands and in spite of the financial difficulties down the road at the Glass House, is working diligently on the future of transportation.
Remember, if you're in the Chicago area next week you can see the Edge in person at the Auto Show.
Reader Comments (Page 1 of 1)
Chris M 11:28PM (2/05/2007)
Like GM, Ford appears to be relegating the hydrogen fuel cell for use as an optional range extender, with most of the drive power provided by much cheaper grid electricity.
I suspect most people would instead choose the "petrol engine range extender", as it would cost less, and have no need to search for scarce hydrogen filling stations.
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jeff 8:51AM (2/06/2007)
#1- There's no doubt that if a vehicle were to be produced right now, a "petrol engine range extender" would be more practical and more readily accepted, but this is a prototype that's exploring various possibilities. I'm even of the camp that says hydrogen is not the wave of the future, but I think its great that Ford is still working on the technology, and going about it in the most interesting and most practical way.
I'd say Ford is more than on par with GM in this area. Regardless of the choice of APU, hydrogen vs ICE, Ford put out a concept/prototype that actually drives while the Volt apparently relies on batteries that haven't been developed yet and can't do anymore than drive itself onto a platform. I think GM shoulda given us a concept using available technology. Even if it wouldn't have had as stellar range numbers, we'd at least maybe be able to hear about how it drives, and they could tell us this could be on the road a lot sooner. Meanwhile, Ford's got something that's already working, and they've shown it to us.
Only problem is the $2 million price tag.
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Tim 10:24AM (2/06/2007)
I too am no fan of Hydrogen for anything automotive but perhaps adding small amounts to the air intake to enhance the combustion of other fuels such as Biodiesel. Hydrogen is a great industrial gas for specific vertical uses like manufacturing glass fiber optics.
The real key here is having range extender OPTIONS. GM has had more practical experience with EVs than Ford. It's a horse race and we'll see which horse has more heart. Competition is a very good thing!!
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brian mccartan 1:44AM (2/07/2007)
I am so angry at those of you who are responding that hydrogen is not a viable option for auto use long term. It is the only, zero emision solution that doesn't use "grid power" to support itself. If you are using "grid power" to charge the batteries and a "petrol engine" range extender, you might as well drive a GM Hummer with the air on and the windows open. Shame on you! Think! Coal burning electric generation plants cause more green house gases than the automotive industry. That makes your "grid power" thus creating much higher usage. And if your using a "petrol engine" for range extension, your doing more damage. It is wonderful that Ford is using the hydrogen option with the batteries. It is a start at reduction of green house gases in part. Thank you Ford! With that said, Honda and others are going one further. Developement has been done on self sustaining systems with zero emissions. Long story short. Solar panel on garage roof. Tank of water in garage. Electrolysis. Hydrogen. Fill car. No emisions. Think big! It's being done. And don't let the Republicans tell you that ethanol is the answer. Less mileage. Still emits greenhouse gases. Costs more. In the words of Bill Ford, "The Holy Grail is hydrogen". If your not on board, get out of the way!!!!!!!!!!!!Don't slow us down.
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jdonald 6:34PM (4/04/2007)
Before You go shame'ing some one for looking at alternatives. and before you fall in love with Hydrogen as a fuel be aware that unless the Hydrogen is generated "Green" that is to say "the oxygen that is generated at the same time as the Hydrogen is released int0 the atmosphere"
The end result of burning Hydrogen is the depletion of oxygen in the atmosphere (it become intrapped intothe water molecule, H2O) and on a large scale it will happen in a very short order. I for one can deal with warmer weather but I can not deal with less oxygen in the atmosphere.
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Chris M 8:59PM (4/04/2007)
Sounds like Mccartan has fallen for the hydrogen hype. That's ok, I used to think H2 was really nifty, until I found out all the problems involved, and that there are better cheaper alternatives.
Which is more efficient - electrolysis and H2 fuel cells, or batteries? Electrolysis is 60% efficient, fuel cells 50%, compression for storage is 75%, overall 22%. Contrast that with 85% efficiency for charger and battery. Does it make sense to throw away 78% of your electrical power? Solar electricity is wonderfully clean, but is far too expensive to casually discard most of the electricity produced.
The US gets only 50% of it's power from burning coal, and the percentage is dropping as more clean renewable sources come online. Grid connected solar can reduce the use of coal, but only if electricity isn't wasted.
What about transportation and storage? The Grid wins hands down, over 95% efficient, but compressing H2 takes a quarter of the energy contained, and liquification takes a third of the energy contained, it takes power to pump H2 through a pipeline, and shipping by truck... is absurd.
Costs? Fuel cells are very expensive, with special membranes and platinum catalysts - costs far more than LiIon batteries. High pressure carbon fiber H2 tanks and liquid H2 dewar flasks are both very expensive. H2 is expensive to produce and store, costing more per mile than gasoline. Electricity cost per mile is 1/4th the cost of gasoline. If we want to persuade Joe Q Public to give up fossil fuel cars and "drive green", we need to offer a cheaper better alternative. Electricity offers that, H2 doesn't. No wonder both GM and Ford are now planning for a predominately battery electric future, even in their "H2 FC" cars.
Hey, I haven't even mentioned the safety issues, or the leak problems, or the bulkyness of H2, or the infrastructure costs. But I think you'll get the message.
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