Filed under: EV/Plug-in, Hybrid, Hydrogen, AutoblogGreen Exclusive
Technical analysis of the HySeries Ford Edge
Click on the image for a high-res image gallery of the HySeries Edge
Last week Ford unveiled an experimental version of the Edge CUV powered by the HySeries drive-train that they first showed in the Airstream concept at the recent North American International Auto Show. This is a plug-in series hybrid setup that uses a hydrogen fuel cell as an auxiliary power unit to charge the battery on the go. There is a hydrogen storage tank mounted longitudinally down the center of the vehicle. Under the driver side of the floor lies a lithium ion battery back with a peak output of 130kW. On the opposite side is a Ballard fuel cell stack that generates electricity to charge the battery.
This Edge drives all four wheels via a pair of 65kW electric motors mounted at each axle. Unlike the previous Focus FCV which was a parallel hybrid and used the fuel cell as the primary power source to the motor, the Edge drives the motors from the battery. The previous configuration sent power directly from the fuel cell to the motor and used a NiMH battery to provide extra power for acceleration. As a result a larger fuel cell was required and it had to work harder. Since the LiIon battery can provide power on demand more quickly, it becomes the primary power source, and a smaller fuel cell works mainly to keep the battery charged when it gets low. The result is that a smaller, less expensive stack can be used, because it doesn't need the peak power output to keep the battery topped up.
Gallery: HySeries Edge
Continue reading after the jump
A direct comparison of the Edge specs with those of the Chevy Volt concept, at first glance, appears to show the Edge lacking. However, this isn't an entirely fair comparison. The Edge has a nominal range of approximately 225 miles based on a charged battery and a full 4.5kg hydrogen tank, although Ford says that they have seen a range as much as 400 miles in testing. By comparison, the Volt is claimed to have a range of up to 640 miles. Similarly, the Edge has a range of 25 miles on battery power, while the Volt can go 40 miles. The Edge uses a pair of 65kW motors for a total of 130kW, the same output as the single motor on the Volt. The batteries in both vehicles have a peak output of 130kW as well.
The Edge battery itself, is a 45 A-hr cylindrical lithium ion cell, although the supplier has not been disclosed. According to Ford they have built additional battery packs with different technologies than the one currently installed and they are currently benchmarking them. The new smaller fuel cell stack is designed to start and run at temperatures down to -15C and is being tested down to -25C. The cell has also been "heat integrated" with all the components in a single package. This helps to improve the staying time when parked outside in cold temperatures.
So why the difference in range? The Volt is about the same size as a Chevy Cobalt and weighs in at about 3,100 lbs. The Edge is a substantially larger cross-over utility vehicle and the standard production AWD model weighs in at almost 4,300 lbs, while this hybrid version comes in at almost 5,400 lbs. When you mix the same power and battery capacity with almost seventy-five percent more mass, it's definitely going to cut into your range. Unfortunately, even with all of the technological advances made in the last century, Newton's laws of motion still apply. Right now Ford is working on second HySeries Edge, that will be focused on reducing the weight and improving the fuel consumption and range.
The vehicle uses the standard Edge front suspension, but a new rear sub-frame was fabricated to support the rear electric motor. The Edge does have regenerative braking to help improve the range. At the moment, this is just a technology demonstrator, to help Ford evaluate the practicality of the HySeries drive system. Based on the data Ford collects with the first two vehicles, they will decide whether to proceed with a larger test fleet.
Like the GM E-Flex platform that underpins the Volt, Ford intends for the HySeries platform to be flexible, allowing for alternative power-units to be used in place of the fuel cell. They say it can use an internal combustion engine, although the packaging of this vehicle seems less conducive to this alternative then the E-Flex setup. The use of a higher pressure hydrogen tank can increase the fuel cell range from 200 to more than 300 miles. The battery can be charged by plugging the vehicle into either a 110V or 220V outlet.
Cue Press Release...
HySERIES DRIVE PLUG-IN HYBRID POWERTRAIN
How It Works
The Ford Edge with HySeries Drive TMis a battery powered plug-in hybrid with a fuel cell that operates as an on-board charger. The vehicle operates in "battery only" mode for the first 25 miles at speeds up to 85 miles per hour. When the battery is depleted to approximately 40%, the fuel cell auxiliary power unit (APU) automatically starts up and recharges the battery, giving the vehicle an additional 200 miles of range. The range can be increased to more than 300 miles with a high pressure tank. The fuel cell's sole function is to recharge the vehicle's lithium ion battery pack as needed, allowing this break-through technology to work like a portable generator, instead of an engine, as had been the case in previous fuel cell powered vehicles.
The vehicle is equipped with electrical charging and hydrogen fueling ports on the driver side of the vehicle, in the front and rear. The high voltage battery can be conveniently charged overnight from home or at work on either a 110 or 220 volt outlet. The hydrogen fuel tank holds 4.5 kg of hydrogen and takes about five minutes to fill. This is a zero emissions vehicle and when the fuel cell is operating, only water vapour is emitted through the exhaust system. This advanced powertrain delivers an EPA combined city / highway fuel economy equivalent of 41 miles per gallon.
The architecture is fully flexible and adaptable to other power sources, which allows for flexibility during fuel cell development and hydrogen infrastructure expansion. The benefit of this design is that it allows the flexibility to swap out the fuel cell for a small combustion engine to recharge the lithium ion battery pack.
65kW Electric Drive
Fuel Cell (APU)
Hydrogen Tank
130kW (336 Volt)
Lithium-Ion Battery
65kW Electric Drive
Features
Hydrogen Port • Overnight Home Recharging (110 / 220 VAC)
• 25 Mile Range on Li-Ion Battery
• Zero Emission Hydrogen Fuel Cell APU
• 225 Mile Combined Range with Battery / Fuel Cell
• Uncompromised Interior Package
• Electric AWD
Electricity Port
Overall Vehicle
Fuel Cell: 35kW Fuel Cell
Motor: 130 kW Dual Electric Drives
Hybrid Battery: 130 kW Li-Ion
Hydrogen Storage: 350 bar, 4.5kg H2
Weight: 2450kg
Seating: 5 Passenger
Range: 225 mi
EPA Fuel Economy: 41mpg
Reader Comments (Page 1 of 1)
Henry 8:18AM (2/01/2007)
Holy smokes according to California Government hydrogen cars suck.
http://www.arb.ca.gov/msprog/zevprog/symposium/presentations/brooks.pdf
On page 23 - the million dollar fuel cell prototype doesn't even match the CNG Prius in energy consumption.
For more info on this car go to http://www.greencarcongress.com/2006/03/bifuel_prius_ii.html
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Tim 9:33AM (2/01/2007)
THE POINT is that both Ford’s HySeries Drive and GM’s E-Flex serve to demonstrate that both companies believe that the flexible (serial) architecture of an electric car with multiple range extender power unit options is ultimately the most efficient power systems to design, produce, and service. I agree.
THE DIFFERENCE is that Ford is not using a lame "battery technology not quite ready" excuse to stall the project. It's a competitive and rapidly evolving world out there and this is a very good thing for consumers. I’m not convinced that GM has NOT learned the lessons of the past… You snooze, you loose!! GM had better take what they have and produce something with E-Flex quickly!! Improvements in the “battery” and other technologies can be utilized later as they present themselves. GM can always offer an optional “battery upgrade” later to those who want it… for a price.
THE BOTTOM LINE is that GM has cried WOLF far more often that Ford. If GM is waiting for the “perfect” battery, they (and we) will be waiting FOREVER, or at least as long as they remain in business. IT MAKES ME VERY SAD. I own 4 GM vehicles and have loved them. They are getting older now and when it’s time to upgrade, I’ll buy serial PHEV-40s. I hope they are Biodiesel E-Flex!!!
Proof other than the EV1 - GM’s 1969 Opel Stirlec1 prototype serial EV was equipped with a Stirling engine and got 84 miles to the gallon! You don’t have to believe me you can see it for yourself. See http://econogics.com/ev/stirlec1.jpg
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Henry 10:27AM (2/01/2007)
Tim,
About that Series thing. Why didn't Toyota use Series Hybrid? Did GM have a patent on it since 1969?
The power source is also important because if Ford waits for the Hydrogen infrastructure then it may be waiting longer then GM's perfect battery.
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Henry 10:31AM (2/01/2007)
Typo Mike,
Its 41 mpKG not mpg. Its hydrogen not plutonium.
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Tim 10:40AM (2/01/2007)
End of the Road for Hydrogen!!! http://www.evworld.com/view.cfm?page=news&newsid=14094
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Tim 10:58AM (2/01/2007)
Henry- Both series and parallel have advantages and disadvantages. Do a Yahoo search and start reading. GM screwed-up by killing the EV-1 and they have said so. E-Flex is designed to address the shortcomings of the EV-1 project. Limited range and customer fear of being stuck in the middle of nowhere are just 2 problems with the EV-1.
Toyota used parallel because they were only concerned about gas mileage and parallel requires a smaller, less complex battery but at the cost of mechanical complexity. Public outcry for EV as in PHEV is becoming intense and series best suits that niche. It was a technology/timing problem that they will no doubt rectify in future models and energy storage technologies rapidly progress.
V2G electric http://en.wikipedia.org/wiki/Vehicle_to_grid or V2H (Vehicle to Home Backup) is where we are going. It seems that many manufacturers have grabbed the E-Flex football and are running with it. I love to watch an exciting ball game, don’t you?
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Henry 12:28PM (2/01/2007)
From a mass market perspective I see Toyota Hybrids working much better then Series Hybrids.
Consider the owner who buys a rechargeable car must have a rechargeable location - limiting many current car owner who park in underground parking lots and on the street. These people will have problems and major inconveniences in trying to recharge their car especially if it needs to be done every night.
Owners with indoor garages or driveways will have it easier in recharging their car. These users typically have more then one car in the household many of which will opt for a 100% electric car with 200 + mile range instead of opting for a 30 mile series hybrid ( before burning gas). These customers may opt for the 100% electric such as which Subaru, Mitsubishi and Phoenix Motorcars are putting on the market within 2 years.
Therefore although Series hybrid will fit in the market they will be competing with some tough competition.
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Henry 12:55PM (2/01/2007)
Actually my analysis was incomplete.
2 - 5 years from now we should have many 10 minute recharge sites in the US. Also, batteries will be more powerful and therefore the ICE part of the Series Hybrid will be much smaller and efficient. Therefore, even owners without a personal recharging outlet will be inclined to using Series Hybrids. Series Hybrids therefore may be the best option under these circumstances.
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Tim 1:50PM (2/01/2007)
Henry- Different strokes for different folks.
Series PHEVs are electric cars that can be recharged on the run to extend their range if necessary. They need large powerful batteries and/or ultra capacitors and will work well in V2G or V2H because of their large electric storage capacity.
Parallel hybrids are Internal Combustion Engine (ICE) cars with small electric motors and batteries/ultra capacitors to capture braking energy which can be used to assist or replace the ICE during acceleration or at slow speeds. Parallel hybrids can’t run on pure electricity at highway speeds because of their small electric motors and limited battery capacity.
A Parallel Hybrid doubles the mileage of a plain ICE. A series PHEV-40 with a range extender engine doubles the range of a Parallel Hybrid for trips within 75 miles which is more that the normal commute. Plus PHEV-40s are better than Electric Cars because you don’t have to worry about getting stuck somewhere with dead batteries and you can use the onboard generator for other things. If your commute is less than 40 miles, you will rarely buy fuel except for those occasional long trips or when the power is out after a storm.
As for me, I don’t have a garage. I'll happily run an extension cord from my house to my car and plug it in when I get home every night. When that becomes a pain, I'll bury a line and install a retractable power cable reel on a post with a little "roof" on it. Why? Equivalent cost: $.25-.50/gal for electricity off peak/peak makes it worth the minute it will take for me to plug it in.
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Henry 3:50PM (2/01/2007)
Thanks for that info Tim.
Wondering how the parallel hybrid does under towing situations under low speeds. Does this cause major damage to the electric engine or is there a way to activate the ICE to help the tow or heavy load?
What if you are in -40 F weather, start your car no problem and then get up to speed on highway - will this sudden power requirement from the ICE cause problems since it never warmed up?
This electric car is a beauty.
http://www.youtube.com/watch?v=YjAsh_S8FKE
http://www.youtube.com/watch?v=iv4ghO8mLEA
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Don M 4:03PM (2/01/2007)
Ford thinks Hydrogen - Japan not so much.
100000 tons/year of natural gas from you don't want to know where.
http://www.greencarcongress.com/2007/02/japanese_compan.html#more
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Henry 5:23PM (2/01/2007)
Tim - what was Toyota thinking? Seems that Prius problem I've been arguing over with Mike and Sam is even on their high end Hybrids.
http://www.hybridcars.com/forums/towing-capacity-t344.html
And Ford just follows the horror.
Their 30000$ Hybrid Escape SUV tows only 1000 pounds. Their non-hybrid v6 tows 3500 pounds.
What a rip-off! Series is definitely the only choice for Hybrid SUVs.
Same for the Saturn Vue - 1500 towing capacity and horrible MPG for a hybrid.
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Tim 5:37PM (2/01/2007)
Henry- Your welcome! Anytime a parallel hybrid needs additional power at slow speeds as when towing or during rapid acceleration, the ICE will start and provide that power. GM calls this a Two-Mode hybrid. http://www.gm.com/company/gmability/adv_tech/300_hybrids/fact_suvs_fullsize.html
Two-Mode Hybrids are not to be confused with Light Hybrids which basically just shut-off the ICE when the vehicle is at a stoplight, then has to start it again when the stop light changes. Starting and stopping the engine sounds good but it too wastes fuel although not as much as idling and requires more robust advanced starters. I’m focusing on GM here because they are (arguably) still the world’s largest auto manufacturer.
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Superfly 6:54AM (2/02/2007)
Tim,
That was an interesting article on CNG and Hydrogen. What happens to the 2.6 KG of CNG unused for the Fuel Cell?
Any comparisons of other fuels that can be used by an ICE or transformed into Hydrogen?
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Tim 12:09PM (2/02/2007)
Superfly- Here is some more info on Hydrogen. . Currently H2 tech is not feasible. Here's why.... http://www.oilcrash.com/articles/h_scam.htm In fact, H2 is one of the worst known green house gases. http://www.ozone-depletion.com/ Even Al Gore is worried about having explosive gasses like LNG or H2 stored near juicy terror targets. http://www.timrileylaw.com/LNG.htm
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Tim 12:12PM (2/02/2007)
And some more http://www.physorg.com/news85074285.html
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Superfly 1:55PM (2/02/2007)
Tim,
You seem to be against LNG but how about CNG?
Your ozone-depletion link is broken or gone.
I don't see how hydrogen will cause the destruction of the ozone layer or raise greenhouse gases.
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Casey 2:15PM (2/02/2007)
I'm very excited about this vehicle. The Edge is a really good looking vehicle by itself, but the promise of EV-ness is very enticing. I've been chomping at the bit for Tesla Motors to get farther along and offer the Whitestar. I've been the owner of 3 Ford Escapes and absolutely love them. A series hybrid Edge would definitely be my next car if/when they produce it.
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Tim 2:43PM (2/02/2007)
Superfly- Sorry about the link. I am against fossil fuels in ANY form. If we must use them, (and I know that we must for now) then we should at the very least be good stewards and use them as efficiently as possible. That way, maybe we can slow climate change down a little or even stall the “tipping point” until renewable sources can take the place of fossils in the energy stream. Hydrogen is simply an inefficient, dangerous and expensive way to store electricity for an electric car.
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Sergio A 4:11PM (2/04/2007)
Whats happening to Ford???
http://blog.wired.com/cars/2007/02/january_sales_n.html#comments
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