ESCAPE HYBRID DEVELOPMENT WORK HAS NO LABORATORY BOUNDARIES

Ford engineers are spending time these days furthering development of the new hybrid-powered Escape. But don’t look for them in the laboratory.

Instead, the development engineers can be found in the woods, on the trail or in cold, wintry environments – where sport-utility vehicles excel. During this prove-out phase of development, the Escape Hybrid hybrid-electric vehicle is being put through its paces to ensure that, while providing fuel economy of nearly 40 miles per gallon, it is a no-compromise member of Ford’s "No Boundaries" SUV lineup.

"We’re taking it through the same rigorous tests we use for our traditional trucks and SUVs," says Prabhakar Patil, chief engineer for the Escape Hybrid. "It will offer the same functionality and performance as the base product. We are ensuring that the Hybrid's unique regenerative braking system delivers the same functionality and feel that have made Escape’s brakes best in their class."

The Escape Hybrid saves fuel by recovering energy while braking, using its electric generator and traditional hydraulic brakes together to provide the braking force requested by the driver. The vehicle’s advanced braking technology is the subject of 51 patent disclosures.

"Consistent and linear braking response is especially important on snow-covered roads," Patil explains. "We have created a new series of testing procedures to provide the best possible pedal feel and to make sure that our anti-lock braking system works as designed."

When the driver applies the brake pedal, the Escape Hybrid’s brake controller immediately determines the potential for the transaxle to provide braking force and to generate electricity to store for acceleration at a later time. It uses this generator-supplied braking force to its limit, with traditional hydro-mechanical brakes providing the rest of the braking force as needed.

No Compromises, No Boundaries

When the Ford Escape Hybrid goes on sale in 2003, it not only will be the most fuel-efficient SUV, but it also will be the most practical hybrid vehicle ever built.

The Escape Hybrid will deliver nearly 40 miles per gallon (less than 6L/100km) in city driving and achieve certification under California’s Super Ultra Low Emission Vehicle (SULEV) and Partial Zero Emission Vehicle (PZEV) emissions standards. It also will meet Stage IV emissions requirements in Europe before they become mandatory in the 2005 model year.

The fuel economy and emissions gains come without compromising any performance. The Escape Hybrid is designed to provide the same acceleration and functionality as its 200-horsepower V-6 cousin. Four-wheel drive will be available, and the Escape Hybrid will have comparable ground clearance and cargo capacity.

The Hybrid Principle

Hybrid vehicles use smaller power sources that easily meet the cruising needs of the vehicle, while relying on other assistance – such as an electric motor or a hydraulic system – to provide the extra power necessary for acceleration and hill climbs. The result is better overall efficiency, without a performance penalty.

Significant fuel savings in stop-and-go driving can be realized when hybrid vehicles, such as the Escape Hybrid, are designed to recover energy during braking. In traditional vehicles, the energy used to accelerate the car is lost as heat when the driver applies the brakes. Hybrids, on the other hand, can be engineered to recover a substantial portion of what would otherwise be "lost energy" and store it temporarily for use while accelerating again.

The Hybrid Drivetrain

Core to the Escape Hybrid’s drivetrain is its hybrid transaxle. The transaxle incorporates technology developed by Volvo and Aisin AW, a supplier of advanced transmissions. Packaged as a single unit, it houses a 65-kW permanent-magnet electric motor, a 28-kW generator, an electronic controller and a planetary gear set that directs power among the engine, electric motor, generator, and the drive wheels.

Escape Hybrid's four-cylinder gasoline engine is an Atkinson-cycle variant of the base vehicle’s Zetec engine. The Hybrid’s engine is more efficient than the traditional four-stroke powerplant, improving fuel economy by approximately 10 percent on the highway. In stop-and-go driving, when the hybrid system is most effective, fuel economy is nearly double that of the V-6 Escape.

A 300-volt nickel-metal-hydride battery pack located beneath the rear load floor stores energy recovered during braking and powers the electric motor. Since the battery is charged while braking and cruising, the Escape Hybrid does not need to be "plugged-in" like battery-electric vehicles.

The planetary gear set can vary the distribution of power among the gasoline engine, electric motor, generator and the vehicle’s wheels. Because of this capability, the vehicle can run on the gasoline engine, the electric motor or both – depending on the driving situation.

When the driver calls for maximum acceleration, the gasoline engine and the electric motor team in parallel, providing the launch performance of a powerful V-6 engine. In less demanding situations, the Escape Hybrid can run on its electric motor alone, its gasoline engine alone or the most efficient combination of the two.

While cruising on the highway, for example, the gasoline engine is used. But for low-speed driving, such as bumper-to-bumper traffic, the electric motor is the sole power source and can propel the vehicle without the assistance of the gasoline engine.

An additional benefit of the planetary gear set is that the electric motor can be used to start the gasoline engine in less than 0.2 seconds. This allows the vehicle’s electronics to automatically shut down the engine while it is coasting or stopped, saving the fuel that would otherwise be lost while idling.

An electric power steering assist system remains functional even when the engine shuts down and provides greater efficiency than traditional hydraulic systems.

Consumer information regarding the Escape Hybrid can be found at www.hybridford.com.