Science.gov

Sample records for fuel economy

  1. Predicting Individual Fuel Economy

    SciTech Connect

    Lin, Zhenhong; Greene, David L

    2011-01-01

    To make informed decisions about travel and vehicle purchase, consumers need unbiased and accurate information of the fuel economy they will actually obtain. In the past, the EPA fuel economy estimates based on its 1984 rules have been widely criticized for overestimating on-road fuel economy. In 2008, EPA adopted a new estimation rule. This study compares the usefulness of the EPA's 1984 and 2008 estimates based on their prediction bias and accuracy and attempts to improve the prediction of on-road fuel economies based on consumer and vehicle attributes. We examine the usefulness of the EPA fuel economy estimates using a large sample of self-reported on-road fuel economy data and develop an Individualized Model for more accurately predicting an individual driver's on-road fuel economy based on easily determined vehicle and driver attributes. Accuracy rather than bias appears to have limited the usefulness of the EPA 1984 estimates in predicting on-road MPG. The EPA 2008 estimates appear to be equally inaccurate and substantially more biased relative to the self-reported data. Furthermore, the 2008 estimates exhibit an underestimation bias that increases with increasing fuel economy, suggesting that the new numbers will tend to underestimate the real-world benefits of fuel economy and emissions standards. By including several simple driver and vehicle attributes, the Individualized Model reduces the unexplained variance by over 55% and the standard error by 33% based on an independent test sample. The additional explanatory variables can be easily provided by the individuals.

  2. Research fuels local economies

    SciTech Connect

    Bosisio, M. )

    1990-04-01

    Research from US DOA-Agricultural Research Service (ARS) has resulted in a number of new products, alternative crops, and an increase in planted acreage of crops due to pest control by pheromones. Superslurper, produced from cornstarch, was found to absorb 1400 times its weight in moisture. This material is being used in fuel filters to remove water in fuel tanks and pumps. There is a growing market for these filters; superslurpers also are used in body powders, diapers, absorbent soft goods, batteries, soil additives, and in medical and recreational coldpacks. Local economies have benefited as a direct result of ARS efforts.

  3. Fuel economy of hydrogen fuel cell vehicles

    NASA Astrophysics Data System (ADS)

    Ahluwalia, Rajesh K.; Wang, X.; Rousseau, A.; Kumar, R.

    On the basis of on-road energy consumption, fuel economy (FE) of hydrogen fuel cell light-duty vehicles is projected to be 2.5-2.7 times the fuel economy of the conventional gasoline internal combustion engine vehicles (ICEV) on the same platforms. Even with a less efficient but higher power density 0.6 V per cell than the base case 0.7 V per cell at the rated power point, the hydrogen fuel cell vehicles are projected to offer essentially the same fuel economy multiplier. The key to obtaining high fuel economy as measured on standardized urban and highway drive schedules lies in maintaining high efficiency of the fuel cell (FC) system at low loads. To achieve this, besides a high performance fuel cell stack, low parasitic losses in the air management system (i.e., turndown and part load efficiencies of the compressor-expander module) are critical.

  4. Model Year 2013 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2012-12-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

  5. Model Year 2012 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2011-11-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

  6. Model Year 2011 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2010-11-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

  7. Fueling the Green Economy

    ERIC Educational Resources Information Center

    Elder, James

    2009-01-01

    The Obama administration, along with many others, has placed a high priority on accelerating the nation's transition to a cleaner, greener economy. Transforming the nation's economic, energy, and environmental systems to become more sustainable will require a level of expertise, innovation, and cooperation unseen since the 1940s war effort. Public…

  8. Model Year 2016 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2015-11-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

  9. Model Year 2007 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2007-10-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

  10. Model Year 2006 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2005-11-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

  11. Model Year 2008 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2007-10-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

  12. Model Year 2005 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2004-11-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

  13. Model Year 2010 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2009-10-14

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

  14. Model Year 2009 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2008-10-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

  15. Model Year 2014 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2013-12-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

  16. Model Year 2015 Fuel Economy Guide: EPA Fuel Economy Estimates

    SciTech Connect

    2014-12-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

  17. 49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ...)(1) of this section for which a fuel economy value approved under 40 CFR part 600, does not exist... section for which a fuel economy value has been neither determined nor approved under 40 CFR part 600, the... subpart F of 40 CFR part 600. (c) Average fuel economy. Average fuel economy must be based upon...

  18. 49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ...)(1) of this section for which a fuel economy value approved under 40 CFR part 600, does not exist... section for which a fuel economy value has been neither determined nor approved under 40 CFR part 600, the... subpart F of 40 CFR part 600. (c) Average fuel economy. Average fuel economy must be based upon...

  19. 49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ...)(1) of this section for which a fuel economy value approved under 40 CFR part 600, does not exist... section for which a fuel economy value has been neither determined nor approved under 40 CFR part 600, the... subpart F of 40 CFR part 600. (c) Average fuel economy. Average fuel economy must be based upon...

  20. 49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ...)(1) of this section for which a fuel economy value approved under 40 CFR part 600, does not exist... section for which a fuel economy value has been neither determined nor approved under 40 CFR part 600, the... subpart F of 40 CFR part 600. (c) Average fuel economy. Average fuel economy must be based upon...

  1. Additive effects on lubricant fuel economy

    SciTech Connect

    Kennedy, S.; Moore, L.D.

    1987-01-01

    Bench and engine tests were used to determine the effects of typical lubricating oil components on the fuel economy performance of energy conserving oils. The bench studies identified negative fuel economy effects of zinc dialkyldithiophosphates and positive effects of overbased sulfonates. The Sequence VI dynamometer test quantified viscometric influences on fuel economy; results indicated that SAE 5W-30 oils are not always more fuel efficient than 10W-30 analogs, and that viscosity index improver type has a large impact on fuel economy. These effects were integrated with additive effects on other formulation criteria to design an overall system.

  2. Automobile Fuel Economy and Traffic Congestion

    NASA Astrophysics Data System (ADS)

    An, Feng

    An analytical model for automobile fuel consumption based on vehicle parameters and traffic characteristics is developed in this thesis. This model is based on two approximations: (1) an engine map approximation, and (2) a tractive energy approximation. This model is the first comprehensive attempt to predict fuel economy without having to go through a second-by-second measurements, simulation or a regression procedure. A computer spreadsheet program based on this model has been created. It can be used to calculate the fuel economy of any motor vehicle in any driving pattern, based on public-available vehicle parameters, with absolute error typically less than +/-5%. Several applications of this model are presented: (1) calculating the fuel economy of motor vehicles in 7 different driving cycles, (2) determining the relationship between fuel economy and vehicle average velocity, (3) determining the vehicle optimal fuel efficiency speed, (4) discussing the effect of traffic smoothness on fuel economy, (5) discussing how driving behaviors affect fuel economy, (6) discussing the effect of highway speed limit on fuel economy, (7) discussing the maximum possible fuel economy for ordinary cars, and finally, (8) discussing the impact of vehicle parameters on fuel economy.

  3. Sipping fuel and saving lives: increasing fuel economy withoutsacrificing safety

    SciTech Connect

    Gordon, Deborah; Greene, David L.; Ross, Marc H.; Wenzel, Tom P.

    2007-06-11

    The public, automakers, and policymakers have long worried about trade-offs between increased fuel economy in motor vehicles and reduced safety. The conclusion of a broad group of experts on safety and fuel economy in the auto sector is that no trade-off is required. There are a wide variety of technologies and approaches available to advance vehicle fuel economy that have no effect on vehicle safety. Conversely, there are many technologies and approaches available to advance vehicle safety that are not detrimental to vehicle fuel economy. Congress is considering new policies to increase the fuel economy of new automobiles in order to reduce oil dependence and reduce greenhouse gas emissions. The findings reported here offer reassurance on an important dimension of that work: It is possible to significantly increase the fuel economy of motor vehicles without compromising their safety. Automobiles on the road today demonstrate that higher fuel economy and greater safety can co-exist. Some of the safest vehicles have higher fuel economy, while some of the least safe vehicles driven today--heavy, large trucks and SUVs--have the lowest fuel economy. At an October 3, 2006 workshop, leading researchers from national laboratories, academia, auto manufacturers, insurance research industry, consumer and environmental groups, material supply industries, and the federal government agreed that vehicles could be designed to simultaneously improve safety and fuel economy. The real question is not whether we can realize this goal, but the best path to get there. The experts' studies reveal important new conclusions about fuel economy and safety, including: (1) Vehicle fuel economy can be increased without affecting safety, and vice versa; (2) Reducing the weight and height of the heaviest SUVs and pickup trucks will simultaneously increase both their fuel economy and overall safety; and (3) Advanced materials can decouple size from mass, creating important new possibilities for

  4. 40 CFR 600.113-78 - Fuel economy calculations.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Fuel economy calculations. 600.113-78... FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related... economy calculations. The calculations of vehicle fuel economy values require the weighted...

  5. 40 CFR 600.113-88 - Fuel economy calculations.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel economy calculations. 600.113-88... FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1978 and Later Model Year Automobiles-Test Procedures § 600.113-88 Fuel economy calculations....

  6. 40 CFR 600.113-78 - Fuel economy calculations.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel economy calculations. 600.113-78... FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1978 and Later Model Year Automobiles-Test Procedures § 600.113-78 Fuel economy calculations....

  7. Transportation Fuels and the Hydrogen Economy

    NASA Astrophysics Data System (ADS)

    Gabbard, Alex

    2004-11-01

    An energy analysis of transportation fuels is performed for comparing automobiles and fuels currently in the marketplace as real world benchmarks projected as "hydrogen economy" requirements. Comparisons are made for ideal case average energy values at Standard Temperature and Pressure (STP) at 20°C, 1 atmosphere with no loses. "Real world" benchmarks currently in the marketplace illuminate the challenges to be met if an equivalent "hydrogen economy" is to become reality. The idea of a "hydrogen economy" is that, at some time in the future, world energy needs will be supplied in part or totally from hydrogen; in part as compared to the current "petroleum economy" that is the source of most of the world's transportation fuels and only a portion of total energy use, or hydrogen as the source of all energy consumption.

  8. Automotive fuel economy and emissions program

    NASA Technical Reports Server (NTRS)

    Dowdy, M. W.; Baisley, R. L.

    1978-01-01

    Experimental data were generated to support an assessment of the relationship between automobile fuel economy and emissions control systems. Tests were made at both the engine and vehicle levels. Detailed investigations were made on cold-start emissions devices, exhaust gas recirculation systems, and air injection reactor systems. Based on the results of engine tests, an alternative emission control system and modified control strategy were implemented and tested in the vehicle. With the same fuel economy and NOx emissions as the stock vehicle, the modified vehicle reduced HC and CO emissions by about 20 percent. By removing the NOx emissions constraint, the modified vehicle demonstrated about 12 percent better fuel economy than the stock vehicle.

  9. Economics of automobile fuel-economy standards

    SciTech Connect

    Kleit, A.N.

    1987-01-01

    Since 1978 the Federal government has mandated that new automobiles sold by major firms in the United States reach certain levels of average fuel efficiency. Corporate Average Fuel Economy (CAFE) standards can generate implicit taxes and subsidies for various types of cars. They also can have an impact on market structure, creating regulatory economies of scope. CAFE standards may also act to increase the profits of firms in the automobile industry, either by preventing competition among firms constrained by the standards or by creating profit opportunities for firms not constrained by the standards. CAFE standards are shown to have had a significant effect on the price of new cars in model years 1983 through 1986, raising the price of fuel inefficient cars and lowering the price of fuel efficient cars. The gasoline savings resulting from the imposition of higher standards are computed, as well as the welfare loss they generate. It is concluded that automobile fuel economy standards can save gasoline,but only at a large loss to the economy. An empirical model of the political support for CAFE standards is developed and tested. It is shown that support for the standards comes from the one major domestic automobile company that would benefit from higher standards, as well as from those who in general prefer regulatory solutions to the free market.

  10. 40 CFR 600.113-88 - Fuel economy calculations.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... grams/mile values for HC, CO and CO2 for both the city fuel economy test and the highway fuel economy...) Calculate the weighted grams/mile values for the city fuel economy test for HC, CO, and CO2 as specified in... fuel economy test for HC, CO, and CO2 as specified in paragraph (b) of § 86.144 of this chapter....

  11. Fuel economy screening study of advanced automotive gas turbine engines

    NASA Technical Reports Server (NTRS)

    Klann, J. L.

    1980-01-01

    Fuel economy potentials were calculated and compared among ten turbomachinery configurations. All gas turbine engines were evaluated with a continuously variable transmission in a 1978 compact car. A reference fuel economy was calculated for the car with its conventional spark ignition piston engine and three speed automatic transmission. Two promising engine/transmission combinations, using gasoline, had 55 to 60 percent gains over the reference fuel economy. Fuel economy sensitivities to engine design parameter changes were also calculated for these two combinations.

  12. 40 CFR 610.42 - Fuel economy measurement.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Fuel economy measurement. 610.42... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria General Vehicle Test Procedures § 610.42 Fuel economy measurement. (a) Fuel consumption will be measured by: (1) The carbon balance method,...

  13. 40 CFR 610.42 - Fuel economy measurement.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Fuel economy measurement. 610.42... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria General Vehicle Test Procedures § 610.42 Fuel economy measurement. (a) Fuel consumption will be measured by: (1) The carbon balance method,...

  14. 40 CFR 610.42 - Fuel economy measurement.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Fuel economy measurement. 610.42... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria General Vehicle Test Procedures § 610.42 Fuel economy measurement. (a) Fuel consumption will be measured by: (1) The carbon balance method,...

  15. 40 CFR 610.42 - Fuel economy measurement.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Fuel economy measurement. 610.42... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria General Vehicle Test Procedures § 610.42 Fuel economy measurement. (a) Fuel consumption will be measured by: (1) The carbon balance method,...

  16. 40 CFR 610.42 - Fuel economy measurement.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel economy measurement. 610.42... ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria General Vehicle Test Procedures § 610.42 Fuel economy measurement. (a) Fuel consumption will be measured by: (1) The carbon balance method,...

  17. 49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... (Continued) NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL... under paragraph (c) of this section and has been determined and approved under 40 CFR part 600, the...)(1) of this section for which a fuel economy value approved under 40 CFR part 600, does not...

  18. Potential improvements in turbofan engine fuel economy

    NASA Technical Reports Server (NTRS)

    Hines, R. W.; Gaffin, W. O.

    1976-01-01

    The method developed for initial evaluation of possible performance improvements in the NASA Aircraft Energy Efficiency Program, directed toward improving the fuel economy of turbofan engines, is outlined, and results of the evaluation of 100 candidate engine modifications are presented. The study indicates that fuel consumption improvements of as much as 5% may be possible in current JT3D, JT8D, and JT9D turbofan engines. Aerodynamic, thermodynamic, material, and structural advances are expected to yield fuel consumption improvements on the order of 10 to 15% in advanced turbofan engines, with the greatest improvement stemming from significantly higher cycle pressure ratios. Higher turbine temperature and fan bypass ratios are also expected to contribute to fuel conservation.

  19. Fuel economy and range estimates for fuel cell powered automobiles

    SciTech Connect

    Steinbugler, M.; Ogden, J.

    1996-12-31

    While a number of automotive fuel cell applications have been demonstrated, including a golf cart, buses, and a van, these systems and others that have been proposed have utilized differing configurations ranging from direct hydrogen fuel cell-only power plants to fuel cell/battery hybrids operating on reformed methanol. To date there is no clear consensus on which configuration, from among the possible combinations of fuel cell, peaking device, and fuel type, is the most likely to be successfully commercialized. System simplicity favors direct hydrogen fuel cell vehicles, but infrastructure is lacking. Infrastructure favors a system using a liquid fuel with a fuel processor, but system integration and performance issues remain. A number of studies have analyzed particular configurations on either a system or vehicle scale. The objective of this work is to estimate, within a consistent framework, fuel economies and ranges for a variety of configurations using flexible models with the goal of identifying the most promising configurations and the most important areas for further research and development.

  20. 40 CFR 1066.840 - Highway fuel economy test procedure.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... described in 40 CFR part 86, subpart S, and in 40 CFR part 600. See § 1066.801 for further information on... 40 Protection of Environment 33 2014-07-01 2014-07-01 false Highway fuel economy test procedure... Highway fuel economy test procedure. This section describes the procedure for the highway fuel...

  1. 40 CFR 600.302-08 - Fuel economy label format requirements.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Fuel economy label format requirements...) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.302-08 Fuel economy label format requirements. Examples of fuel economy labels for gasoline...

  2. 40 CFR 600.310-12 - Fuel economy label format requirements-electric vehicles.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Fuel economy label format requirements... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.310-12 Fuel economy label format requirements—electric vehicles. Fuel economy labels...

  3. 40 CFR 600.302-08 - Fuel economy label format requirements.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Fuel economy label format requirements...) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.302-08 Fuel economy label format requirements. Examples of fuel economy labels for gasoline...

  4. 40 CFR 600.114-08 - Vehicle-specific 5-cycle fuel economy calculations.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Vehicle-specific 5-cycle fuel economy... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy... fuel economy calculations. This section applies to data used for fuel economy labeling under Subpart...

  5. 49 CFR 531.5 - Fuel economy standards.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... citations affecting § 531.5 see the List of CFR Sections Affected, which appears in the Finding Aids section... 49 Transportation 6 2013-10-01 2013-10-01 false Fuel economy standards. 531.5 Section 531.5... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5...

  6. 49 CFR 531.5 - Fuel economy standards.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... citations affecting § 531.5 see the List of CFR Sections Affected which appears in the Finding Aids section... 49 Transportation 6 2011-10-01 2011-10-01 false Fuel economy standards. 531.5 Section 531.5... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5...

  7. 49 CFR 531.5 - Fuel economy standards.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... citations affecting § 531.5 see the List of CFR Sections Affected, which appears in the Finding Aids section... 49 Transportation 6 2014-10-01 2014-10-01 false Fuel economy standards. 531.5 Section 531.5... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5...

  8. 49 CFR 531.5 - Fuel economy standards.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... citations affecting § 531.5 see the List of CFR Sections Affected, which appears in the Finding Aids section... 49 Transportation 6 2012-10-01 2012-10-01 false Fuel economy standards. 531.5 Section 531.5... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5...

  9. 49 CFR 531.5 - Fuel economy standards.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... citations affecting § 531.5 see the List of CFR Sections Affected which appears in the Finding Aids section... 49 Transportation 6 2010-10-01 2010-10-01 false Fuel economy standards. 531.5 Section 531.5... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5...

  10. Assessment of California reformulated gasoline impact on vehicle fuel economy

    SciTech Connect

    Aceves, S.; Glaser, R.; Richardson, J.

    1997-01-01

    Fuel economy data contained in the 1996 California Air Resources Board (CAROB) report with respect to the introduction of California Reformulated Gasoline (CaRFG) has been examined and reanalyzed by two additional statistical methodologies. Additional data has also been analyzed by these two statistical approaches. Within the assumptions of the analysis, point estimates for the reduction in fuel economy using CaRFG as compared to conventional, non-reformulated gasoline were 2-4 %, with a 95% upper confidence bound of 6 %. Substantial variations in fuel economy are routine and inevitable due to additional factors which affect mileage, even if there is no change in fuel reformulation. This additional analysis confirms the conclusion reached by CAROB with respect to the impact of CaRFG on fuel economy.

  11. Effect of Intake Air Filter Condition on Vehicle Fuel Economy

    SciTech Connect

    Norman, Kevin M; Huff, Shean P; West, Brian H

    2009-02-01

    The U.S. Department of Energy (DOE) Office of Energy Efficiency and Renewable Energy and the U.S. Environmental Protection Agency (EPA) jointly maintain a fuel economy website (www.fueleconomy.gov), which helps fulfill their responsibility under the Energy Policy Act of 1992 to provide accurate fuel economy information [in miles per gallon (mpg)] to consumers. The site provides information on EPA fuel economy ratings for passenger cars and light trucks from 1985 to the present and other relevant information related to energy use such as alternative fuels and driving and vehicle maintenance tips. In recent years, fluctuations in the price of crude oil and corresponding fluctuations in the price of gasoline and diesel fuels have renewed interest in vehicle fuel economy in the United States. (User sessions on the fuel economy website exceeded 20 million in 2008 compared to less than 5 million in 2004 and less than 1 million in 2001.) As a result of this renewed interest and the age of some of the references cited in the tips section of the website, DOE authorized the Oak Ridge National Laboratory (ORNL) Fuels, Engines, and Emissions Research Center (FEERC) to initiate studies to validate and improve these tips. This report documents a study aimed specifically at the effect of engine air filter condition on fuel economy. The goal of this study was to explore the effects of a clogged air filter on the fuel economy of vehicles operating over prescribed test cycles. Three newer vehicles (a 2007 Buick Lucerne, a 2006 Dodge Charger, and a 2003 Toyota Camry) and an older carbureted vehicle were tested. Results show that clogging the air filter has no significant effect on the fuel economy of the newer vehicles (all fuel injected with closed-loop control and one equipped with MDS). The engine control systems were able to maintain the desired AFR regardless of intake restrictions, and therefore fuel consumption was not increased. The carbureted engine did show a decrease in

  12. 40 CFR 600.303-12 - Fuel economy label-special requirements for flexible-fuel vehicles.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Fuel economy label-special... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.303-12 Fuel economy label—special requirements for...

  13. 40 CFR 600.303-12 - Fuel economy label-special requirements for flexible-fuel vehicles.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Fuel economy label-special... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.303-12 Fuel economy label—special requirements for...

  14. 40 CFR 600.207-93 - Calculation of fuel economy values for a model type.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... economy for the base level. (7) For alcohol dual fuel automobiles and natural gas dual fuel automobiles... fuel economy values for the model type. (5) For alcohol dual fuel automobiles and natural gas dual fuel... sale in the State of California are likely to exhibit significant differences in fuel economy...

  15. 10 CFR 474.3 - Petroleum-equivalent fuel economy calculation.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 10 Energy 3 2012-01-01 2012-01-01 false Petroleum-equivalent fuel economy calculation. 474.3..., DEVELOPMENT, AND DEMONSTRATION PROGRAM; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION § 474.3 Petroleum-equivalent fuel economy calculation. (a) The petroleum-equivalent fuel economy for an electric vehicle...

  16. 10 CFR 474.3 - Petroleum-equivalent fuel economy calculation.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 10 Energy 3 2013-01-01 2013-01-01 false Petroleum-equivalent fuel economy calculation. 474.3..., DEVELOPMENT, AND DEMONSTRATION PROGRAM; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION § 474.3 Petroleum-equivalent fuel economy calculation. (a) The petroleum-equivalent fuel economy for an electric vehicle...

  17. 10 CFR 474.3 - Petroleum-equivalent fuel economy calculation.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 10 Energy 3 2011-01-01 2011-01-01 false Petroleum-equivalent fuel economy calculation. 474.3..., DEVELOPMENT, AND DEMONSTRATION PROGRAM; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION § 474.3 Petroleum-equivalent fuel economy calculation. (a) The petroleum-equivalent fuel economy for an electric vehicle...

  18. 10 CFR 474.3 - Petroleum-equivalent fuel economy calculation.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 10 Energy 3 2014-01-01 2014-01-01 false Petroleum-equivalent fuel economy calculation. 474.3..., DEVELOPMENT, AND DEMONSTRATION PROGRAM; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION § 474.3 Petroleum-equivalent fuel economy calculation. (a) The petroleum-equivalent fuel economy for an electric vehicle...

  19. 40 CFR 600.311-08 - Range of fuel economy for comparable automobiles.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Range of fuel economy for comparable... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.311-08 Range of fuel economy for comparable automobiles. (a) The Administrator...

  20. 40 CFR 600.311-08 - Range of fuel economy for comparable automobiles.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Range of fuel economy for comparable... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.311-08 Range of fuel economy for comparable automobiles. (a) The Administrator...

  1. 40 CFR 600.311-86 - Range of fuel economy for comparable automobiles.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Range of fuel economy for comparable... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.311-86 Range of fuel economy...

  2. 40 CFR Appendix II to Part 600 - Sample Fuel Economy Calculations

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Sample Fuel Economy Calculations II... FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. II Appendix II to Part 600—Sample Fuel Economy Calculations (a) This sample fuel economy calculation is applicable...

  3. 40 CFR Appendix II to Part 600 - Sample Fuel Economy Calculations

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Sample Fuel Economy Calculations II... FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. II Appendix II to Part 600—Sample Fuel Economy Calculations (a) This sample fuel economy calculation is applicable...

  4. 40 CFR Appendix II to Part 600 - Sample Fuel Economy Calculations

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Sample Fuel Economy Calculations II... FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. II Appendix II to Part 600—Sample Fuel Economy Calculations (a) This sample fuel economy calculation is applicable...

  5. 40 CFR 600.311-08 - Range of fuel economy for comparable automobiles.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Range of fuel economy for comparable... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.311-08 Range of fuel economy...

  6. 40 CFR 600.307-86 - Fuel economy label format requirements.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Fuel economy label format requirements...) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.307-86 Fuel economy label...

  7. 40 CFR Appendix II to Part 600 - Sample Fuel Economy Calculations

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Sample Fuel Economy Calculations II... FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. II Appendix II to Part 600—Sample Fuel Economy Calculations (a) This sample fuel economy calculation is applicable...

  8. 40 CFR 600.209-85 - Calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation of fuel economy values for... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Procedures for Calculating Fuel Economy Values §...

  9. 40 CFR 600.307-86 - Fuel economy label format requirements.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel economy label format requirements...) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.307-86 Fuel economy label...

  10. 40 CFR 600.209-95 - Calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation of fuel economy values for... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Procedures for Calculating Fuel Economy Values §...

  11. 40 CFR Appendix II to Part 600 - Sample Fuel Economy Calculations

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Sample Fuel Economy Calculations II... FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. II Appendix II to Part 600—Sample Fuel Economy Calculations (a) This sample fuel economy calculation is applicable...

  12. 10 CFR 474.3 - Petroleum-equivalent fuel economy calculation.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 10 Energy 3 2010-01-01 2010-01-01 false Petroleum-equivalent fuel economy calculation. 474.3..., DEVELOPMENT, AND DEMONSTRATION PROGRAM; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION § 474.3 Petroleum-equivalent fuel economy calculation. (a) The petroleum-equivalent fuel economy for an electric vehicle...

  13. 40 CFR 600.307-08 - Fuel economy label format requirements.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel economy label format requirements...) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.307-08 Fuel economy label...

  14. 40 CFR 600.510-86 - Calculation of average fuel economy.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation of average fuel economy...) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy... Trucks and Passenger Automobiles)-Procedures for Determining Manufacturer's Average Fuel Economy §...

  15. 40 CFR 600.210-08 - Calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation of fuel economy values for... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Procedures for Calculating Fuel Economy Values §...

  16. 40 CFR 600.311-08 - Range of fuel economy for comparable automobiles.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Range of fuel economy for comparable... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.311-08 Range of fuel economy...

  17. 40 CFR 600.311-86 - Range of fuel economy for comparable automobiles.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Range of fuel economy for comparable... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.311-86 Range of fuel economy...

  18. 77 FR 29751 - Agency Information Collection Activity Under OMB Review: Automotive Fuel Economy Reports

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-05-18

    ...: Automotive Fuel Economy Reports AGENCY: National Highway Traffic Safety Administration (NHTSA), Department of... average fuel economy standard for the model year for which the report is made, the actions a manufacturer... CONTACT: Kenneth R. Katz, Fuel Economy Division, Office of International Policy, Fuel Economy and...

  19. 40 CFR 600.307-95 - Fuel economy label format requirements.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel economy label format requirements...) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.307-95 Fuel economy label...

  20. Fuel Economy Through Teamwork. Energy Savings in School Transportation Publication Series. 1. Pupil Transportation and Energy Conservation. 2. Purchasing for Fuel Economy. 3. Driving for Fuel Economy. 4. Operating for Fuel Economy. 5. The Science of Saving Fuel.

    ERIC Educational Resources Information Center

    BRI Systems, Inc., Phoenix, AZ.

    This publication series of five booklets presents a summary of tips for saving energy in pupil transportation. The first booklet offers guidelines and suggestions to assist school transportation administration in achieving better fuel economy and cost management goals. The second presents purchasing tips and shows ways to use benefit cost analysis…

  1. 40 CFR 600.113-93 - Fuel economy calculations.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... CFR 86.1837-01 as applicable. The CO2 values (obtained per paragraph (a) or (b) of this section, as... hydrocarbons (HC), carbon monoxide (CO), and carbon dioxide (CO2); and, additionally for methanol-fueled... values for the city fuel economy test for HC, CO and CO2; and, additionally for...

  2. Demonstration of the fuel economy potential associated with M85-fueled vehicles

    SciTech Connect

    Hodgson, J W; Huff, S P

    1993-12-01

    A gasoline-fueled 1988 Chevrolet Corsica was converted to operate on M85 to demonstrate that the characteristics of methanol fuels can be exploited to emphasize vehicle fuel economy rather than vehicle performance. The results of the tests performed indicated fuel economy improvements of up to 21% at steady highway speeds, and almost 20% on the US Environmental Protection Agency`s federal test procedure city and highway cycles.

  3. Fuel economy measurement road test procedure. SAE standard

    SciTech Connect

    1995-06-01

    This SAE Standard incorporates driving cycles that produce fuel consumption data relating to urban, suburban, and interstate driving patterns and is intended to be used to determine the relative fuel economy among vehicles and driving patterns under warmed-up conditions on test tracks, suitable roads, or chassis dynamometers. The cycle forms the basis of a cold-start test procedure described in SAE J1256. This document provides uniform testing procedures for measuring the fuel economy of light duty vehicles (motor vehicles designed primarily for transportation of persons or property and rated at 4,500 kg (10,000 lb) or less) on suitable roads.

  4. Technology potential for automotive fuel-economy improvement

    SciTech Connect

    Price, R.

    1983-01-10

    The potential for improved automibile fuel economy as part of the California Energy Commission's transportation fuel demand forecasting effort is evaluated. Such forecasts are required by state law. Various industry and research sources are surveyed to determine the expected time frame and fuel economy impact of advanced technologies. Technical areas addressed include: automobile aerodynamics, tire rolling resistance, transmission efficiencies, vehicle weight, and engine efficiencies. Technical improvements in these areas are projected to result in the following fuel economy gains over 1980 levels: gasoline engine efficiency - 25 percent, diesel engine efficiency - 8 to 18 percent, transmission efficiency - 4 percent, weight reduction - 20 to 27 percent, aerodynamic drag reduction - 7 percent, and rolling resistance reduction - 5 percent. It is concluded that technical improvments in these areas can result in the average car achieving 45 miles per gallon by the year 2002.

  5. Motor vehicle fuel economy, the forgotten HC control stragegy?

    SciTech Connect

    Deluchi, M.; Wang, Quanlu; Greene, D.L.

    1992-06-01

    Emissions of hydrocarbons from motor vehicles are recognized as major contributors to ozone pollution in urban areas. Petroleum-based motor fuels contain volatile organic compounds (VOC) which, together with oxides of nitrogen, promote the formation of ozone in the troposphere via complex photochemical reactions. VOC emissions from the tailpipe and evaporation from the fuel and engine systems of highway vehicles are believed to account for about 40% of total VOC emissions in any region. But motor fuels also generate emissions throughout the fuel cycle, from crude oil production to refining, storage, transportation, and handling, that can make significant contributions to the total inventory of VOC emissions. Many of these sources of emissions are directly related to the quantity of fuel produced and handled throughout the fuel cycle. It is, therefore, reasonable to expect that a reduction in total fuel throughput might result in a reduction of VOC emissions. In particular, reducing vehicle fuel consumption by increasing vehicle fuel economy should reduce total fuel throughput, thereby cutting total emissions of VOCS. In this report we identify the sources of VOC emissions throughout the motor fuel cycle, quantify them to the extent possible, and describe their dependence on automobile and light truck fuel economy.

  6. 40 CFR 600.307-95 - Fuel economy label format requirements.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ..., and (insert highway fuel economy value) on the highway. (C) For alcohol dual fuel automobiles and... at least 0.25 inches (6.4 mm) wide. (2) The top 50 percent of the total fuel economy label area shall... economy estimates, in bold caps 10 points in size. (ii)(A) For gasoline-fueled, diesel-fueled,...

  7. 40 CFR 600.510-93 - Calculation of average fuel economy.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... accordance with paragraph (b)(2) of this section; or (iii) For alcohol-fueled model types, the fuel economy...) The combined model type fuel economy value for operation on alcohol fuel as determined in § 600.207(b.../million BTU. FE5. is the fuel economy while operated on 50% alcohol, 50% gasoline as determined in §...

  8. Prospects on fuel economy improvements for hydrogen powered vehicles.

    SciTech Connect

    Rousseau, A.; Wallner, T.; Pagerit, S.; Lohse-Bush, H.

    2008-01-01

    Fuel cell vehicles are the subject of extensive research and development because of their potential for high efficiency and low emissions. Because fuel cell vehicles remain expensive and the demand for hydrogen is therefore limited, very few fueling stations are being built. To try to accelerate the development of a hydrogen economy, some original equipment manufacturers (OEM) in the automotive industry have been working on a hydrogen-fueled internal combustion engine (ICE) as an intermediate step. Despite its lower cost, the hydrogen-fueled ICE offers, for a similar amount of onboard hydrogen, a lower driving range because of its lower efficiency. This paper compares the fuel economy potential of hydrogen-fueled vehicles to their conventional gasoline counterparts. To take uncertainties into account, the current and future status of both technologies were considered. Although complete data related to port fuel injection were provided from engine testing, the map for the direct-injection engine was developed from single-cylinder data. The fuel cell system data represent the status of the current technology and the goals of FreedomCAR. For both port-injected and direct-injected hydrogen engine technologies, power split and series Hybrid Electric Vehicle (HEV) configurations were considered. For the fuel cell system, only a series HEV configuration was simulated.

  9. Light-duty vehicle fuel economy improvements, 1979--1998: A consumer purchase model of corporate average fuel economy, fuel price, and income effects

    NASA Astrophysics Data System (ADS)

    Chien, David Michael

    2000-10-01

    The Energy Policy and Conservation Act of 1975, which created fuel economy standards for automobiles and light trucks, was passed by Congress in response to the rapid rise in world oil prices as a result of the 1973 oil crisis. The standards were first implemented in 1978 for automobiles and 1979 for light trucks, and began with initial standards of 18 MPG for automobiles and 17.2 MPG for light trucks. The current fuel economy standards for 1998 have been held constant at 27.5 MPG for automobiles and 20.5 MPG for light trucks since 1990--1991. While actual new automobile fuel economy has almost doubled from 14 MPG in 1974 to 27.2 MPG in 1994, it is reasonable to ask if the CAFE standards are still needed. Each year Congress attempts to pass another increase in the Corporate Average Fuel Economy (CAFE) standard and fails. Many have called for the abolition of CAFE standards citing the ineffectiveness of the standards in the past. In order to determine whether CAFE standards should be increased, held constant, or repealed, an evaluation of the effectiveness of the CAFE standards to date must be established. Because fuel prices were rising concurrently with the CAFE standards, many authors have attributed the rapid rise in new car fuel economy solely to fuel prices. The purpose of this dissertation is to re-examine the determinants of new car fuel economy via three effects: CAFE regulations, fuel price, and income effects. By measuring the marginal effects of the three fuel economy determinants upon consumers and manufacturers choices, for fuel economy, an estimate was made of the influence of each upon new fuel economy. The conclusions of this dissertation present some clear signals to policymakers: CAFE standards have been very effective in increasing fuel economy from 1979 to 1998. Furthermore, they have been the main cause of fuel economy improvement, with income being a much smaller component. Furthermore, this dissertation has suggested that fuel prices have

  10. 40 CFR 600.210-08 - Calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Calculation of fuel economy values for... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.210-08 Calculation of fuel...

  11. 40 CFR 600.210-08 - Calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Calculation of fuel economy values for... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.210-08 Calculation of fuel...

  12. 40 CFR 600.207-86 - Calculation of fuel economy values for a model type.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation of fuel economy values for... AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Procedures for Calculating Fuel...

  13. 40 CFR 600.211-08 - Sample calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Sample calculation of fuel economy... AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Procedures for Calculating Fuel...

  14. 40 CFR 600.209-95 - Calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... (B) Multiply the city model type fuel economy calculated from the tests performed using alcohol or... type fuel economy calculated from the tests performed using alcohol or natural gas test fuel as... economy calculated from the tests performed using alcohol or natural gas test fuel as determined in §...

  15. Bioremediation for Fueling the Biobased Economy.

    PubMed

    Tripathi, Vishal; Edrisi, Sheikh A; O'Donovan, Anthonia; Gupta, Vijai K; Abhilash, P C

    2016-10-01

    Increasing CO2 emission, land degradation, and pollution are major environmental challenges that need urgent global attention. Remediation strategies are essential for tackling these issues concurrently. Here we propose integrating bioremediation with CO2 sequestration for revitalizing polluted land while deriving bioproducts from renewable and waste biomass for fueling a sustainable bioeconomy.

  16. Fuel Economy of 1973 and 1974 Model Year Automobiles

    ERIC Educational Resources Information Center

    Hodges, Laurent

    1974-01-01

    Summarizes United States Environmental Protection Agency data about the fuel economy of 1973 and 1974 model year light-duty motor vehicles in a form which is suitable for use in constructing examples or problems for physics or physical science courses. (CC)

  17. Analyzing fuel systems technology for fuel economy and emissions

    SciTech Connect

    1996-09-01

    The papers in this volume describe the following fuel technologies: injection rate shaping, automated patternator, injection nozzle design, plain-jet airblast atomizer, volatile liquid flashing, demand delivery system, compound port fuel injector nozzle, disk-type gasoline injector, and IR-laser initiated combustion. Other papers discuss fuel atomization, power control of IC engines, diagnosis of working unevenness of each cylinder, air-fuel ratio excursions during load and fueling transients, and models of droplet thermodynamic and dynamic behavior. All papers have been processed separately for inclusion on the data base.

  18. 40 CFR 600.304-12 - Fuel economy label-special requirements for hydrogen fuel cell vehicles.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Fuel economy label-special requirements for hydrogen fuel cell vehicles. 600.304-12 Section 600.304-12 Protection of Environment... fuel cell vehicles. Fuel economy labels for hydrogen fuel cell vehicles must meet the...

  19. 40 CFR 600.304-12 - Fuel economy label-special requirements for hydrogen fuel cell vehicles.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Fuel economy label-special requirements for hydrogen fuel cell vehicles. 600.304-12 Section 600.304-12 Protection of Environment... fuel cell vehicles. Fuel economy labels for hydrogen fuel cell vehicles must meet the...

  20. 40 CFR 600.304-12 - Fuel economy label-special requirements for hydrogen fuel cell vehicles.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Fuel economy label-special requirements for hydrogen fuel cell vehicles. 600.304-12 Section 600.304-12 Protection of Environment... fuel cell vehicles. Fuel economy labels for hydrogen fuel cell vehicles must meet the...

  1. CleanFleet. Final report: Volume 4, fuel economy

    SciTech Connect

    1995-12-01

    Fuel economy estimates are provided for the CleanFleet vans operated for two years by FedEx in Southern California. Between one and three vehicle manufacturers (Chevrolet, Dodge, and Ford) supplied vans powered by compressed natural gas (CNG), propane gas, California Phase 2 reformulated gasoline (RFG), methanol (M-85), and unleaded gasoline as a control. Two electric G-Vans, manufactured by Conceptor Corporation, were supplied by Southern California Edison. Vehicle and engine technologies are representative of those available in early 1992. A total of 111 vans were assigned to FedEx delivery routes at five demonstration sites. The driver and route assignments were periodically rotated within each site to ensure that each vehicle would experience a range of driving conditions. Regression analysis was used to estimate the relationships between vehicle fuel economy and factors such as the number of miles driven and the number of delivery stops made each day. The energy adjusted fuel economy (distance per energy consumed) of the alternative fuel vans operating on a typical FedEx duty cycle was between 13 percent lower and 4 percent higher than that of control vans from the same manufacturer. The driving range of vans operating on liquid and gaseous alternative fuels was 1 percent to 59 percent lower than for vans operating on unleaded gasoline. The driving range of the electric G-Vans was less than 50 miles. These comparisons are affected to varying degrees by differences in engine technology used in the alterative fuel and control vehicles. Relative fuel economy results from dynamometer emissions tests were generally consistent with those obtained from FedEx operations.

  2. 40 CFR 600.510-08 - Calculation of average fuel economy.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... accordance with paragraph (b)(2) of this section; or (iii) For alcohol-fueled model types, the fuel economy... rounded to the nearest 0.1 mpg; or (v) For alcohol dual fuel model types, for model years 1993 through... § 600.208(b)(5)(i); and (B) The combined model type fuel economy value for operation on alcohol fuel...

  3. 10 CFR Appendix to Part 474 - Sample Petroleum-Equivalent Fuel Economy Calculations

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 10 Energy 3 2014-01-01 2014-01-01 false Sample Petroleum-Equivalent Fuel Economy Calculations..., DEVELOPMENT, AND DEMONSTRATION PROGRAM; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION Pt. 474, App. Appendix to Part 474—Sample Petroleum-Equivalent Fuel Economy Calculations Example 1: An electric vehicle...

  4. 10 CFR Appendix to Part 474 - Sample Petroleum-Equivalent Fuel Economy Calculations

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 10 Energy 3 2013-01-01 2013-01-01 false Sample Petroleum-Equivalent Fuel Economy Calculations..., DEVELOPMENT, AND DEMONSTRATION PROGRAM; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION Pt. 474, App. Appendix to Part 474—Sample Petroleum-Equivalent Fuel Economy Calculations Example 1: An electric vehicle...

  5. 10 CFR Appendix to Part 474 - Sample Petroleum-Equivalent Fuel Economy Calculations

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 10 Energy 3 2012-01-01 2012-01-01 false Sample Petroleum-Equivalent Fuel Economy Calculations..., DEVELOPMENT, AND DEMONSTRATION PROGRAM; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION Pt. 474, App. Appendix to Part 474—Sample Petroleum-Equivalent Fuel Economy Calculations Example 1: An electric vehicle...

  6. 41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property... average fuel economy standards we must meet? (a) Yes. 49 U.S.C. 32917 and Executive Order 12375 require that each executive agency meet the fleet average fuel economy standards in place as of January 1...

  7. 40 CFR 610.31 - Vehicle tests for fuel economy and exhaust emissions.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Vehicle tests for fuel economy and... (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Test Requirement Criteria § 610.31 Vehicle tests for fuel economy and exhaust emissions. (a) The tests described...

  8. 40 CFR 600.006 - Data and information requirements for fuel economy data vehicles.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... fuel economy data vehicles. 600.006 Section 600.006 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES General Provisions § 600.006 Data and information requirements for fuel economy data vehicles. (a)...

  9. 40 CFR Appendix Viii to Part 600 - Fuel Economy Label Formats

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Fuel Economy Label Formats VIII... POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. VIII Appendix VIII to Part 600—Fuel Economy Label Formats EC01MY92.117 EC01MY92.118 EC01MY92.119...

  10. 49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to... EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.11 Termination of exemption; amendment of alternative average fuel economy standard. (a) Any exemption granted under this part for an affected model year...

  11. 40 CFR 600.006-87 - Data and information requirements for fuel economy vehicles.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... fuel economy vehicles. 600.006-87 Section 600.006-87 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Regulations for 1977 and Later Model Year...

  12. 40 CFR 600.207-86 - Calculation of fuel economy values for a model type.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Calculation of fuel economy values for... AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values for 1977 and Later...

  13. 41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property... average fuel economy standards we must meet? (a) Yes. 49 U.S.C. 32917 and Executive Order 12375 require that each executive agency meet the fleet average fuel economy standards in place as of January 1...

  14. 49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to... EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.11 Termination of exemption; amendment of alternative average fuel economy standard. (a) Any exemption granted under this part for an affected model year...

  15. 40 CFR 600.006-86 - Data and information requirements for fuel economy vehicles.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... fuel economy vehicles. 600.006-86 Section 600.006-86 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Regulations for 1977 and Later Model Year...

  16. 40 CFR 600.008-77 - Review of fuel economy data, testing by the Administrator.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Review of fuel economy data, testing... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Regulations for 1977 and Later Model...

  17. 40 CFR 600.006 - Data and information requirements for fuel economy data vehicles.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... fuel economy data vehicles. 600.006 Section 600.006 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES General Provisions § 600.006 Data and information requirements for fuel economy data vehicles. (a)...

  18. 40 CFR 610.31 - Vehicle tests for fuel economy and exhaust emissions.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Vehicle tests for fuel economy and... (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Test Requirement Criteria § 610.31 Vehicle tests for fuel economy and exhaust emissions. (a) The tests described...

  19. 40 CFR 610.31 - Vehicle tests for fuel economy and exhaust emissions.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Vehicle tests for fuel economy and... (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Test Requirement Criteria § 610.31 Vehicle tests for fuel economy and exhaust emissions. (a) The tests described...

  20. 40 CFR 600.008-01 - Review of fuel economy data, testing by the Administrator.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Review of fuel economy data, testing... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Regulations for 1977 and Later Model...

  1. 40 CFR 600.006 - Data and information requirements for fuel economy data vehicles.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... fuel economy data vehicles. 600.006 Section 600.006 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES General Provisions § 600.006 Data and information requirements for fuel economy data vehicles. (a)...

  2. 40 CFR 600.211-08 - Sample calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Sample calculation of fuel economy... AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values for 1977 and Later...

  3. 49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to... EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.11 Termination of exemption; amendment of alternative average fuel economy standard. (a) Any exemption granted under this part for an affected model year...

  4. 41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property... average fuel economy standards we must meet? (a) Yes. 49 U.S.C. 32917 and Executive Order 12375 require that each executive agency meet the fleet average fuel economy standards in place as of January 1...

  5. 49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to... EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.11 Termination of exemption; amendment of alternative average fuel economy standard. (a) Any exemption granted under this part for an affected model year...

  6. 40 CFR 600.209-85 - Calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Calculation of fuel economy values for... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values for 1977 and Later Model Year...

  7. 40 CFR 610.31 - Vehicle tests for fuel economy and exhaust emissions.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Vehicle tests for fuel economy and... (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Test Requirement Criteria § 610.31 Vehicle tests for fuel economy and exhaust emissions. (a) The tests described...

  8. 41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property... average fuel economy standards we must meet? (a) Yes. 49 U.S.C. 32917 and Executive Order 12375 require that each executive agency meet the fleet average fuel economy standards in place as of January 1...

  9. 40 CFR 600.006-08 - Data and information requirements for fuel economy data vehicles.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... fuel economy data vehicles. 600.006-08 Section 600.006-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Regulations for 1977 and Later Model...

  10. 40 CFR Appendix III to Part 600 - Sample Fuel Economy Label Calculation

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Sample Fuel Economy Label Calculation...) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. III Appendix III to Part 600—Sample Fuel Economy Label Calculation Suppose that a manufacturer called...

  11. 40 CFR Appendix III to Part 600 - Sample Fuel Economy Label Calculation

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Sample Fuel Economy Label Calculation...) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. III Appendix III to Part 600—Sample Fuel Economy Label Calculation Suppose that a manufacturer called...

  12. 40 CFR Appendix III to Part 600 - Sample Fuel Economy Label Calculation

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Sample Fuel Economy Label Calculation...) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. III Appendix III to Part 600—Sample Fuel Economy Label Calculation Suppose that a manufacturer called...

  13. 40 CFR Appendix III to Part 600 - Sample Fuel Economy Label Calculation

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Sample Fuel Economy Label Calculation...) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. III Appendix III to Part 600—Sample Fuel Economy Label Calculation Suppose that a manufacturer called...

  14. 40 CFR Appendix Viii to Part 600 - Fuel Economy Label Formats

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel Economy Label Formats VIII... POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. VIII Appendix VIII to Part 600—Fuel Economy Label Formats EC01MY92.117 EC01MY92.118 EC01MY92.119...

  15. 40 CFR 600.006-86 - Data and information requirements for fuel economy vehicles.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... fuel economy vehicles. 600.006-86 Section 600.006-86 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-General Provisions § 600.006-86 Data...

  16. 40 CFR 600.008-77 - Review of fuel economy data, testing by the Administrator.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Review of fuel economy data, testing... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-General Provisions §...

  17. 49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to... EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.11 Termination of exemption; amendment of alternative average fuel economy standard. (a) Any exemption granted under this part for an affected model year...

  18. 40 CFR 600.006-08 - Data and information requirements for fuel economy vehicles.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... fuel economy vehicles. 600.006-08 Section 600.006-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-General Provisions § 600.006-08 Data...

  19. 40 CFR 600.008-08 - Review of fuel economy data, testing by the Administrator.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Review of fuel economy data, testing... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-General Provisions §...

  20. 40 CFR Appendix III to Part 600 - Sample Fuel Economy Label Calculation

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Sample Fuel Economy Label Calculation...) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. III Appendix III to Part 600—Sample Fuel Economy Label Calculation Suppose that a manufacturer called...

  1. 40 CFR 600.006-87 - Data and information requirements for fuel economy vehicles.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... fuel economy vehicles. 600.006-87 Section 600.006-87 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-General Provisions § 600.006-87 Data...

  2. 40 CFR 600.008-01 - Review of fuel economy data, testing by the Administrator.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Review of fuel economy data, testing... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-General Provisions §...

  3. 40 CFR 610.31 - Vehicle tests for fuel economy and exhaust emissions.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Vehicle tests for fuel economy and... (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT DEVICES Test Procedures and Evaluation Criteria Test Requirement Criteria § 610.31 Vehicle tests for fuel economy and exhaust emissions. (a) The tests described...

  4. 10 CFR Appendix to Part 474 - Sample Petroleum-Equivalent Fuel Economy Calculations

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 10 Energy 3 2010-01-01 2010-01-01 false Sample Petroleum-Equivalent Fuel Economy Calculations..., DEVELOPMENT, AND DEMONSTRATION PROGRAM; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION Pt. 474, App. Appendix to Part 474—Sample Petroleum-Equivalent Fuel Economy Calculations Example 1: An electric vehicle...

  5. 41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property... average fuel economy standards we must meet? (a) Yes. 49 U.S.C. 32917 and Executive Order 12375 require that each executive agency meet the fleet average fuel economy standards in place as of January 1...

  6. 40 CFR 600.210-08 - Calculation of fuel economy values for labeling.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... paragraph (e) of this section, fuel economy for general labels can be determined by two methods. The first... values from either of these methods are not representative of the fuel economy for that model type, they... labeled for fuel economy, using the derived 5-cycle method or, at the manufacturer's option, the...

  7. Examining new fuel economy standards for the United States.

    SciTech Connect

    Plotkin, S. E.; Energy Systems

    2007-01-01

    After decades of futile attempts to increase U.S. fuel economy standards for passenger cars, which have remained unchanged since enactment of the Corporate Average Fuel Economy (CAFE) Standards in Title V of the 1975 Energy Policy Conservation Act, it seems increasingly likely that new and tougher standards will be enacted in the near future - especially after the Senate's 21 June passage of energy efficiency bill H.R. 6. As this magazine went to press, the bill, which calls for a 40 percent increase in vehicle fuel economy by 2020 among other efficiency and alternative energy goals, was headed to the House of Representatives for more debate. Congress has seen proposals like this since the 1980s, but this is the first time that one of them has passed in the Senate. The Bush administration has also weighed in with a proposal to increase new vehicle fuel economy by 4 percent per year from 2011 to 2017, and the administrator of the National Highway Traffic Safety Administration (NHTSA) has asked Congress to grant the Secretary of Transportation the authority to restructure and increase CAFE standards for cars, a power denied by the original CAFE legislation. A confluence of events has led to this change of political climate, including: the failure of world oil production and refining capacity to keep pace with rapidly growing demand, especially from China and other emerging economies, which has led to the highest oil prices since the 1980s and growing fears that world production of conventional oil may be close to its peak and rapid decline; the escalating influence of oil resources on geopolitics as China seeks to guarantee its future access to supplies, enhanced revenues from the higher prices, which prop up authoritarian regimes in Iran, Venezuela, Russia, and elsewhere and allow them increasing freedom of action; the enhancement of the role of climate change in political decision making by new reports from the Intergovernmental Panel on Climate Change (IPCC), with

  8. Optimization of Driving Styles for Fuel Economy Improvement

    SciTech Connect

    Malikopoulos, Andreas; Aguilar, Juan P.

    2012-01-01

    Modern vehicles have sophisticated electronic control units, particularly to control engine operation with respect to a balance between fuel economy, emissions, and power. These control units are designed for specific driving conditions and testing. However, each individual driving style is different and rarely meets those driving conditions. In the research reported here we investigate those driving style factors that have a major impact on fuel economy. An optimization framework is proposed with the aim of optimizing driving styles with respect to these driving factors. A set of polynomial metamodels are constructed to reflect the responses produced by changes of the driving factors. Then we compare the optimized driving styles to the original ones and evaluate the efficiency and effectiveness of the optimization formulation.

  9. 40 CFR 600.113-93 - Fuel economy calculations.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from the... rounded in accordance with 40 CFR 86.084-26(a)(6)(iii) or 40 CFR 86.1837-01 as applicable. The CO2 values... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel economy calculations....

  10. Automotive Stirling engine development program. [fuel economy assessment

    NASA Technical Reports Server (NTRS)

    Kitzner, E. W.

    1978-01-01

    The Ford/DOE automotive Stirling engine development program is directed towards establishing the technological and developmental base that would enable a decision on whether an engineering program should be directed at Stirling engine production. The fuel economy assessment aims to achieve, with a high degree of confidence, the ERDA proposal estimate of 20.6 MPG (gasoline) for a 4500 lb 1WC Stirling engine passenger car. The current M-H fuel economy projection for the 170 HP Stirling engine is 15.7 MPG. The confidence level for this projection is 32%. A confidence level of 29% is projected for a 22.1 MPG estimate. If all of the planned analyses and test work is accomplished at the end of the one year effort, and the projected improvements are substantiated, the confidence levels would rise to 59% for the 20.6 MPG projection and 54% for the 22.1 MPG projection. Progress achieved thus far during the fuel economy assessment is discussed.

  11. 40 CFR 600.311-12 - Determination of values for fuel economy labels.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy... value from paragraph (a) of this section, in miles per kW-hour. (4) For hydrogen fuel cell vehicles, calculate the fuel consumption rate in kilograms of hydrogen per 100 miles with the following...

  12. 40 CFR 600.311-12 - Determination of values for fuel economy labels.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy... value from paragraph (a) of this section, in miles per kW-hour. (4) For hydrogen fuel cell vehicles, calculate the fuel consumption rate in kilograms of hydrogen per 100 miles with the following...

  13. 40 CFR 600.209-08 - Calculation of vehicle-specific 5-cycle fuel economy values for a model type.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... economy for the base level. (7) For alcohol dual fuel automobiles and natural gas dual fuel automobiles... highway fuel economy values from the tests performed using alcohol or natural gas test fuel. (b) Model... highway and combined fuel economy values for the model type. (5) For alcohol dual fuel automobiles...

  14. 40 CFR 600.206-93 - Calculation and use of fuel economy values for gasoline-fueled, diesel-fueled, electric, alcohol...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation and use of fuel economy... Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year...

  15. 40 CFR 600.115-11 - Criteria for determining the fuel economy label calculation method.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... economy label calculation method. 600.115-11 Section 600.115-11 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Test Procedures § 600.115-11 Criteria...

  16. 40 CFR 600.115-11 - Criteria for determining the fuel economy label calculation method.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... economy label calculation method. 600.115-11 Section 600.115-11 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Test Procedures § 600.115-11 Criteria...

  17. 40 CFR 600.115-11 - Criteria for determining the fuel economy label calculation method.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Test Procedures § 600.115-11 Criteria for... derived 5-cycle method for determining fuel economy label values, as specified in § 600.210-08(a)(2) or (b... economy label values must be determined according to the vehicle-specific 5-cycle method specified...

  18. 40 CFR 600.510-86 - Calculation of average fuel economy.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... economy values will be calculated for model types and base levels associated with car lines that are: (A... required by this subpart, will be used instead of sales projections; (iii) The fuel economy value of diesel... gallons of gasoline; (iv) The fuel economy value will be rounded to the nearest 0.1 mpg; (v) At...

  19. 40 CFR 600.308-12 - Fuel economy label format requirements-plug-in hybrid electric vehicles.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Fuel economy label format requirements... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.308-12 Fuel economy label format requirements—plug-in hybrid...

  20. 40 CFR 600.308-12 - Fuel economy label format requirements-plug-in hybrid electric vehicles.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Fuel economy label format requirements... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.308-12 Fuel economy label format requirements—plug-in hybrid...

  1. 40 CFR 600.306-12 - Fuel economy label-special requirements for compressed natural gas vehicles.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Fuel economy label-special... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.306-12 Fuel economy label—special requirements for...

  2. 40 CFR 600.306-12 - Fuel economy label-special requirements for compressed natural gas vehicles.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Fuel economy label-special... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.306-12 Fuel economy label—special requirements for...

  3. 40 CFR 600.510-93 - Calculation of average fuel economy.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... meet the minimum driving range requirements established by the Secretary of Transportation (49 CFR part... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation of average fuel economy...) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel...

  4. 40 CFR 600.207-93 - Calculation of fuel economy values for a model type.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ..., as described in 40 CFR 86.084-21 or 40 CFR 86.1844-01 as applicable. (4) Vehicle configuration fuel... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation of fuel economy values for... AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES...

  5. Utilization of waste heat in trucks for increased fuel economy

    NASA Technical Reports Server (NTRS)

    Leising, C. J.; Purohit, G. P.; Degrey, S. P.; Finegold, J. G.

    1978-01-01

    Improvements in fuel economy for a broad spectrum of truck engines and waste heat utilization concepts are evaluated and compared. The engines considered are the diesel, spark ignition, gas turbine, and Stirling. The waste heat utilization concepts include preheating, regeneration, turbocharging, turbocompounding, and Rankine engine compounding. Predictions were based on fuel-air cycle analyses, computer simulation, and engine test data. The results reveal that diesel driving cycle performance can be increased by 20% through increased turbocharging, turbocompounding, and Rankine engine compounding. The Rankine engine compounding provides about three times as much improvement as turbocompounding but also costs about three times as much. Performance for either is approximately doubled if applied to an adiabatic diesel.

  6. Fuel cell commercialization: The key to a hydrogen economy

    NASA Astrophysics Data System (ADS)

    Zegers, P.

    With the current level of global oil production, oil reserves will be sufficient for 40 years. However, due to the fact that the global GDP will have increased by a factor seven in 2050, oil reserves are likely to be exhausted in a much shorter time period. The EU and car industry aim at a reduction of the consumption of oil, at energy savings (with a key role for fuel cells) and an increased use of hydrogen from natural gas and, possibly, coal, in the medium term. The discovery of huge methane resources as methane hydrates (20 times those of oil, gas and coal together) in oceans at 1000-3000 m depth could be of major importance. In the long term, the EU aims at a renewable energy-based energy supply. The European Hydrogen and Fuel Cell Technology Platform is expected to play a major role in bringing about a hydrogen economy. The availability of commercial fuel cells is here a prerequisite. However, after many years of research, fuel cells have not yet been commercialized. If they will not succeed to enter the market within 5 years there is a real danger that activities aiming at a hydrogen society will peter out. In a hydrogen strategy, high priority should therefore be given to actions which will bring about fuel cell commercialization within 5 years. They should include the identification of fuel cell types and (niche) markets which are most favorable for a rapid market introduction. These actions should include focused short-term RTD aiming at cost reduction and increased reliability.

  7. Clean Cities Strategic Planning White Paper: Light Duty Vehicle Fuel Economy

    SciTech Connect

    Saulsbury, Bo; Hopson, Dr Janet L; Greene, David; Gibson, Robert

    2015-04-01

    Increasing the energy efficiency of motor vehicles is critical to achieving national energy goals of reduced petroleum dependence, protecting the global climate, and promoting continued economic prosperity. Even with fuel economy and greenhouse gas emissions standards and various economic incentives for clean and efficient vehicles, providing reliable and accurate fuel economy information to the public is important to achieving these goals. This white paper reviews the current status of light-duty vehicle fuel economy in the United States and the role of the Department of Energy (DOE) Clean Cities Program in disseminating fuel economy information to the public.

  8. 40 CFR 600.206-93 - Calculation and use of fuel economy values for gasoline-fueled, diesel-fueled, electric, alcohol...

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... economy values from the tests performed using alcohol or natural gas test fuel. (b) If only one equivalent... economy values for each vehicle configuration (as determined by the Administrator) for which data are... which the vehicle configuration was tested. (iii) All city fuel economy values and all highway...

  9. Minorities and fuel-economy standards: Differences in EPA-test vs in-use fuel economy

    SciTech Connect

    Mintz, M.M.; Vyas, A.D.; Conley, L.A.

    1991-01-01

    A vehicle's in-use or on-the-road fuel economy often differs substantially from the miles-per-gallon estimates developed by the US Environmental Protection Agency (EPA) as part of its emissions certification program. As a result, the certification values are routinely adjusted by a set of correction factors so that the resulting estimates will better reflect in-use experience. Our analysis investigated how well the correction factors replicated the shortfall experience of all household vehicles on the road in 1985 and of those vehicles held by different population groups. Using data from the Residential Transportation Energy Consumption Survey conducted by the Energy Information Administration of the US Department of Energy, our analysis showed that fleetwide, the shortfall is larger than the EPA correction factors, and that light trucks are experiencing larger shortfalls than automobiles. Controlling for vehicle age and size class, shortfalls did not appear to differ by population group. However, African-American households appeared to select vehicles with systematically lower fuel economy (both EPA-test and on-the-road) within individual vehicle age and size class categories.

  10. Minorities and fuel-economy standards: Differences in EPA-test vs in-use fuel economy

    SciTech Connect

    Mintz, M.M.; Vyas, A.D.; Conley, L.A.

    1991-12-31

    A vehicle`s in-use or on-the-road fuel economy often differs substantially from the miles-per-gallon estimates developed by the US Environmental Protection Agency (EPA) as part of its emissions certification program. As a result, the certification values are routinely adjusted by a set of correction factors so that the resulting estimates will better reflect in-use experience. Our analysis investigated how well the correction factors replicated the shortfall experience of all household vehicles on the road in 1985 and of those vehicles held by different population groups. Using data from the Residential Transportation Energy Consumption Survey conducted by the Energy Information Administration of the US Department of Energy, our analysis showed that fleetwide, the shortfall is larger than the EPA correction factors, and that light trucks are experiencing larger shortfalls than automobiles. Controlling for vehicle age and size class, shortfalls did not appear to differ by population group. However, African-American households appeared to select vehicles with systematically lower fuel economy (both EPA-test and on-the-road) within individual vehicle age and size class categories.

  11. Fuel Economy and Emissions of a Vehicle Equipped with an Aftermarket Flexible-Fuel Conversion Kit

    SciTech Connect

    Thomas, John F; Huff, Shean P; West, Brian H

    2012-04-01

    The U.S. Environmental Protection Agency (EPA) grants Certificates of Conformity for alternative fuel conversion systems and also offers other forms of premarket registration of conversion kits for use in vehicles more than two model years old. Use of alternative fuels such as ethanol, natural gas, and propane are encouraged by the Energy Policy Act of 1992. Several original equipment manufacturers (OEMs) produce emissions-certified vehicles capable of using alternative fuels, and several alternative fuel conversion system manufacturers produce EPA-approved conversion systems for a variety of alternative fuels and vehicle types. To date, only one manufacturer (Flex Fuel U.S.) has received EPA certifications for ethanol fuel (E85) conversion kits. This report details an independent evaluation of a vehicle with a legal installation of a Flex Fuel U.S. conversion kit. A 2006 Dodge Charger was baseline tested with ethanol-free certification gasoline (E0) and E20 (gasoline with 20 vol % ethanol), converted to flex-fuel operation via installation of a Flex Box Smart Kit from Flex Fuel U.S., and retested with E0, E20, E50, and E81. Test cycles included the Federal Test Procedure (FTP or city cycle), the highway fuel economy test (HFET), and the US06 test (aggressive driving test). Averaged test results show that the vehicle was emissions compliant on E0 in the OEM condition (before conversion) and compliant on all test fuels after conversion. Average nitrogen oxide (NOx) emissions exceeded the Tier 2/Bin 5 intermediate life NO{sub X} standard with E20 fuel in the OEM condition due to two of three test results exceeding this standard [note that E20 is not a legal fuel for non-flexible-fuel vehicles (non-FFVs)]. In addition, one E0 test result before conversion and one E20 test result after conversion exceeded the NOX standard, although the average result in these two cases was below the standard. Emissions of ethanol and acetaldehyde increased with increasing ethanol

  12. 40 CFR 600.314-86 - Updating label values, annual fuel cost, Gas Guzzler Tax, and range of fuel economies for...

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... cost, Gas Guzzler Tax, and range of fuel economies for comparable automobiles. 600.314-86 Section 600... ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later..., and range of fuel economies for comparable automobiles. (a) The label values established in §...

  13. 40 CFR 600.314-01 - Updating label values, annual fuel cost, Gas Guzzler Tax, and range of fuel economies for...

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... cost, Gas Guzzler Tax, and range of fuel economies for comparable automobiles. 600.314-01 Section 600... ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later..., and range of fuel economies for comparable automobiles. (a) The label values established in §...

  14. 40 CFR 600.314-86 - Updating label values, annual fuel cost, Gas Guzzler Tax, and range of fuel economies for...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... cost, Gas Guzzler Tax, and range of fuel economies for comparable automobiles. 600.314-86 Section 600... ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later..., and range of fuel economies for comparable automobiles. (a) The label values established in §...

  15. 40 CFR 600.314-01 - Updating label values, annual fuel cost, Gas Guzzler Tax, and range of fuel economies for...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... cost, Gas Guzzler Tax, and range of fuel economies for comparable automobiles. 600.314-01 Section 600... ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later..., and range of fuel economies for comparable automobiles. (a) The label values established in §...

  16. Fuel-cycle energy and emissions impacts of tripled fuel-economy vehicles

    SciTech Connect

    Mintz, M. M.; Vyas, A. D.; Wang, M. Q.

    1997-12-18

    This paper presents estimates of the fill fuel-cycle energy and emissions impacts of light-duty vehicles with tripled fuel economy (3X vehicles) as currently being developed by the Partnership for a New Generation of Vehicles (PNGV). Seven engine and fuel combinations were analyzed: reformulated gasoline, methanol, and ethanol in spark-ignition, direct-injection engines; low-sulfur diesel and dimethyl ether in compression-ignition, direct-injection engines; and hydrogen and methanol in fuel-cell vehicles. Results were obtained for three scenarios: a Reference Scenario without PNGVs, a High Market Share Scenario in which PNGVs account for 60% of new light-duty vehicle sales by 2030, and a Low Market Share Scenario in which PNGVs account for half as many sales by 2030. Under the higher of these two, the fuel-efficiency gain by 3X vehicles translated directly into a nearly 50% reduction in total energy demand, petroleum demand, and carbon dioxide emissions. The combination of fuel substitution and fuel efficiency resulted in substantial reductions in emissions of nitrogen oxide (NO{sub x}), carbon monoxide (CO), volatile organic compounds (VOCs), sulfur oxide, (SO{sub x}), and particulate matter smaller than 10 microns (PM{sub 10}) for most of the engine-fuel combinations examined. The key exceptions were diesel- and ethanol-fueled vehicles for which PM{sub 10} emissions increased.

  17. Examining the potential for voluntary fuel economy standards in the United States and Canada.

    SciTech Connect

    Plotkin, S.; Greene, D.; Duleep, K.

    2003-03-19

    This report is designed to assist the U.S. Department of Energy, the U.S. government in general, and Natural Resources Canada with understanding the potential for voluntary fuel economy standards designed to increase the fuel economy of the North American fleet of light-duty vehicles (LDVs-passenger cars and light trucks) within a 10-15-year timeframe. The approach of this study has been: First, to examine and evaluate recent fuel economy initiatives taken in Japan and Europe; Second, to review the technologies available to improve fuel economy in the U.S. (and Canadian) fleets, focusing on their costs and fuel economy improvement potential; Third, to identify and broadly evaluate some alternatives to the current U.S. and Canadian Corporate Average Fuel Economy system of specifying uniform fuel economy targets (27.5 mpg for cars, 20.7 mpg for light trucks) for individual companies; and Fourth, to try to determine an approximate level of fuel economy increase and form of company agreements that would be conducive to a voluntary agreement, based on the assumption that an acceptable voluntary standard would impose an equitable burden on each manufacturer and would be approximately cost-effective from consumers' private perspectives.

  18. The Sport-Utility Vehicle: Debating Fuel-Economy Standards in Thermodynamics

    ERIC Educational Resources Information Center

    Mayer, Shannon

    2008-01-01

    This paper describes a debate about national fuel-economy standards for sport-utility vehicles (SUVs) used as a foundation for exploring a public policy issue in the physical science classroom. The subject of automobile fuel economy benefits from a familiarity with thermodynamics, specifically heat engines, and is therefore applicable to a broad…

  19. Emissions and fuel economy results 1993 car models (for microcomputers). Software

    SciTech Connect

    Not Available

    1993-01-01

    Emissions and Fuel Economy Results 1993 Car Models contains 3 separate reports: (1) 1993 Test Car List--Passenger Cars; states: For each model year, each manufacturer must calculate the fuel economy for similar vehicles. It contains key test parameters, actual emission levels, and actual fuel economy for each of the specific test vehicles required for the 1993 model year. The subsequent average data can be found in the file Fuel Economy Guide; (2) 1993 Fuel Economy Guide-6 Number; states: For each model year, the Energy Policy and Conservation Act requires that a compilation of fuel economy values be provided to the public. These data are intended to help the consumer compare the fuel economy of similar size cars, light-duty trucks, and special purpose vehicles. The adjusted and unadjusted fuel economy values are provided for city, highway and a combination of city and highway driving; (3) Federal Certification Test Results for the 1993 Model Year; states: Each manufacturer of a passenger car, (light-duty vehicle), light-duty truck, motorcycle, heavy-duty gasoline engine, and heavy-duty diesel engine is required to demonstrate compliance with the applicable exhaust emission standard. The report contains all of the individual tests that were required by the certification procedues found in Title 40 of the Code of Federal Regulations in Part 86.

  20. Emissions and fuel economy results 1992 car models (for microcomputers). Software

    SciTech Connect

    Not Available

    1992-01-01

    Emissions and Fuel Economy Results 1992 Car Models contains 3 separate reports: (1) 1992 Test Car List--Passenger Cars; states: For each model year, each manufacturer must calculate the fuel economy for similar vehicles. It contains key test parameters, actual emission levels, and actual fuel economy for each of the specific test vehicles required for the 1992 model year. The subsequent average data can be found in the file Fuel Economy Guide; (2) 1992 Fuel Economy Guide-6 Number; states: For each model year, the Energy Policy and Conservation Act requires that a compilation of fuel economy values be provided to the public. These data are intended to help the consumer compare the fuel economy of similar size cars, light-duty trucks, and special purpose vehicles. The adjusted and unadjusted fuel economy values are provided for city, highway and a combination of city and highway driving; (3) Federal Certification Test Results for the 1992 Model Year; states: Each manufacturer of a passenger car, (light-duty vehicle), light-duty truck, motorcycle, heavy-duty gasoline engine, and heavy-duty diesel engine is required to demonstrate compliance with the applicable exhaust emission standard. The report contains all of the individual tests that were required by the certification procedures found in Title 40 of the Code of Federal Regulations in Part 86.

  1. 40 CFR Appendix I to Part 600 - Highway Fuel Economy Driving Schedule

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Highway Fuel Economy Driving Schedule I Appendix I to Part 600 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED... Appendix I to Part 600—Highway Fuel Economy Driving Schedule SEC MPH SEC MPH SEC MPH SEC MPH SEC MPH...

  2. 40 CFR Appendix I to Part 600 - Highway Fuel Economy Driving Schedule

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Highway Fuel Economy Driving Schedule I Appendix I to Part 600 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED... Appendix I to Part 600—Highway Fuel Economy Driving Schedule SEC MPH SEC MPH SEC MPH SEC MPH SEC MPH...

  3. 40 CFR Appendix I to Part 600 - Highway Fuel Economy Driving Schedule

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Highway Fuel Economy Driving Schedule I Appendix I to Part 600 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED... Appendix I to Part 600—Highway Fuel Economy Driving Schedule SEC MPH SEC MPH SEC MPH SEC MPH SEC MPH...

  4. 40 CFR 600.311-12 - Determination of values for fuel economy labels.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... section, in miles per kW-hour. (4) For hydrogen fuel cell vehicles, calculate the fuel consumption rate in kilograms of hydrogen per 100 miles with the following formula, rounded to the nearest whole number: Fuel... miles per kilogram of hydrogen. (d) Fuel economy and greenhouse gas ratings. Determine a vehicle's...

  5. Gasoline-fueled hybrid vs. conventional vehicle emissions and fuel economy.

    SciTech Connect

    Anderson, J.; Bharathan, D.; He, J.; Plotkin, S.; Santini, D.; Vyas, A.

    1999-06-18

    This paper addresses the relative fuel economy and emissions behavior, both measured and modeled, of technically comparable, contemporary hybrid and conventional vehicles fueled by gasoline, in terms of different driving cycles. Criteria pollutants (hydrocarbons, carbon monoxide, and nitrogen oxides) are discussed, and the potential emissions benefits of designing hybrids for grid connection are briefly considered. In 1997, Toyota estimated that their grid-independent hybrid vehicle would obtain twice the fuel economy of a comparable conventional vehicle on the Japan 10/15 mode driving cycle. This initial result, as well as the fuel economy level (66 mpg), made its way into the U.S. press. Criteria emissions amounting to one-tenth of Japanese standards were cited, and some have interpreted these results to suggest that the grid-independent hybrid can reduce criteria emissions in the U.S. more sharply than can a conventional gasoline vehicle. This paper shows that the potential of contemporary grid-independent hybrid vehicle technology for reducing emissions and fuel consumption under U.S. driving conditions is less than some have inferred. The importance (and difficulty) of doing test and model assessments with comparable driving cycles, comparable emissions control technology, and comparable performance capabilities is emphasized. Compared with comparable-technology conventional vehicles, grid-independent hybrids appear to have no clear criteria pollutant benefits (or disbenefits). (Such benefits are clearly possible with grid-connectable hybrids operating in zero emissions mode.) However, significant reductions in greenhouse gas emissions (i.e., fuel consumption) are possible with hybrid vehicles when they are used to best advantage.

  6. 40 CFR 600.207-12 - Calculation and use of vehicle-specific 5-cycle-based fuel economy and CO2 emission values for...

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ...-specific 5-cycle-based fuel economy and CO2 emission values for vehicle configurations. 600.207-12 Section... ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and... fuel economy and CO2 emission values for vehicle configurations. (a) Fuel economy and CO2...

  7. 40 CFR 600.207-12 - Calculation and use of vehicle-specific 5-cycle-based fuel economy and CO2 emission values for...

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ...-specific 5-cycle-based fuel economy and CO2 emission values for vehicle configurations. 600.207-12 Section... ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and... fuel economy and CO2 emission values for vehicle configurations. (a) Fuel economy and CO2...

  8. 40 CFR 600.210-12 - Calculation of fuel economy and CO2 emission values for labeling.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Calculation of fuel economy and CO2... Calculation of fuel economy and CO2 emission values for labeling. (a) General labels. Except as specified in paragraphs (d) and (e) of this section, fuel economy and CO2 emissions for general labels may be...

  9. 40 CFR 600.210-12 - Calculation of fuel economy and CO2 emission values for labeling.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Calculation of fuel economy and CO2... Calculation of fuel economy and CO2 emission values for labeling. (a) General labels. Except as specified in paragraphs (d) and (e) of this section, fuel economy and CO2 emissions for general labels may be...

  10. 41 CFR 102-34.65 - How may we request an exemption from the fuel economy standards?

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... exemption from the fuel economy standards? 102-34.65 Section 102-34.65 Public Contracts and Property... an exemption from the fuel economy standards? You must submit a written request for an exemption from the fuel economy standards to: Administrator, General Services Administration, ATTN: Deputy...

  11. 40 CFR Appendix IV to Part 600 - Sample Fuel Economy Labels for 2008 Through 2012 Model Year Vehicles

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Sample Fuel Economy Labels for 2008... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. IV Appendix IV to Part 600—Sample Fuel Economy Labels for 2008 Through 2012...

  12. 40 CFR Appendix Vi to Part 600 - Sample Fuel Economy Labels and Style Guidelines for 2013 and Later Model Years

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Sample Fuel Economy Labels and Style... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. VI Appendix VI to Part 600—Sample Fuel Economy Labels and Style Guidelines for...

  13. 40 CFR Appendix Vi to Part 600 - Sample Fuel Economy Labels and Style Guidelines for 2013 and Later Model Years

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Sample Fuel Economy Labels and Style... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. VI Appendix VI to Part 600—Sample Fuel Economy Labels and Style Guidelines for...

  14. 41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and... How do we calculate the average fuel economy for Government motor vehicles? You must calculate the average fuel economy for Government motor vehicles as follows: (a) Because there are so many motor...

  15. 41 CFR 102-34.65 - How may we request an exemption from the fuel economy standards?

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... exemption from the fuel economy standards? 102-34.65 Section 102-34.65 Public Contracts and Property... an exemption from the fuel economy standards? You must submit a written request for an exemption from the fuel economy standards to: Administrator, General Services Administration, ATTN: Deputy...

  16. 40 CFR Appendix IV to Part 600 - Sample Fuel Economy Labels for 2008 Through 2012 Model Year Vehicles

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Sample Fuel Economy Labels for 2008... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. IV Appendix IV to Part 600—Sample Fuel Economy Labels for 2008 Through 2012...

  17. 40 CFR Appendix V to Part 600 - Fuel Economy Label Style Guidelines for 2008 Through 2012 Model Year Vehicles

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Fuel Economy Label Style Guidelines... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. V Appendix V to Part 600—Fuel Economy Label Style Guidelines for...

  18. 41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and... How do we calculate the average fuel economy for Government motor vehicles? You must calculate the average fuel economy for Government motor vehicles as follows: (a) Because there are so many motor...

  19. 40 CFR 600.209-08 - Calculation of vehicle-specific 5-cycle fuel economy values for a model type.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ...-cycle fuel economy values for a model type. 600.209-08 Section 600.209-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values §...

  20. 40 CFR Appendix V to Part 600 - Fuel Economy Label Style Guidelines for 2008 and Later Model Year Vehicles

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Fuel Economy Label Style Guidelines... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. V Appendix V to Part 600—Fuel Economy Label Style Guidelines for 2008...

  1. 40 CFR Appendix IV to Part 600 - Sample Fuel Economy Labels for 2008 and Later Model Year Vehicles

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Sample Fuel Economy Labels for 2008... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. IV Appendix IV to Part 600—Sample Fuel Economy Labels for 2008 and Later Model...

  2. 41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and... How do we calculate the average fuel economy for Government motor vehicles? You must calculate the average fuel economy for Government motor vehicles as follows: (a) Because there are so many motor...

  3. 40 CFR 600.209-08 - Calculation of vehicle-specific 5-cycle fuel economy values for a model type.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ...-cycle fuel economy values for a model type. 600.209-08 Section 600.209-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values §...

  4. 40 CFR Appendix V to Part 600 - Fuel Economy Label Style Guidelines for 2008 Through 2012 Model Year Vehicles

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Fuel Economy Label Style Guidelines... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. V Appendix V to Part 600—Fuel Economy Label Style Guidelines for...

  5. 41 CFR 102-34.65 - How may we request an exemption from the fuel economy standards?

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... exemption from the fuel economy standards? 102-34.65 Section 102-34.65 Public Contracts and Property... an exemption from the fuel economy standards? You must submit a written request for an exemption from the fuel economy standards to: Administrator, General Services Administration, ATTN: Deputy...

  6. 41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and... How do we calculate the average fuel economy for Government motor vehicles? You must calculate the average fuel economy for Government motor vehicles as follows: (a) Because there are so many motor...

  7. 41 CFR 102-34.65 - How may we request an exemption from the fuel economy standards?

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... exemption from the fuel economy standards? 102-34.65 Section 102-34.65 Public Contracts and Property... an exemption from the fuel economy standards? You must submit a written request for an exemption from the fuel economy standards to: Administrator, General Services Administration, ATTN: Deputy...

  8. 40 CFR Appendix I to Part 600 - Highway Fuel Economy Driving Schedule (Applicable to 1978 and Later Model Year Automobiles)

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Highway Fuel Economy Driving Schedule... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Pt. 600, App. I Appendix I to Part 600—Highway Fuel Economy Driving Schedule...

  9. 40 CFR 600.209-08 - Calculation of vehicle-specific 5-cycle fuel economy values for a model type.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...-cycle fuel economy values for a model type. 600.209-08 Section 600.209-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Procedures...

  10. 41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and... How do we calculate the average fuel economy for Government motor vehicles? You must calculate the average fuel economy for Government motor vehicles as follows: (a) Because there are so many motor...

  11. 41 CFR 102-34.65 - How may we request an exemption from the fuel economy standards?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... exemption from the fuel economy standards? 102-34.65 Section 102-34.65 Public Contracts and Property... an exemption from the fuel economy standards? You must submit a written request for an exemption from the fuel economy standards to: Administrator, General Services Administration, ATTN: Deputy...

  12. 40 CFR 600.314-08 - Updating label values, annual fuel cost, Gas Guzzler Tax, and range of fuel economy for...

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... cost, Gas Guzzler Tax, and range of fuel economy for comparable automobiles. 600.314-08 Section 600.314-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.314-08...

  13. 40 CFR 600.314-08 - Updating label values, annual fuel cost, Gas Guzzler Tax, and range of fuel economy for...

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... cost, Gas Guzzler Tax, and range of fuel economy for comparable automobiles. 600.314-08 Section 600.314-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.314-08...

  14. 40 CFR 600.314-08 - Updating label values, annual fuel cost, Gas Guzzler Tax, and range of fuel economy for...

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... cost, Gas Guzzler Tax, and range of fuel economy for comparable automobiles. 600.314-08 Section 600.314-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Labeling § 600.314-08...

  15. 40 CFR 600.314-08 - Updating label values, annual fuel cost, Gas Guzzler Tax, and range of fuel economy for...

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... cost, Gas Guzzler Tax, and range of fuel economy for comparable automobiles. 600.314-08 Section 600.314-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and...

  16. 40 CFR 600.206-86 - Calculation and use of fuel economy values for gasoline-fueled, diesel, and electric vehicle...

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Calculation and use of fuel economy... Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and...

  17. 40 CFR 600.314-08 - Updating label values, annual fuel cost, Gas Guzzler Tax, and range of fuel economy for...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... cost, Gas Guzzler Tax, and range of fuel economy for comparable automobiles. 600.314-08 Section 600.314-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and...

  18. 40 CFR 600.206-86 - Calculation and use of fuel economy values for gasoline-fueled, diesel, and electric vehicle...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation and use of fuel economy... Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model...

  19. Impact of non-petroleum vehicle fuel economy on GHG mitigation potential

    NASA Astrophysics Data System (ADS)

    Luk, Jason M.; Saville, Bradley A.; MacLean, Heather L.

    2016-04-01

    The fuel economy of gasoline vehicles will increase to meet 2025 corporate average fuel economy standards (CAFE). However, dedicated compressed natural gas (CNG) and battery electric vehicles (BEV) already exceed future CAFE fuel economy targets because only 15% of non-petroleum energy use is accounted for when determining compliance. This study aims to inform stakeholders about the potential impact of CAFE on life cycle greenhouse gas (GHG) emissions, should non-petroleum fuel vehicles displace increasingly fuel efficient petroleum vehicles. The well-to-wheel GHG emissions of a set of hypothetical model year 2025 light-duty vehicles are estimated. A reference gasoline vehicle is designed to meet the 2025 fuel economy target within CAFE, and is compared to a set of dedicated CNG vehicles and BEVs with different fuel economy ratings, but all vehicles meet or exceed the fuel economy target due to the policy’s dedicated non-petroleum fuel vehicle incentives. Ownership costs and BEV driving ranges are estimated to provide context, as these can influence automaker and consumer decisions. The results show that CNG vehicles that have lower ownership costs than gasoline vehicles and BEVs with long distance driving ranges can exceed the 2025 CAFE fuel economy target. However, this could lead to lower efficiency CNG vehicles and heavier BEVs that have higher well-to-wheel GHG emissions than gasoline vehicles on a per km basis, even if the non-petroleum energy source is less carbon intensive on an energy equivalent basis. These changes could influence the effectiveness of low carbon fuel standards and are not precluded by the light-duty vehicle GHG emissions standards, which regulate tailpipe but not fuel production emissions.

  20. In-use fuel economy of hybrid-electric school buses in Iowa.

    PubMed

    Hallmark, Shauna; Sperry, Bob; Mudgal, Abhisek

    2011-05-01

    Although it is much safer and more fuel-efficient to transport children to school in buses than in private vehicles, school buses in the United States still consume 822 million gal of diesel fuel annually, and school transportation costs can account for a significant portion of resource-constrained school district budgets. Additionally, children in diesel-powered school buses may be exposed to higher levels of particulates and other pollutants than children in cars. One solution to emission and fuel concerns is use of hybrid-electric school buses, which have the potential to reduce emissions and overall lifecycle costs compared with conventional diesel buses. Hybrid-electric technologies are available in the passenger vehicle market as well as the transit bus market and have a track record indicating fuel economy and emissions benefits. This paper summarizes the results of an in-use fuel economy evaluation for two plug-in hybrid school buses deployed in two different school districts in Iowa. Each school district selected a control bus with a route similar to that of the hybrid bus. Odometer readings, fuel consumption, and maintenance needs were recorded for each bus. The buses were deployed in 2008 and data were collected through May 2010. Fuel consumption was calculated for each school district. In Nevada, IA, the overall average fuel economy was 8.23 mpg for the hybrid and 6.35 mpg for the control bus. In Sigourney, IA, the overall average fuel economy was 8.94 mpg for the hybrid and 6.42 mpg for the control bus. The fuel consumption data were compared for the hybrid and control buses using a Wilcoxon signed rank test. Results indicate that fuel economy for the Nevada hybrid bus was 29.6% better than for the Nevada control bus, and fuel economy for the Sigourney hybrid bus was 39.2% higher than for the Sigourney control bus. Both differences were statistically significant.

  1. In-use fuel economy of hybrid-electric school buses in Iowa.

    PubMed

    Hallmark, Shauna; Sperry, Bob; Mudgal, Abhisek

    2011-05-01

    Although it is much safer and more fuel-efficient to transport children to school in buses than in private vehicles, school buses in the United States still consume 822 million gal of diesel fuel annually, and school transportation costs can account for a significant portion of resource-constrained school district budgets. Additionally, children in diesel-powered school buses may be exposed to higher levels of particulates and other pollutants than children in cars. One solution to emission and fuel concerns is use of hybrid-electric school buses, which have the potential to reduce emissions and overall lifecycle costs compared with conventional diesel buses. Hybrid-electric technologies are available in the passenger vehicle market as well as the transit bus market and have a track record indicating fuel economy and emissions benefits. This paper summarizes the results of an in-use fuel economy evaluation for two plug-in hybrid school buses deployed in two different school districts in Iowa. Each school district selected a control bus with a route similar to that of the hybrid bus. Odometer readings, fuel consumption, and maintenance needs were recorded for each bus. The buses were deployed in 2008 and data were collected through May 2010. Fuel consumption was calculated for each school district. In Nevada, IA, the overall average fuel economy was 8.23 mpg for the hybrid and 6.35 mpg for the control bus. In Sigourney, IA, the overall average fuel economy was 8.94 mpg for the hybrid and 6.42 mpg for the control bus. The fuel consumption data were compared for the hybrid and control buses using a Wilcoxon signed rank test. Results indicate that fuel economy for the Nevada hybrid bus was 29.6% better than for the Nevada control bus, and fuel economy for the Sigourney hybrid bus was 39.2% higher than for the Sigourney control bus. Both differences were statistically significant. PMID:21608490

  2. Potential Fuel Economy Improvements from the Implementation of cEGR and CDA on an Atkinson Cycle Engine

    EPA Science Inventory

    Present the implementation of cEGR and CDA on an Atkinson engine and use steady state fuel consumption maps to estimate the technologies’ potential fuel economy improvements over the FTP and Highway tests. In addition to use fuel weighted modes to determine possible fuel economy...

  3. 40 CFR Appendix IV to Part 600 - Sample Fuel Economy Labels for 2008 and Later Model Year Vehicles

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...-fueled Gas Guzzler vehicle label ER27DE06.092 D. Dual Fuel Vehicle Label (Ethanol/Gasoline) Option 1... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Sample Fuel Economy Labels for 2008... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF...

  4. Increasing the Fuel Economy and Safety of New Light-DutyVehicles

    SciTech Connect

    Wenzel, Tom; Ross, Marc

    2006-09-18

    One impediment to increasing the fuel economy standards forlight-duty vehicles is the long-standing argument that reducing vehiclemass to improve fuel economy will inherently make vehicles less safe.This technical paper summarizes and examines the research that is citedin support of this argument, and presents more recent research thatchallenges it. We conclude that the research claiming that lightervehicles are inherently less safe than heavier vehicles is flawed, andthat other aspects of vehicle design are more important to the on-roadsafety record of vehicles. This paper was prepared for a workshop onexperts in vehicle safety and fuel economy, organized by the William andFlora Hewlett Foundation, to discuss technologies and designs that can betaken to simultaneously improve vehicle safety and fuel economy; theworkshop was held in Washington DC on October 3, 2006.

  5. 75 FR 59673 - Public Hearing Locations for the Proposed Fuel Economy Labels

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-09-28

    ... give testimony. \\1\\ FR-9197-3; EPA-HQ-OAR-2009-0865; NHTSA-2010-0087. The hearing will be held at a... Economy Labels AGENCY: Environmental Protection Agency (EPA). ACTION: Notice of public hearings. SUMMARY... and Additions to Motor Vehicle Fuel Economy Label,'' published in the Federal Register on September...

  6. Emissions and fuel economy of the Dresser Economizer, a retrofit device. Technical report

    SciTech Connect

    Syria, S.L.

    1981-12-01

    This report describes the results of testing the Dresser Economizer as part of an evaluation under section 511 of the Motor Vehicle Information and Cost Savings Act. This device is a gasket which is installed between the intake manifold and the cylinder head. The device is claimed to improve fuel economy and driveability. The results of EPA testing show the Dresser Economizer device does not have any significant effect on regulated exhaust emissions or fuel economy.

  7. 40 CFR 600.303-12 - Fuel economy label-special requirements for flexible-fuel vehicles.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... upper portion of the designated space. (ii) Include the city fuel economy value determined in § 600.311 in the lower left portion of the designated space. Include the expression “city” below this number... designated space. Include the expression “highway” below this number. (5) The fuel consumption...

  8. 40 CFR 600.208-08 - Calculation of FTP-based and HFET-based fuel economy values for a model type.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... calculate the fuel economy for the base level. (7) For alcohol dual fuel automobiles and natural gas dual... fuel economy values for the model type. (5) For alcohol dual fuel automobiles and natural gas dual fuel... the original base level fuel economy values); and (iii) All subconfigurations within the new...

  9. 41 CFR 102-34.75 - Who is responsible for monitoring our compliance with fuel economy standards for motor vehicles...

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... monitoring our compliance with fuel economy standards for motor vehicles we obtain? 102-34.75 Section 102-34... Vehicles § 102-34.75 Who is responsible for monitoring our compliance with fuel economy standards for motor... economy standards for motor vehicles they obtain....

  10. 41 CFR 102-34.75 - Who is responsible for monitoring our compliance with fuel economy standards for motor vehicles...

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... monitoring our compliance with fuel economy standards for motor vehicles we obtain? 102-34.75 Section 102-34... Vehicles § 102-34.75 Who is responsible for monitoring our compliance with fuel economy standards for motor... economy standards for motor vehicles they obtain....

  11. 41 CFR 102-34.75 - Who is responsible for monitoring our compliance with fuel economy standards for motor vehicles...

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... monitoring our compliance with fuel economy standards for motor vehicles we obtain? 102-34.75 Section 102-34... Vehicles § 102-34.75 Who is responsible for monitoring our compliance with fuel economy standards for motor... economy standards for motor vehicles they obtain....

  12. 41 CFR 102-34.75 - Who is responsible for monitoring our compliance with fuel economy standards for motor vehicles...

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... monitoring our compliance with fuel economy standards for motor vehicles we obtain? 102-34.75 Section 102-34... Vehicles § 102-34.75 Who is responsible for monitoring our compliance with fuel economy standards for motor... economy standards for motor vehicles they obtain....

  13. 41 CFR 102-34.75 - Who is responsible for monitoring our compliance with fuel economy standards for motor vehicles...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... monitoring our compliance with fuel economy standards for motor vehicles we obtain? 102-34.75 Section 102-34... Vehicles § 102-34.75 Who is responsible for monitoring our compliance with fuel economy standards for motor... economy standards for motor vehicles they obtain....

  14. BioFacts: Fueling a stronger economy, Biodiesel. Revision 2

    SciTech Connect

    1995-01-01

    Biodiesel is a substitute for or an additive to diesel fuel that is derived from the oils and fats of plants. It is an alternative fuel that can be used in diesel engines and provides power similar to conventional diesel fuel. It is a biodegradable transportation fuel that contributes little, if any, net carbon dioxide or sulfur to the atmosphere, and is low in particulate emission. It is a renewable, domestically produced liquid fuel that can help reduce US dependence on foreign oil imports. This overview presents the resource potential, history, processing techniques, US DOE programs cost and utilization potential of biodiesel fuels.

  15. 40 CFR 600.206-12 - Calculation and use of FTP-based and HFET-based fuel economy and carbon-related exhaust emission...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... HFET-based fuel economy and carbon-related exhaust emission values for vehicle configurations. 600.206... POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Procedures for Calculating Fuel Economy Values §...

  16. Hydrogen Fuel Cell Vehicle Fuel Economy Testing at the U.S. EPA National Vehicle and Fuel Emissions Laboratory (SAE Paper 2004-01-2900)

    EPA Science Inventory

    The introduction of hydrogen fuel cell vehicles and their new technology has created the need for development of new fuel economy test procedures and safety procedures during testing. The United States Environmental Protection Agency-National Vehicle Fuels and Emissions Laborato...

  17. Costs and benefits of automotive fuel economy improvement: A partial analysis

    SciTech Connect

    Greene, D.L. ); Duleep, K.G. )

    1992-03-01

    This paper is an exercise in estimating the costs and benefits of technology-based fuel economy improvements for automobiles and light trucks. Benefits quantified include vehicle cots, fuel savings, consumer's surplus effects, the effect of reduced weight on vehicle safety, impacts on emissions of CO{sub 2} and criteria pollutants, world oil market and energy security benefits, and the transfer of wealth from US consumes to oil producers. A vehicle stock model is used to capture sales, scrappage, and vehicle use effects under three fuel price scenarios. Three alternative fuel economy levels for 2001 are considered, ranging from 32.9 to 36.5 MPG for cars and 24.2 to 27.5 MPG for light trucks. Fuel economy improvements of this size are probably cost-effective. The size of the benefit, and whether there is a benefit, strongly depends on the financial costs of fuel economy improvement and judgments about the values of energy security, emissions, safety, etc. Three sets of values for eight parameters are used to define the sensitivity of costs and benefits to key assumptions. The net present social value (1989$) of costs and benefits ranges from a cost of $11 billion to a benefit of $286 billion. The critical parameters being the discount rate (10% vs. 3%) and the values attached to externalities. The two largest components are always the direct vehicle costs and fuel savings, but these tend to counterbalance each other for the fuel economy levels examined here. Other components are the wealth transfer, oil cost savings, CO{sub 2} emissions reductions, and energy security benefits. Safety impacts, emissions of criteria pollutants, and consumer's surplus effects are relatively minor components. The critical issues for automotive fuel economy are therefore: (1) the value of present versus future costs and benefits, (2) the values of external costs and benefits, and (3) the financially cost-effective level of MPG achievable by available technology. 53 refs.

  18. Costs and benefits of automotive fuel economy improvement: A partial analysis

    SciTech Connect

    Greene, D.L.; Duleep, K.G.

    1992-03-01

    This paper is an exercise in estimating the costs and benefits of technology-based fuel economy improvements for automobiles and light trucks. Benefits quantified include vehicle cots, fuel savings, consumer`s surplus effects, the effect of reduced weight on vehicle safety, impacts on emissions of CO{sub 2} and criteria pollutants, world oil market and energy security benefits, and the transfer of wealth from US consumes to oil producers. A vehicle stock model is used to capture sales, scrappage, and vehicle use effects under three fuel price scenarios. Three alternative fuel economy levels for 2001 are considered, ranging from 32.9 to 36.5 MPG for cars and 24.2 to 27.5 MPG for light trucks. Fuel economy improvements of this size are probably cost-effective. The size of the benefit, and whether there is a benefit, strongly depends on the financial costs of fuel economy improvement and judgments about the values of energy security, emissions, safety, etc. Three sets of values for eight parameters are used to define the sensitivity of costs and benefits to key assumptions. The net present social value (1989$) of costs and benefits ranges from a cost of $11 billion to a benefit of $286 billion. The critical parameters being the discount rate (10% vs. 3%) and the values attached to externalities. The two largest components are always the direct vehicle costs and fuel savings, but these tend to counterbalance each other for the fuel economy levels examined here. Other components are the wealth transfer, oil cost savings, CO{sub 2} emissions reductions, and energy security benefits. Safety impacts, emissions of criteria pollutants, and consumer`s surplus effects are relatively minor components. The critical issues for automotive fuel economy are therefore: (1) the value of present versus future costs and benefits, (2) the values of external costs and benefits, and (3) the financially cost-effective level of MPG achievable by available technology. 53 refs.

  19. FUEL ECONOMY AND CO2 EMISSIONS STANDARDS, MANUFACTURER PRICING STRATEGIES, AND FEEBATES

    SciTech Connect

    Liu, Changzheng; Greene, David L; Bunch, Dr David S.

    2012-01-01

    Corporate Average Fuel Economy (CAFE) standards and CO2 emissions standards for 2012 to 2016 have significantly increased the stringency of requirements for new light-duty vehicle fuel efficiency. This study investigates the role of technology adoption and pricing strategies in meeting new standards, as well as the impact of feebate policies. The analysis is carried out by means of a dynamic optimization model that simulates manufacturer decisions with the objective of maximizing social surplus while simultaneously considering consumer response and meeting CAFE and emissions standards. The results indicate that technology adoption plays the major role and that the provision of compliance flexibility and the availability of cost-effective advanced technologies help manufacturers reduce the need for pricing to induce changes in the mix of vehicles sold. Feebates, when implemented along with fuel economy and emissions standards, can bring additional fuel economy improvement and emissions reduction, but the benefit diminishes with the increasing stringency of the standards.

  20. 40 CFR Appendix V to Part 600 - Fuel Economy Label Style Guidelines for 2008 and Later Model Year Vehicles

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... Guidelines for Ethanol and Natural Gas Dual Fuel Vehicles. Unless otherwise indicated, the format... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel Economy Label Style Guidelines... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS...

  1. Motor vehicle fuel economy, the forgotten HC control stragegy. [Hydrocarbon (HC)

    SciTech Connect

    Deluchi, M.; Wang, Quanlu; Greene, D.L.

    1992-06-01

    Emissions of hydrocarbons from motor vehicles are recognized as major contributors to ozone pollution in urban areas. Petroleum-based motor fuels contain volatile organic compounds (VOC) which, together with oxides of nitrogen, promote the formation of ozone in the troposphere via complex photochemical reactions. VOC emissions from the tailpipe and evaporation from the fuel and engine systems of highway vehicles are believed to account for about 40% of total VOC emissions in any region. But motor fuels also generate emissions throughout the fuel cycle, from crude oil production to refining, storage, transportation, and handling, that can make significant contributions to the total inventory of VOC emissions. Many of these sources of emissions are directly related to the quantity of fuel produced and handled throughout the fuel cycle. It is, therefore, reasonable to expect that a reduction in total fuel throughput might result in a reduction of VOC emissions. In particular, reducing vehicle fuel consumption by increasing vehicle fuel economy should reduce total fuel throughput, thereby cutting total emissions of VOCS. In this report we identify the sources of VOC emissions throughout the motor fuel cycle, quantify them to the extent possible, and describe their dependence on automobile and light truck fuel economy.

  2. Predicting Light-Duty Vehicle Fuel Economy as a Function of Highway Speed

    SciTech Connect

    Thomas, John F; Hwang, Ho-Ling; West, Brian H; Huff, Shean P

    2013-01-01

    The www.fueleconomy.gov website offers information such as window label fuel economy for city, highway, and combined driving for all U.S.-legal light-duty vehicles from 1984 to the present. The site is jointly maintained by the U.S. Department of Energy and the U.S. Environmental Protection Agency (EPA), and also offers a considerable amount of consumer information and advice pertaining to vehicle fuel economy and energy related issues. Included with advice pertaining to driving styles and habits is information concerning the trend that as highway cruising speed is increased, fuel economy will degrade. An effort was undertaken to quantify this conventional wisdom through analysis of dynamometer testing results for 74 vehicles at steady state speeds from 50 to 80 mph. Using this experimental data, several simple models were developed to predict individual vehicle fuel economy and its rate of change over the 50-80 mph speed range interval. The models presented require a minimal number of vehicle attributes. The simplest model requires only the EPA window label highway mpg value (based on the EPA specified estimation method for 2008 and beyond). The most complex of these simple model uses vehicle coast-down test coefficients (from testing prescribed by SAE Standard J2263) known as the vehicle Target Coefficients, and the raw fuel economy result from the federal highway test. Statistical comparisons of these models and discussions of their expected usefulness and limitations are offered.

  3. 49 CFR 575.401 - Vehicle labeling of fuel economy, greenhouse gas, and other pollutant emissions information.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... of the fuel pump. (3) For natural gas, include the established CNG logo. (4) For hydrogen fuel cells... requirements for hydrogen fuel cell vehicles. (1) Fuel economy and environment labels for hydrogen fuel cell... vehicle with the words “Gasoline Vehicle,” “Diesel Vehicle,” “Compressed Natural Gas Vehicle,”......

  4. 49 CFR 575.401 - Vehicle labeling of fuel economy, greenhouse gas, and other pollutant emissions information.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... of the fuel pump. (3) For natural gas, include the established CNG logo. (4) For hydrogen fuel cells... requirements for hydrogen fuel cell vehicles. (1) Fuel economy and environment labels for hydrogen fuel cell... vehicle with the words “Gasoline Vehicle,” “Diesel Vehicle,” “Compressed Natural Gas Vehicle,”......

  5. 49 CFR 575.401 - Vehicle labeling of fuel economy, greenhouse gas, and other pollutant emissions information.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... of the fuel pump. (3) For natural gas, include the established CNG logo. (4) For hydrogen fuel cells... requirements for hydrogen fuel cell vehicles. (1) Fuel economy and environment labels for hydrogen fuel cell... vehicle with the words “Gasoline Vehicle,” “Diesel Vehicle,” “Compressed Natural Gas Vehicle,”......

  6. Hydraulic Hybrid and Conventional Parcel Delivery Vehicles' Measured Laboratory Fuel Economy on Targeted Drive Cycles

    SciTech Connect

    Lammert, M. P.; Burton, J.; Sindler, P.; Duran, A.

    2014-10-01

    This research project compares laboratory-measured fuel economy of a medium-duty diesel powered hydraulic hybrid vehicle drivetrain to both a conventional diesel drivetrain and a conventional gasoline drivetrain in a typical commercial parcel delivery application. Vehicles in this study included a model year 2012 Freightliner P100H hybrid compared to a 2012 conventional gasoline P100 and a 2012 conventional diesel parcel delivery van of similar specifications. Drive cycle analysis of 484 days of hybrid parcel delivery van commercial operation from multiple vehicles was used to select three standard laboratory drive cycles as well as to create a custom representative cycle. These four cycles encompass and bracket the range of real world in-use data observed in Baltimore United Parcel Service operations. The NY Composite cycle, the City Suburban Heavy Vehicle Cycle cycle, and the California Air Resources Board Heavy Heavy-Duty Diesel Truck (HHDDT) cycle as well as a custom Baltimore parcel delivery cycle were tested at the National Renewable Energy Laboratory's Renewable Fuels and Lubricants Laboratory. Fuel consumption was measured and analyzed for all three vehicles. Vehicle laboratory results are compared on the basis of fuel economy. The hydraulic hybrid parcel delivery van demonstrated 19%-52% better fuel economy than the conventional diesel parcel delivery van and 30%-56% better fuel economy than the conventional gasoline parcel delivery van on cycles other than the highway-oriented HHDDT cycle.

  7. Mass impacts on fuel economies of conventional vs. hybrid electric vehicles.

    SciTech Connect

    An, F.; Santini, D. J.; Energy Systems

    2004-01-01

    The strong correlation between vehicle weight and fuel economy for conventional vehicles (CVs) is considered common knowledge, and the relationship of mass reduction to fuel consumption reduction for conventional vehicles (CVs) is often cited without separating effects of powertrain vs. vehicle body (glider), nor on the ground of equivalent vehicle performance level. This paper challenges the assumption that this relationship is easily summarized. Further, for hybrid electric vehicles (HEVs) the relationship between mass, performance and fuel consumption is not the same as for CVs, and vary with hybrid types. For fully functioning (all wheel regeneration) hybrid vehicles, where battery pack and motor(s) have enough power and energy storage, a very large fraction of kinetic energy is recovered and engine idling is effectively eliminated. This paper assesses two important impacts of shifting from conventional to hybrid vehicles in terms of the mass vs. fuel economy relationship - (1) significant improvements in fuel economy with little or no change in mass, and (2) once a switch to hybrid powertrains has been made, the effectiveness of mass reduction in improving fuel economy will be diminished relative to conventional vehicles. In this paper, we discuss vehicle tractive load breakdowns and impacts of hybridization on vehicle efficiency, discuss capture of kinetic energy by conversion to electrical energy via regenerative braking, assess benefits of shutting off the engine when the vehicle does not require power, and investigate energy losses associated with vehicle mass.

  8. 40 CFR 600.208-12 - Calculation of FTP-based and HFET-based fuel economy and carbon-related exhaust emission values...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...-based fuel economy and carbon-related exhaust emission values for a model type. 600.208-12 Section 600... ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Procedures for Calculating Fuel Economy Values § 600.208-12 Calculation of...

  9. Fuel Economy Improvement Potential of a Heavy Duty Truck using V2x Communication

    SciTech Connect

    LaClair, Tim J; Verma, Rajeev; Norris, Sarah; Cochran, Robert

    2014-01-01

    In this paper, we introduce an intelligent driver assistance system to reduce fuel consumption in heavy duty vehicles irrespective of the driving style of the driver. We specifically study the potential of V2I and V2V communications to reduce fuel consumption in heavy duty trucks. Most ITS communications today are oriented towards vehicle safety, with communications strategies and hardware that tend to focus on low latency. This has resulted in technologies emerging with a relatively limited range for the communications. For fuel economy, it is expected that most benefits will be derived with greater communications distances, at the scale of many hundred meters or several kilometers, due to the large inertia of heavy duty vehicles. It may therefore be necessary to employ different communications strategies for ITS applications aimed at fuel economy and other environmental benefits than what is used for safety applications in order to achieve the greatest benefits.

  10. 40 CFR 600.510-12 - Calculation of average fuel economy and average carbon-related exhaust emissions.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... must meet the minimum driving range requirements established by the Secretary of Transportation (49 CFR... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation of average fuel economy... ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS...

  11. 40 CFR 600.306-12 - Fuel economy label-special requirements for compressed natural gas vehicles.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... space. (ii) Include the city fuel economy value determined in § 600.311 in the lower left portion of the designated space. Include the expression “city” below this number. (iii) Include the highway fuel economy value determined in § 600.311 in the lower right portion of the designated space. Include the...

  12. 40 CFR 600.210-12 - Calculation of fuel economy and CO2 emission values for labeling.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.210-12... by one of two methods. The first is based on vehicle-specific model-type 5-cycle data as determined... method, the derived 5-cycle method, determines fuel economy and CO2 emissions values from the FTP...

  13. 40 CFR Appendix I to Part 600 - Highway Fuel Economy Driving Schedule (Applicable to 1978 and Later Model Year Automobiles)

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Highway Fuel Economy Driving Schedule (Applicable to 1978 and Later Model Year Automobiles) I Appendix I to Part 600 Protection of Environment... MOTOR VEHICLES Pt. 600, App. I Appendix I to Part 600—Highway Fuel Economy Driving Schedule...

  14. 40 CFR 600.006-89 - Data and information requirements for fuel economy vehicles.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 CFR part 86 (other than those chosen in accordance with 40 CFR 86.1829-01(a) or 40 CFR 86.1844-01... Application for Certification required in 40 CFR 86.087-21 or 40 CFR 86.1844-01 as applicable, the... fuel economy vehicles. 600.006-89 Section 600.006-89 Protection of Environment ENVIRONMENTAL...

  15. 40 CFR 600.510-08 - Calculation of average fuel economy.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... be calculated for model types and base levels associated with car lines for each category of... option, those vehicle configurations that are self-compensating to altitude changes may be separated by... fuel economy values will be calculated for vehicle configurations associated with car lines for...

  16. 40 CFR 600.510-08 - Calculation of average fuel economy.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... be calculated for model types and base levels associated with car lines for each category of... option, those vehicle configurations that are self-compensating to altitude changes may be separated by... fuel economy values will be calculated for vehicle configurations associated with car lines for...

  17. 40 CFR 600.006-89 - Data and information requirements for fuel economy vehicles.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...) For vehicles tested to meet the requirements of 40 CFR part 86 (other than those chosen in accordance with 40 CFR 86.1829-01(a) or 40 CFR 86.1844-01), the city and highway fuel economy results from all... procedures, equipment, or facilities not described in the Application for Certification required in 40 CFR...

  18. 76 FR 39477 - Revisions and Additions to Motor Vehicle Fuel Economy Label

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-07-06

    ...-forming emissions, and projected fuel costs and savings, and also includes a smartphone interactive code...., confidential business information (CBI) or other information whose disclosure is restricted by statute. Certain... Economy ARB California Air Resources Board CBI Confidential Business Information CD Charge Depleting...

  19. Leveraging Intelligent Vehicle Technologies to Maximize Fuel Economy (Presentation)

    SciTech Connect

    Gonder, J.

    2011-11-01

    Advancements in vehicle electronics, along with communication and sensing technologies, have led to a growing number of intelligent vehicle applications. Example systems include those for advanced driver information, route planning and prediction, driver assistance, and crash avoidance. The National Renewable Energy Laboratory is exploring ways to leverage intelligent vehicle systems to achieve fuel savings. This presentation discusses several potential applications, such as providing intelligent feedback to drivers on specific ways to improve their driving efficiency, and using information about upcoming driving to optimize electrified vehicle control strategies for maximum energy efficiency and battery life. The talk also covers the potential of Advanced Driver Assistance Systems (ADAS) and related technologies to deliver significant fuel savings in addition to providing safety and convenience benefits.

  20. Effect of Water-Alcohol Injection and Maximum Economy Spark Advance on Knock-Limited Performance and Fuel Economy of a Large Air-Cooled Cylinder

    NASA Technical Reports Server (NTRS)

    Heinicke, Orville H.; Vandeman, Jack E.

    1945-01-01

    An investigation was conducted to determine the effect of a coolant solution of 25 percent ethyl alcohol, 25 percent methyl alcohol, and 50 percent water by volume and maximum-economy spark advance on knock-limited performance and fuel economy of a large air-cooled cylinder. The knock-limited performance of the cylinder at engine speeds of 2100 and 2500 rpm was determined for coolant-fuel ratios of 0.0, 0.2, and 0.4. The effect of water-alcohol injection on fuel economy was determined in constant charge-air flow tests. The tests were conducted at a spark advance of 20 deg B.T.C. and maximum-economy spark advance.

  1. Analysis of regenerated single-shaft ceramic gas-turbine engines and resulting fuel economy in a compact car

    NASA Technical Reports Server (NTRS)

    Klann, J. L.; Tew, R. C., Jr.

    1977-01-01

    Ranges in design and off-design operating conditions of an advanced gas turbine and their effects on fuel economy were analyzed. The assumed engine incorporated a single stage radial flow turbine and compressor with fixed geometry. Fuel economies were calculated over the composite driving cycle with gasoline as the fuel. At a constant turbine-inlet temperature, with a regenerator sized for a full power effectiveness the best fuel economies ranged from 11.1 to 10.2 km/liter (26.2 to 22.5 mpg) for full power turbine tip speeds of 770 to 488m/sec (2530 to 1600ft/sec), respectively.

  2. Simulations of the Fuel Economy and Emissions of Hybrid Transit Buses over Planned Local Routes

    SciTech Connect

    Gao, Zhiming; LaClair, Tim J; Daw, C Stuart; Smith, David E; Franzese, Oscar

    2014-01-01

    We present simulated fuel economy and emissions city transit buses powered by conventional diesel engines and diesel-hybrid electric powertrains of varying size. Six representative city drive cycles were included in the study. In addition, we included previously published aftertreatment device models for control of CO, HC, NOx, and particulate matter (PM) emissions. Our results reveal that bus hybridization can significantly enhance fuel economy by reducing engine idling time, reducing demands for accessory loads, exploiting regenerative braking, and shifting engine operation to speeds and loads with higher fuel efficiency. Increased hybridization also tends to monotonically reduce engine-out emissions, but trends in the tailpipe (post-aftertreatment) emissions involve more complex interactions that significantly depend on motor size and drive cycle details.

  3. The Use of Exhaust Gas Recirculation to Optimize Fuel Economy and Minimize Emission in Engines Operating on E85 Fuel

    SciTech Connect

    Wu, Ko-Jen

    2011-12-31

    This report summarizes activities conducted for the project “The Use of Exhaust Gas Recirculation to Optimized Fuel Economy and Minimize Emissions in Engines Operating on E85 Fuel” under COOPERATIVE AGREEMENT NUMBER DE-FC26-07NT43271, which are as outlined in the STATEMENT OF PROJECT OBJECTIVES (SOPO) dated March 2007 and in the supplemental SOPO dated October 2010. The project objective was to develop and demonstrate an internal combustion engine that is optimized for E85 (85% ethanol and 15% gasoline) fuel operation to achieve substantially improved fuel economy while operating with E85 fuel and that is also production viable in the near- to medium-term. The key engine technology selected for research and development was turbocharging, which is known to improve fuel economy thru downsizing and is in particular capable of exploiting ethanol fuel’s characteristics of high octane number and high latent heat of vaporization. The engine further integrated synergistic efficiency improving technologies of cooled exhaust gas recirculation (EGR), direct fuel injection and dual continuously variable intake and exhaust cam phasers. On the vehicle level, fuel economy was furthered thru powertrain system optimization by mating a state-of-the-art six-speed automatic transmission to the engine. In order to achieve the project’s objective of near- to medium-term production viability, it was essential to develop the engine to be flex-fuel capable of operating with fuels ranging from E0 (0% ethanol and 100% gasoline) to E85 and to use three-way type of catalyst technology for exhaust aftertreatment. Within these scopes, various technologies were developed through systems approach to focus on ways to help accelerate catalyst light-off. Significant amount of development took place during the course of the project within General Motors, LLC. Many prototype flex-fuel engines were designed, built and developed with various hardware configurations selected to achieve the project

  4. 40 CFR 600.206-12 - Calculation and use of FTP-based and HFET-based fuel economy, CO2 emissions, and carbon-related...

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for... kilogram of hydrogen. (1) If only one set of FTP-based city and HFET-based highway fuel economy values...

  5. Utilization of waste heat in trucks for increased fuel economy

    NASA Technical Reports Server (NTRS)

    Leising, C. J.; Purohit, G. P.; Degrey, S. P.; Finegold, J. G.

    1978-01-01

    The waste heat utilization concepts include preheating, regeneration, turbocharging, turbocompounding, and Rankine engine compounding. Predictions are based on fuel-air cycle analyses, computer simulation, and engine test data. All options are evaluated in terms of maximum theoretical improvements, but the Diesel and adiabatic Diesel are also compared on the basis of maximum expected improvement and expected improvement over a driving cycle. The study indicates that Diesels should be turbocharged and aftercooled to the maximum possible level. The results reveal that Diesel driving cycle performance can be increased by 20% through increased turbocharging, turbocompounding, and Rankine engine compounding. The Rankine engine compounding provides about three times as much improvement as turbocompounding but also costs about three times as much. Performance for either can be approximately doubled if applied to an adiabatic Diesel.

  6. Influence of test fuel properties and composition on UNECE R101 CO2 and fuel economy valuation

    NASA Astrophysics Data System (ADS)

    Parker, A.

    2015-12-01

    CO2 emission and fuel consumption of passenger cars is now assessed by using a simplistic procedure measuring the emission during a test performed without any control of the fuel properties and computing the fuel consumption through an unsophisticated formula. As pump gasoline and diesel fuels are refinery products mixture of many different hydrocarbons, and in case of gasoline may also contain a significant amount of oxygenates, the fuel properties, including the density, carbon and energy content may strongly vary from one pump fuel to the other. Being the specific test fuels carefully selected by the car manufacturers and everything but randomly chosen pump fuels, the claimed CO2 emission and fuel economy figures may differ largely from the certification values. I show from the analysis of the 2014 UK government data for 2358 diesel and 2103 petrol vehicles how same volumes of only theoretically same pump fuels used during the certification test by the cars manufacturers unfortunately do not produce the same carbon dioxide emission, and very likely do not have the same energy content. The CO2 emission per liter of diesel fuel is shown to oscillate froma maximum of 3049 g to a minimum of 2125 g, with an average of 2625 g, froma +16.13% to a -19.06% of the average. TheCO2 emission per liter of petrol fuel is shown to oscillate even more from a maximum of 3735 g to a minimum of 1767 g with an average of 2327 g, from a +60.48% to a -24.05% of the average. The proposed solution is to center the assessment on the energy demand by measuring with accuracy the mass of fuel consumed and the fuel properties of the test fuel starting from the lower heating. The corrected fuel consumption and the corrected carbon dioxide emission to mention from the test are then computed by using pure hydrocarbon reference fuels for diesel and petrol having a given lower heating value and a given hydrocarbon composition. Alternatively, exactly the same test fuel should be used by all the

  7. Some evidence on determinants of fuel economy as a function of driving cycle and test type

    SciTech Connect

    Santini, D.J.; Anderson, J.

    1993-08-01

    Statistical methods are used with 107 vehicles whose fuel economy was presented and reported for five test types in a single publication by Consumers Union (CU) for 1986--1988 vehicles. Standard loglinear statistical formulations (i.e., multiplicative models of interactions) are used with data from this and supplementary sources to develop coefficients estimating the percent fuel economy gain per percent change in engine/vehicle design characteristic. The coefficients are developed for the five different test conditions evaluated by CU and are compared with each other on the basis of attributes of the tests. The insights of engineering models are used to develop expectations regarding the shift in size of coefficients as driving cycles change. In both the engineering models and the statistical model, the effect of weight is estimated to be higher in urban driving than in highway driving. For two test categories -- field tests and dynamometer tests -- the benefits of weight reduction are statistically estimated to be greatest in urban driving conditions. The effect on idle fuel flow rate of designing vehicles to hold performance roughly constant by maintaining power per kilogram and/or displacement per kilogram is examined, and its implication for the size of the weight effect is simply approximated from Sovran`s 1983 engineering model results. The fuel-economy-decreasing effect of the desire for performance is estimated to be somewhat larger in the statistical analysis than in the NAS study, when engine technology is held constant.

  8. Deriving In-Use PHEV Fuel Economy Predictions from Standardized Test Cycle Results

    SciTech Connect

    John Smart; Richard "Barney" Carlson; Jeff Gonder; Aaron Brooker

    2009-09-01

    Plug-in hybrid electric vehicles (PHEVs) have potential to reduce or eliminate the U.S. dependence on foreign oil. Quantifying the amount of petroleum each uses, however, is challenging. To estimate in-use fuel economy for conventional vehicles the Environmental Protection Agency (EPA) conducts chassis dynamometer tests on standard historic drive cycles and then adjusts the resulting “raw” fuel economy measurements downward. Various publications, such as the forthcoming update to the SAE J1711 recommended practice for PHEV fuel economy testing, address the challenges of applying standard test procedures to PHEVs. This paper explores the issue of how to apply an adjustment method to such “raw” PHEV dynamometer test results in order to more closely estimate the in-use fuel and electricity consumption characteristics of these vehicles. The paper discusses two possible adjustment methods, and evaluates one method by applying it to dynamometer data and comparing the result to in-use fleet data (on an aftermarket conversion PHEV). The paper will also present the methodologies used to collect the data needed for this comparison.

  9. Survey Evidence on the Willingness of U.S. Consumers to Pay for Automotive Fuel Economy

    SciTech Connect

    Greene, David L; Evans, David H; Hiestand, John

    2013-01-01

    Prospect theory, which was awarded the Nobel Prize in Economics in 2002, holds that human beings faced with a risky bet will tend to value potential losses about twice as much as potential gains. Previous research has demonstrated that prospect theory could be sufficient to explain an energy paradox in the market for automotive fuel economy. This paper analyzes data from four random sample surveys of 1,000 U.S. households each in 2004, 2011, 2012 and 2013. Households were asked about willingness to pay for future fuel savings as well as the annual fuel savings necessary to justify a given upfront payment. Payback periods inferred from household responses are consistent over time and across different formulations of questions. Mean calculated payback periods are short, about 3 years, but there is substantial dispersion among individual responses. Calculated payback periods do not appear to be correlated with the attributes of respondents. Respondents were able to quantitatively describe their uncertainty about both vehicle fuel economy and future fuel prices. Simulation of loss averse behavior based on this stated uncertainty illustrate how loss aversion could lead consumers to substantially undervalue future fuel savings relative to their expected value.

  10. 40 CFR 600.008 - Review of fuel economy, CO2 emissions, and carbon-related exhaust emission data, testing by the...

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Review of fuel economy, CO2 emissions... Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES General Provisions § 600.008 Review of fuel economy,...

  11. 40 CFR 600.206-12 - Calculation and use of FTP-based and HFET-based fuel economy, CO2 emissions, and carbon-related...

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... HFET-based fuel economy, CO2 emissions, and carbon-related exhaust emission values for vehicle... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.206-12 Calculation and use of...

  12. 40 CFR 600.008 - Review of fuel economy, CO2 emissions, and carbon-related exhaust emission data, testing by the...

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Review of fuel economy, CO2 emissions... Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES General Provisions § 600.008 Review of fuel economy,...

  13. 40 CFR 600.008 - Review of fuel economy, CO2 emissions, and carbon-related exhaust emission data, testing by the...

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Review of fuel economy, CO2 emissions... Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES General Provisions § 600.008 Review of fuel economy,...

  14. 40 CFR 600.209-12 - Calculation of vehicle-specific 5-cycle fuel economy and CO2 emission values for a model type.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ...-cycle fuel economy and CO2 emission values for a model type. 600.209-12 Section 600.209-12 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust...

  15. 40 CFR 600.208-08 - Calculation of FTP-based and HFET-based fuel economy values for a model type.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ...-based fuel economy values for a model type. 600.208-08 Section 600.208-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values §...

  16. 40 CFR 600.207-08 - Calculation and use of vehicle-specific 5-cycle-based fuel economy values for vehicle...

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ...-specific 5-cycle-based fuel economy values for vehicle configurations. 600.207-08 Section 600.207-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and...

  17. 40 CFR 600.209-12 - Calculation of vehicle-specific 5-cycle fuel economy and CO2 emission values for a model type.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ...-cycle fuel economy and CO2 emission values for a model type. 600.209-12 Section 600.209-12 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust...

  18. 40 CFR 600.206-08 - Calculation and use of FTP-based and HFET-based fuel economy values for vehicle configurations.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... HFET-based fuel economy values for vehicle configurations. 600.206-08 Section 600.206-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust...

  19. 40 CFR 600.206-12 - Calculation and use of FTP-based and HFET-based fuel economy, CO2 emissions, and carbon-related...

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... HFET-based fuel economy, CO2 emissions, and carbon-related exhaust emission values for vehicle... (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.206-12 Calculation and use of...

  20. 40 CFR 600.208-08 - Calculation of FTP-based and HFET-based fuel economy values for a model type.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ...-based fuel economy values for a model type. 600.208-08 Section 600.208-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values §...

  1. 40 CFR 600.208-12 - Calculation of FTP-based and HFET-based fuel economy, CO2 emissions, and carbon-related exhaust...

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ...-based fuel economy, CO2 emissions, and carbon-related exhaust emissions for a model type. 600.208-12... FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.208-12 Calculation of FTP-based and...

  2. 40 CFR 600.208-12 - Calculation of FTP-based and HFET-based fuel economy, CO2 emissions, and carbon-related exhaust...

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ...-based fuel economy, CO2 emissions, and carbon-related exhaust emissions for a model type. 600.208-12... FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.208-12 Calculation of FTP-based and...

  3. 40 CFR 600.008-08 - Review of fuel economy and carbon-related exhaust emission data, testing by the Administrator.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Review of fuel economy and carbon... Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Regulations for 1977 and...

  4. 40 CFR 600.208-12 - Calculation of FTP-based and HFET-based fuel economy, CO2 emissions, and carbon-related exhaust...

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ...-based fuel economy, CO2 emissions, and carbon-related exhaust emissions for a model type. 600.208-12... FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.208-12 Calculation of FTP-based and...

  5. 40 CFR 600.206-08 - Calculation and use of FTP-based and HFET-based fuel economy values for vehicle configurations.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... HFET-based fuel economy values for vehicle configurations. 600.206-08 Section 600.206-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust...

  6. 40 CFR 600.206-08 - Calculation and use of FTP-based and HFET-based fuel economy values for vehicle configurations.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... HFET-based fuel economy values for vehicle configurations. 600.206-08 Section 600.206-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year...

  7. 40 CFR 600.208-08 - Calculation of FTP-based and HFET-based fuel economy values for a model type.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...-based fuel economy values for a model type. 600.208-08 Section 600.208-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year Automobiles-Procedures...

  8. 40 CFR 600.207-08 - Calculation and use of vehicle-specific 5-cycle-based fuel economy values for vehicle...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...-specific 5-cycle-based fuel economy values for vehicle configurations. 600.207-08 Section 600.207-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model...

  9. 40 CFR 600.206-12 - Calculation and use of FTP-based and HFET-based fuel economy and carbon-related exhaust emission...

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... emission values shall be arithmetically averaged. The resultant fuel economy values, rounded to the nearest 0.0001 mile per gallon, are the FTP-based city and HFET-based highway fuel economy values for the... values for the vehicle configuration. (3)(i) For the purpose of determining average fuel economy...

  10. 40 CFR 600.208-12 - Calculation of FTP-based and HFET-based fuel economy and carbon-related exhaust emission values...

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... economy or carbon-related exhaust emission value for the base level. (7) For alcohol dual fuel automobiles... basic engine (i.e., they are not included in the calculation of the original base level fuel economy...) If only one vehicle configuration within a base level has been tested, the fuel economy and...

  11. 40 CFR 600.207-08 - Calculation and use of vehicle-specific 5-cycle-based fuel economy values for vehicle...

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ...-specific 5-cycle-based fuel economy values for vehicle configurations. 600.207-08 Section 600.207-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and...

  12. 40 CFR 600.209-12 - Calculation of vehicle-specific 5-cycle fuel economy and CO2 emission values for a model type.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ...-cycle fuel economy and CO2 emission values for a model type. 600.209-12 Section 600.209-12 Protection of... EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.209-12 Calculation of vehicle-specific 5-cycle fuel economy and CO2 emission values for...

  13. Lightweighting Impacts on Fuel Economy, Cost, and Component Losses

    SciTech Connect

    Brooker, A. D.; Ward, J.; Wang, L.

    2013-01-01

    The Future Automotive Systems Technology Simulator (FASTSim) is the U.S. Department of Energy's high-level vehicle powertrain model developed at the National Renewable Energy Laboratory. It uses a time versus speed drive cycle to estimate the powertrain forces required to meet the cycle. It simulates the major vehicle powertrain components and their losses. It includes a cost model based on component sizing and fuel prices. FASTSim simulated different levels of lightweighting for four different powertrains: a conventional gasoline engine vehicle, a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), and a battery electric vehicle (EV). Weight reductions impacted the conventional vehicle's efficiency more than the HEV, PHEV and EV. Although lightweighting impacted the advanced vehicles' efficiency less, it reduced component cost and overall costs more. The PHEV and EV are less cost effective than the conventional vehicle and HEV using current battery costs. Assuming the DOE's battery cost target of $100/kWh, however, the PHEV attained similar cost and lightweighting benefits. Generally, lightweighting was cost effective when it costs less than $6/kg of mass eliminated.

  14. Reactivity-controlled compression ignition drive cycle emissions and fuel economy estimations using vehicle system simulations

    DOE PAGESBeta

    Curran, Scott J.; Gao, Zhiming; Wagner, Robert M.

    2014-12-22

    In-cylinder blending of gasoline and diesel to achieve reactivity-controlled compression ignition has been shown to reduce NOX and soot emissions while maintaining or improving brake thermal efficiency as compared with conventional diesel combustion. The reactivity-controlled compression ignition concept has an advantage over many advanced combustion strategies in that the fuel reactivity can be tailored to the engine speed and load, allowing stable low-temperature combustion to be extended over more of the light-duty drive cycle load range. In this paper, a multi-mode reactivity-controlled compression ignition strategy is employed where the engine switches from reactivity-controlled compression ignition to conventional diesel combustion whenmore » speed and load demand are outside of the experimentally determined reactivity-controlled compression ignition range. The potential for reactivity-controlled compression ignition to reduce drive cycle fuel economy and emissions is not clearly understood and is explored here by simulating the fuel economy and emissions for a multi-mode reactivity-controlled compression ignition–enabled vehicle operating over a variety of US drive cycles using experimental engine maps for multi-mode reactivity-controlled compression ignition, conventional diesel combustion, and a 2009 port-fuel injected gasoline engine. Drive cycle simulations are completed assuming a conventional mid-size passenger vehicle with an automatic transmission. Multi-mode reactivity-controlled compression ignition fuel economy simulation results are compared with the same vehicle powered by a representative 2009 port-fuel injected gasoline engine over multiple drive cycles. Finally, engine-out drive cycle emissions are compared with conventional diesel combustion, and observations regarding relative gasoline and diesel tank sizes needed for the various drive cycles are also summarized.« less

  15. Reactivity-controlled compression ignition drive cycle emissions and fuel economy estimations using vehicle system simulations

    SciTech Connect

    Curran, Scott J.; Gao, Zhiming; Wagner, Robert M.

    2014-12-22

    In-cylinder blending of gasoline and diesel to achieve reactivity-controlled compression ignition has been shown to reduce NOX and soot emissions while maintaining or improving brake thermal efficiency as compared with conventional diesel combustion. The reactivity-controlled compression ignition concept has an advantage over many advanced combustion strategies in that the fuel reactivity can be tailored to the engine speed and load, allowing stable low-temperature combustion to be extended over more of the light-duty drive cycle load range. In this paper, a multi-mode reactivity-controlled compression ignition strategy is employed where the engine switches from reactivity-controlled compression ignition to conventional diesel combustion when speed and load demand are outside of the experimentally determined reactivity-controlled compression ignition range. The potential for reactivity-controlled compression ignition to reduce drive cycle fuel economy and emissions is not clearly understood and is explored here by simulating the fuel economy and emissions for a multi-mode reactivity-controlled compression ignition–enabled vehicle operating over a variety of US drive cycles using experimental engine maps for multi-mode reactivity-controlled compression ignition, conventional diesel combustion, and a 2009 port-fuel injected gasoline engine. Drive cycle simulations are completed assuming a conventional mid-size passenger vehicle with an automatic transmission. Multi-mode reactivity-controlled compression ignition fuel economy simulation results are compared with the same vehicle powered by a representative 2009 port-fuel injected gasoline engine over multiple drive cycles. Finally, engine-out drive cycle emissions are compared with conventional diesel combustion, and observations regarding relative gasoline and diesel tank sizes needed for the various drive cycles are also summarized.

  16. US Department of Energy Hybrid Vehicle Battery and Fuel Economy Testing

    SciTech Connect

    Donald Karner; J.E. Francfort

    2005-09-01

    The Advanced Vehicle Testing Activity (AVTA), part of the U.S. Department of Energy’s FreedomCAR and Vehicle Technologies Program, has conducted testing of advanced technology vehicles since August, 1995 in support of the AVTA goal to provide benchmark data for technology modeling, and research and development programs. The AVTA has tested over 200 advanced technology vehicles including full size electric vehicles, urban electric vehicles, neighborhood electric vehicles, and hydrogen internal combustion engine powered vehicles. Currently, the AVTA is conducting significant tests of hybrid electric vehicles (HEV). This testing has included all HEVs produced by major automotive manufacturers and spans over 1.3 million miles. The results of all testing are posted on the AVTA web page maintained by the Idaho National Laboratory. Through the course of this testing, the fuel economy of HEV fleets has been monitored and analyzed to determine the "real world" performance of their hybrid energy systems, particularly the battery. While the initial "real world" fuel economy of these vehicles has typically been less than that evaluated by the manufacturer and varies significantly with environmental conditions, the fuel economy and, therefore, battery performance, has remained stable over vehicle life (160,000 miles).

  17. US Department of Energy Hybrid Electric Vehicle Battery and Fuel Economy Testing

    NASA Astrophysics Data System (ADS)

    Karner, Donald; Francfort, James

    The advanced vehicle testing activity (AVTA), part of the US Department of Energy's FreedomCAR and Vehicle Technologies Program, has conducted testing of advanced technology vehicles since August 1995 in support of the AVTA goal to provide benchmark data for technology modelling, and research and development programs. The AVTA has tested over 200 advanced technology vehicles including full-size electric vehicles, urban electric vehicles, neighborhood electric vehicles, and internal combustion engine vehicles powered by hydrogen. Currently, the AVTA is conducting a significant evaluation of hybrid electric vehicles (HEVs) produced by major automotive manufacturers. The results are posted on the AVTA web page maintained by the Idaho National Laboratory. Through the course of this testing, the fuel economy of HEV fleets has been monitored and analyzed to determine the 'real world' performance of their hybrid energy systems, particularly the battery. The initial fuel economy of these vehicles has typically been less than that determined by the manufacturer and also varies significantly with environmental conditions. Nevertheless, the fuel economy and, therefore, battery performance, has remained stable over the life of a given vehicle (160 000 miles).

  18. 40 CFR Appendix Vi to Part 600 - Sample Fuel Economy Labels and Style Guidelines for 2013 and Later Model Years

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR... Vehicle Label (Ethanol/Gasoline) with Optional Display of Driving Range Values ER06JY11.050 F....

  19. Fuel Cell Development for NASA's Human Exploration Program: Benchmarking with "The Hydrogen Economy"

    NASA Technical Reports Server (NTRS)

    Scott, John H.

    2007-01-01

    The theoretically high efficiency and low temperature operation of hydrogen-oxygen fuel cells has motivated them to be the subject of much study since their invention in the 19th Century, but their relatively high life cycle costs kept them as a "solution in search of a problem" for many years. The first problem for which fuel cells presented a truly cost effective solution was that of providing a power source for NASA's human spaceflight vehicles in the 1960 s. NASA thus invested, and continues to invest, in the development of fuel cell power plants for this application. This development program continues to place its highest priorities on requirements for minimum system mass and maximum durability and reliability. These priorities drive fuel cell power plant design decisions at all levels, even that of catalyst support. However, since the mid-1990's, prospective environmental regulations have driven increased governmental and industrial interest in "green power" and the "Hydrogen Economy." This has in turn stimulated greatly increased investment in fuel cell development for a variety of commercial applications. This investment is bringing about notable advances in fuel cell technology, but, as these development efforts place their highest priority on requirements for minimum life cycle cost and field safety, these advances are yielding design solutions quite different at almost every level from those needed for spacecraft applications. This environment thus presents both opportunities and challenges for NASA's Human Exploration Program

  20. Fuel Economy Regulations and Efficiency Technology Improvements in U.S. Cars Since 1975

    NASA Astrophysics Data System (ADS)

    MacKenzie, Donald Warren

    Light-duty vehicles account for 43% of petroleum consumption and 23% of greenhouse gas emissions in the United States. Corporate Average Fuel Economy (CAFE) standards are the primary policy tool addressing petroleum consumption in the U.S., and are set to tighten substantially through 2025. In this dissertation, I address several interconnected questions on the technical, policy, and market aspects of fuel consumption reduction. I begin by quantifying historic improvements in fuel efficiency technologies since the 1970s. First. I develop a linear regression model of acceleration performance conditional on power, weight, powertrain, and body characteristics, showing that vehicles today accelerate 20-30% faster than vehicles with similar specifications in the 1970s. Second, I find that growing use of alternative materials and a switch to more weight-efficient vehicle architectures since 1975 have cut the weight of today's new cars by approximately 790 kg (46%). Integrating these results with model-level specification data, I estimate that the average fuel economy of new cars could have tripled from 1975-2009, if not for changes in performance, size, and features over this period. The pace of improvements was not uniform, averaging 5% annually from 1975-1990, but only 2% annually since then. I conclude that the 2025 standards can be met through improvements in efficiency technology, if we can return to 1980s rates of improvement, and growth in acceleration performance and feature content is curtailed. I next test the hypotheses that higher fuel prices and more stringent CAFE standards cause automotive firms to deploy efficiency technologies more rapidly. I find some evidence that higher fuel prices cause more rapid changes in technology, but little to no evidence that tighter CAFE standards increase rates of technology change. I conclude that standards alone, without continued high gasoline prices, may not drive technology improvements at rates needed to meet the 2025

  1. 40 CFR 600.115-08 - Criteria for determining the fuel economy label calculation method for 2011 and later model year...

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... economy label calculation method for 2011 and later model year vehicles. 600.115-08 Section 600.115-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission...

  2. 40 CFR 600.115-08 - Criteria for determining the fuel economy label calculation method for 2011 and later model year...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... economy label calculation method for 2011 and later model year vehicles. 600.115-08 Section 600.115-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1978 and Later Model...

  3. 40 CFR 600.206-08 - Calculation and use of FTP-based and HFET-based fuel economy values for vehicle configurations.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ...) Calculate the city, highway, and combined fuel economy values from the tests performed using alcohol or... economy values is accepted for a vehicle configuration, these values, rounded to the nearest tenth of a mile per gallon, comprise the city and highway fuel economy values for that configuration. (2) If...

  4. Fuel Economy and Emissions of the Ethanol-Optimized Saab 9-5 Biopower

    SciTech Connect

    West, Brian H; Lopez Vega, Alberto; Theiss, Timothy J; Graves, Ronald L; Storey, John Morse; Lewis Sr, Samuel Arthur

    2007-01-01

    Saab Automobile recently released the BioPower engines, advertised to use increased turbocharger boost and spark advance on ethanol fuel to enhance performance. Specifications for the 2.0 liter turbocharged engine in the Saab 9-5 Biopower 2.0t report 150 hp on gasoline and a 20% increase to 180 hp on E85 (nominally 85% ethanol, 15% gasoline). While FFVs sold in the U.S. must be emissions certified on Federal Certification Gasoline as well as on E85, the European regulations only require certification on gasoline. Owing to renewed and growing interest in increased ethanol utilization in the U.S., a European-specification 2007 Saab 9-5 Biopower 2.0t was acquired by the Department of Energy and Oak Ridge National Laboratory (ORNL) for benchmark evaluations. Results show that the BioPower vehicle's gasoline equivalent fuel economy on the Federal Test Procedure (FTP) and the Highway Fuel Economy Test (HFET) are on par with similar U.S.-legal flex-fuel vehicles. Regulated and unregulated emissions measurements on the FTP and the US06 aggressive driving test (part of the supplemental FTP) show that despite the lack of any certification testing requirement in Europe on E85 or on the U.S. cycles, the BioPower is within Tier 2, Bin 5 emissions levels (note that full useful life emissions have not been measured) on the FTP, and also within the 4000 mile US06 emissions limits. Emissions of hydrocarbon-based hazardous air pollutants are higher on Federal Certification Gasoline while ethanol and aldehyde emissions are higher on ethanol fuel. The advertised power increase on E85 was confirmed through acceleration tests on the chassis dyno as well as on-road.

  5. 75 FR 80430 - Passenger Car and Light Truck Average Fuel Economy Standards Request for Product Plan Information...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-12-22

    ..., plug-in hybrid, electric, and fuel cell vehicles, among others). NHTSA will also consider information... complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477-78) or you... Intent, 75 FR 62739 (Oct. 13, 2010). \\5\\ Available at http://www.nhtsa.gov/fuel-economy (last...

  6. 1994 U.S. Department of Energy Strategic Plan: Fueling a Competitive Economy

    SciTech Connect

    None,

    1994-04-01

    The Department of Energy has a rich heritage of meeting important national goals in the areas of energy, national security, science, and technology. The end of the Cold War, and the election of President Clinton, have given us a new national agenda. Through a comprehensive strategic planning process, we have determined that the Department must now unleash its extraordinary scientific and technical talent and resources on new and more sharply focused goals: fueling a competitive economy, improving the environment through waste management and pollution prevention, and reducing the nuclear danger.

  7. 40 CFR 600.207-08 - Calculation and use of vehicle-specific 5-cycle-based fuel economy values for vehicle...

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ...-specific 5-cycle-based fuel economy values for vehicle configurations. 600.207-08 Section 600.207-08... GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Calculating Fuel Economy and Carbon-Related Exhaust Emission Values § 600.207-08 Calculation and use of vehicle-specific 5-cycle-based fuel...

  8. The Evaluation of Developing Vehicle Technologies on the Fuel Economy of Long-Haul Trucks

    DOE PAGESBeta

    Gao, Zhiming; Smith, David E.; Daw, C. Stuart; Edwards, Kevin Dean; Kaul, Brian C.; Domingo, Norberto; Parks, II, James E.; Jones, Perry T.

    2015-12-01

    We present fuel savings estimates resulting from the combined implementation of multiple advanced energy management technologies in both conventional and parallel hybrid class 8 diesel trucks. The energy management technologies considered here have been specifically targeted by the 21st Century Truck Partnership (21 CTP) between the U.S. Department of Energy and U.S. industry and include advanced combustion engines, waste heat recovery, and reductions in auxiliary loads, rolling resistance, aerodynamic drag, and gross vehicle weight. Furthermore, we estimated that combined use of all these technologies in hybrid trucks has the potential to improve fuel economy by more than 60% compared tomore » current conventional trucks, but this requires careful system integration to avoid non-optimal interactions. Major factors to be considered in system integration are discussed.« less

  9. Blood and Oil: Vehicle Characteristics in Relation to Fatality Risk and Fuel Economy

    PubMed Central

    Robertson, Leon S.

    2006-01-01

    I examined the potential for a lower risk of death compatible with increased fuel economy among 67 models of 1999–2002 model year cars, vans, and sport-utility vehicles (SUVs) during the calendar years 2000 to 2004. The odds of death for drivers and all persons killed in vehicle collisions were related to vehicle weight, size, stability, and crashworthiness. I calculated that fatality rates would have been 28% lower and fuel use would have been reduced by 16% if vehicle weights had been reduced to the weight of vehicles with the lowest weight per size, where size is measured by the lateral distance needed to perform a 180-degree turn. If, in addition, all vehicles had crashworthiness and stability equal to those of the top-rated vehicles, more than half the deaths involving passenger cars, vans, and SUVs could have been prevented by vehicle modifications. PMID:17018814

  10. The Evaluation of Developing Vehicle Technologies on the Fuel Economy of Long-Haul Trucks

    SciTech Connect

    Gao, Zhiming; Smith, David E.; Daw, C. Stuart; Edwards, Kevin Dean; Kaul, Brian C.; Domingo, Norberto; Parks, II, James E.; Jones, Perry T.

    2015-12-01

    We present fuel savings estimates resulting from the combined implementation of multiple advanced energy management technologies in both conventional and parallel hybrid class 8 diesel trucks. The energy management technologies considered here have been specifically targeted by the 21st Century Truck Partnership (21 CTP) between the U.S. Department of Energy and U.S. industry and include advanced combustion engines, waste heat recovery, and reductions in auxiliary loads, rolling resistance, aerodynamic drag, and gross vehicle weight. Furthermore, we estimated that combined use of all these technologies in hybrid trucks has the potential to improve fuel economy by more than 60% compared to current conventional trucks, but this requires careful system integration to avoid non-optimal interactions. Major factors to be considered in system integration are discussed.

  11. Vehicle fuel economy and vehicle miles traveled: An empirical investigation of Jevons' Paradox

    NASA Astrophysics Data System (ADS)

    Munyon, Vinola Vincent

    There has been, in recent decades, a concerted effort to promote energy efficiency as a means to reduce energy consumption, along the supply and demand sides. The general thesis is that, ceteris paribus, an increase in energy efficiency would lead to a decrease in the consumption of the good or service rendered efficient. This is in opposition to Jevons' Paradox which states that "It is wholly a confusion of ideas to suppose that the economical use of fuel is equivalent to a diminished consumption. The very contrary is the truth..." (Jevons, 1865). While many studies have applied Jevons' Paradox to various sectors to estimate rebound effects, few have examined if Jevons' Paradox holds when all available factors that could affect consumption of an efficient good/service are controlled for. This study hoped to fill that gap in literature. The study looked at vehicle fuel economy and vehicle miles travelled (VMT) and examined if, all else being equal, a vehicle that was more fuel efficient accrued greater VMT. Using data from the National Household Travel Survey (NHTS, 2009), a multivariate regression model was built (N = 82,485) controlling for driver, household and vehicle attributes. The findings indicated that, at the microlevel, Jevons' Paradox does hold true; a 1% increase in fuel efficiency was associated with a 1.2% increase in VMT.

  12. 40 CFR 600.113-12 - Fuel economy and carbon-related exhaust emission calculations for FTP, HFET, US06, SC03 and cold...

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...) divided by the total weight of fuel. (4) Ethanol test fuel shall be analyzed to determine the following...-fueled automobiles and automobiles designed to operate on mixtures of gasoline and ethanol, the fuel... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel economy and...

  13. Drive cycle simulation of high efficiency combustions on fuel economy and exhaust properties in light-duty vehicles

    SciTech Connect

    Gao, Zhiming; Curran, Scott J.; Parks, James E.; Smith, David E.; Wagner, Robert M.; Daw, C. Stuart; Edwards, K. Dean; Thomas, John F.

    2015-04-06

    We present fuel economy and engine-out emissions for light-duty (LD) conventional and hybrid vehicles powered by conventional and high-efficiency combustion engines. Engine technologies include port fuel-injected (PFI), direct gasoline injection (GDI), reactivity controlled compression ignition (RCCI) and conventional diesel combustion (CDC). In the case of RCCI, the engine utilized CDC combustion at speed/load points not feasible with RCCI. The results, without emissions considered, show that the best fuel economies can be achieved with CDC/RCCI, with CDC/RCCI, CDC-only, and lean GDI all surpassing PFI fuel economy significantly. In all cases, hybridization significantly improved fuel economy. The engine-out hydrocarbon (HC), carbon monoxide (CO), nitrogen oxides (NOx), and particulate matter (PM) emissions varied remarkably with combustion mode. The simulated engine-out CO and HC emissions from RCCI are significantly higher than CDC, but RCCI makes less NOx and PM emissions. Hybridization can improve lean GDI and RCCI cases by increasing time percentage for these more fuel efficient modes. Moreover, hybridization can dramatically decreases the lean GDI and RCCI engine out emissions. Importantly, lean GDI and RCCI combustion modes decrease exhaust temperatures, especially for RCCI, which limits aftertreatment performance to control tailpipe emissions. Overall, the combination of engine and hybrid drivetrain selected greatly affects the emissions challenges required to meet emission regulations.

  14. Drive cycle simulation of high efficiency combustions on fuel economy and exhaust properties in light-duty vehicles

    DOE PAGESBeta

    Gao, Zhiming; Curran, Scott J.; Parks, James E.; Smith, David E.; Wagner, Robert M.; Daw, C. Stuart; Edwards, K. Dean; Thomas, John F.

    2015-04-06

    We present fuel economy and engine-out emissions for light-duty (LD) conventional and hybrid vehicles powered by conventional and high-efficiency combustion engines. Engine technologies include port fuel-injected (PFI), direct gasoline injection (GDI), reactivity controlled compression ignition (RCCI) and conventional diesel combustion (CDC). In the case of RCCI, the engine utilized CDC combustion at speed/load points not feasible with RCCI. The results, without emissions considered, show that the best fuel economies can be achieved with CDC/RCCI, with CDC/RCCI, CDC-only, and lean GDI all surpassing PFI fuel economy significantly. In all cases, hybridization significantly improved fuel economy. The engine-out hydrocarbon (HC), carbon monoxidemore » (CO), nitrogen oxides (NOx), and particulate matter (PM) emissions varied remarkably with combustion mode. The simulated engine-out CO and HC emissions from RCCI are significantly higher than CDC, but RCCI makes less NOx and PM emissions. Hybridization can improve lean GDI and RCCI cases by increasing time percentage for these more fuel efficient modes. Moreover, hybridization can dramatically decreases the lean GDI and RCCI engine out emissions. Importantly, lean GDI and RCCI combustion modes decrease exhaust temperatures, especially for RCCI, which limits aftertreatment performance to control tailpipe emissions. Overall, the combination of engine and hybrid drivetrain selected greatly affects the emissions challenges required to meet emission regulations.« less

  15. Improving the fuel economy of stoichiometrically fueled S.I. engines by means of EGR and enhanced ignition -- A comparison of gasoline, methanol and natural gas

    SciTech Connect

    Neame, G.R.; Gardiner, D.P.; Mallory, R.W.; Rao, V.K.; Bardon, M.F.; Battista, V.

    1995-12-31

    This paper describes an experimental study in which the potential for fuel economy improvements with EGR was investigated using an automotive V6 engine. Steady state engine dynamometer tests were run at 2,000 rpm and 200 kPa Brake Mean Effective Pressure (BMEP). The engine was fueled with gasoline, methanol or natural gas. Plasma jet ignition was evaluated as a means of improving EGR tolerance. EGR tolerance with methanol was found to be better than with gasoline, while natural gas showed the poorest EGR tolerance. Plasma jet ignition extended EGR limits for all three fuels. Fuel economy benefits were realized with natural gas and gasoline at low EGR rates and without EGR but plasma jet ignition provided no improvements with methanol until over 10% EGR was used. Plasma jet ignition made stable operation possible with methanol at 40% EGR, where fuel economy improvements were ultimately limited by the slow burning associated with the high EGR rate. Both slow burning and high cyclic variation affected gasoline at high EGR rates, while stability limits to spark advance with natural gas caused fuel economy to degrade at relatively low EGR rates.

  16. Voluntary Truck and Bus Fuel-Economy-Program marketing plan. Final technical report, September 29, 1980-January 29, 1982

    SciTech Connect

    1982-01-01

    The aim of the program is to improve the utilization of fuel by commercial trucks and buses by updating and implementing specific approaches for educating and monitoring the trucking industry on methods and means of conserving fuels. The following outlines the marketing plan projects: increase use of program logo by voluntary program members and others; solicit trade publication membership and support; brief Congressional delegations on fuel conservation efforts; increase voluntary program presence before trade groups; increase voluntary program presence at truck and trade shows; create a voluntary program display for use at trade shows and in other areas; review voluntary program graphics; increase voluntary program membership; and produce placemats carrying fuel conservation messages; produce a special edition of Fuel Economy News, emphasizing the driver's involvement in fuel conservation; produce posters carrying voluntary program fuel conservation message. Project objectives, activities, and results for each project are summarized.

  17. Differences between EPA-test and in-use fuel economy: Are the correction factors correct

    SciTech Connect

    Mintz, M.M.; Vyas, A.R.D.; Conley, L.A.

    1993-01-01

    A vehicle's in-use or on-the-road fuel economy often differs substantially from the miles-per-gallon estimates developed by the US Environmental Protection Agency (EPA) as part of its emissions certification program. As a result, the certification values are routinely adjusted by a set of correction factors so that the resulting estimates will better reflect in-use experience. Using data from the Residential Transportation Energy Consumption Survey conducted by the Energy Information Administration of the US Department of Energy, our analysis investigated how well the correction factors replicated the shortfall experience of all household vehicles on the road in 1985. Results show that the shortfall is larger than the EPA correction factors, and light trucks are experiencing significantly larger shortfalls than automobiles.

  18. Differences between EPA-test and in-use fuel economy: Are the correction factors correct?

    SciTech Connect

    Mintz, M.M.; Vyas, A.R.D.; Conley, L.A.

    1993-02-01

    A vehicle`s in-use or on-the-road fuel economy often differs substantially from the miles-per-gallon estimates developed by the US Environmental Protection Agency (EPA) as part of its emissions certification program. As a result, the certification values are routinely adjusted by a set of correction factors so that the resulting estimates will better reflect in-use experience. Using data from the Residential Transportation Energy Consumption Survey conducted by the Energy Information Administration of the US Department of Energy, our analysis investigated how well the correction factors replicated the shortfall experience of all household vehicles on the road in 1985. Results show that the shortfall is larger than the EPA correction factors, and light trucks are experiencing significantly larger shortfalls than automobiles.

  19. Testing hybrid electric vehicle emissions and fuel economy at the 1994 Hybrid Electric Vehicle Challenge

    SciTech Connect

    Duoba, M.; Quong, S.; LeBlanc, N.; Larsen, R.P.

    1995-06-01

    From June 12--20, 1994, an engineering design competition called the 1994 Hybrid Electric Vehicle (HEV) Challenge was held in Southfield, Michigan. This collegiate-level competition, which involved 36 colleges and universities from across North America, challenged the teams to build a superior HEV. One component of this comprehensive competition was the emissions event. Special HEV testing procedures were developed for the competition to find vehicle emissions and correct for battery state-of-charge while fitting into event time constraints. Although there were some problems with a newly-developed data acquisition system, they were able to get a full profile of the best performing vehicles as well as other vehicles that represent typical levels of performance from the rest of the field. This paper will explain the novel test procedures, present the emissions and fuel economy results, and provide analysis of second-by-second data for several vehicles.

  20. Engineering-economic analyses of automotive fuel economy potential in the United States

    SciTech Connect

    Greene, D.L.; DeCicco, J.

    2000-02-01

    Over the past 25 years more than 20 major studies have examined the technological potential to improve the fuel economy of passenger cars and light trucks in the US. The majority has used technology/cost analysis, a combination of analytical methods from the disciplines of economics and automotive engineering. In this paper the authors describe the key elements of this methodology, discuss critical issues responsible for the often widely divergent estimates produced by different studies, review the history of its use, and present results from six recent assessments. Whereas early studies tended to confine their scope to the potential of proven technology over a 10-year time period, more recent studies have focused on advanced technologies, raising questions about how best to include the likelihood of technological change. The paper concludes with recommendations for further research.

  1. Ethanol and air quality: influence of fuel ethanol content on emissions and fuel economy of flexible fuel vehicles.

    PubMed

    Hubbard, Carolyn P; Anderson, James E; Wallington, Timothy J

    2014-01-01

    Engine-out and tailpipe emissions of NOx, CO, nonmethane hydrocarbons (NMHC), nonmethane organic gases (NMOG), total hydrocarbons (THC), methane, ethene, acetaldehyde, formaldehyde, ethanol, N2O, and NH3 from a 2006 model year Mercury Grand Marquis flexible fuel vehicle (FFV) operating on E0, E10, E20, E30, E40, E55, and E80 on a chassis dynamometer are reported. With increasing ethanol content in the fuel, the tailpipe emissions of ethanol, acetaldehyde, formaldehyde, methane, and ammonia increased; NOx and NMHC decreased; while CO, ethene, and N2O emissions were not discernibly affected. NMOG and THC emissions displayed a pronounced minimum with midlevel (E20-E40) ethanol blends; 25-35% lower than for E0 or E80. Emissions of NOx decreased by approximately 50% as the ethanol content increased from E0 to E30-E40, with no further decrease seen with E55 or E80. We demonstrate that emission trends from FFVs are explained by fuel chemistry and engine calibration effects. Fuel chemistry effects are fundamental in nature; the same trend of increased ethanol, acetaldehyde, formaldehyde, and CH4 emissions and decreased NMHC and benzene emissions are expected for all FFVs. Engine calibration effects are manufacturer and model specific; emission trends for NOx, THC, and NMOG will not be the same for all FFVs. Implications for air quality are discussed.

  2. 40 CFR 600.207-12 - Calculation and use of vehicle-specific 5-cycle-based fuel economy and CO2 emission values for...

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... Carbon-Related Exhaust Emission Values § 600.207-12 Calculation and use of vehicle-specific 5-cycle-based...-specific 5-cycle-based fuel economy and CO2 emission values for vehicle configurations. 600.207-12 Section... vehicle-specific 5-cycle city and highway fuel economy and CO2 emission values for each...

  3. 40 CFR 600.510-12 - Calculation of average fuel economy and average carbon-related exhaust emissions.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ...) Separate fuel economy values will be calculated for model types and base levels associated with car lines... nearest gram per mile; and (vi) At the manufacturer's option, those vehicle configurations that are self... car lines for each category of passenger automobiles and light trucks as determined by the...

  4. 40 CFR 600.510-12 - Calculation of average fuel economy and average carbon-related exhaust emissions.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... driving range requirements established by the Secretary of Transportation (49 CFR part 538) to obtain the...) Separate fuel economy values will be calculated for model types and base levels associated with car lines... nearest gram per mile; and (vi) At the manufacturer's option, those vehicle configurations that are...

  5. Modeling the Effects of Transmission Type, Gear Count and Ratio Spread on Fuel Economy and Performance Using ALPHA

    EPA Science Inventory

    This paper presents an analysis of the effects of varying the absolute and relative gear ratios of a given transmission on fuel economy and performance, considers alternative methods of selecting absolute gear ratios, examines the effect of alternative engines on the selections o...

  6. 40 CFR 600.114-08 - Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations. Paragraphs (a.... Paragraphs (d) through (f) of this section are used to calculate 5-cycle carbon-related exhaust emissions..., determine the 5-cycle city carbon-related exhaust emissions using the following equation: (1) CityCREE =...

  7. 40 CFR 600.114-12 - Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations. Paragraphs (a.... Paragraphs (d) through (f) of this section are used to calculate 5-cycle carbon-related exhaust emission... emissions and carbon-related exhaust emissions. For each vehicle tested, determine the 5-cycle city...

  8. 40 CFR 600.114-12 - Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations. Paragraphs (a.... Paragraphs (d) through (f) of this section are used to calculate 5-cycle carbon-related exhaust emission... emissions and carbon-related exhaust emissions. For each vehicle tested, determine the 5-cycle city...

  9. 40 CFR 600.114-08 - Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations. Paragraphs (a.... Paragraphs (d) through (f) of this section are used to calculate 5-cycle carbon-related exhaust emissions..., determine the 5-cycle city carbon-related exhaust emissions using the following equation: (1) CityCREE =...

  10. 40 CFR 600.510-12 - Calculation of average fuel economy and average carbon-related exhaust emissions.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... and average carbon-related exhaust emissions. 600.510-12 Section 600.510-12 Protection of Environment... Carbon-Related Exhaust Emissions § 600.510-12 Calculation of average fuel economy and average carbon.... (iv) (2) Average carbon-related exhaust emissions will be calculated to the nearest one gram per...

  11. 40 CFR 600.114-08 - Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... Model Year Automobiles-Test Procedures § 600.114-08 Vehicle-specific 5-cycle fuel economy and carbon... to calculate 5-cycle carbon-related exhaust emissions values for the purpose of determining optional... each vehicle tested, determine the 5-cycle city carbon-related exhaust emissions using the...

  12. 40 CFR 600.114-12 - Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... Vehicle-specific 5-cycle fuel economy and carbon-related exhaust emission calculations. Paragraphs (a.... Paragraphs (d) through (f) of this section are used to calculate 5-cycle carbon-related exhaust emission... emissions and carbon-related exhaust emissions. For each vehicle tested, determine the 5-cycle city...

  13. Modelling and simulation of a dual-clutch transmission vehicle to analyse the effect of pump selection on fuel economy

    NASA Astrophysics Data System (ADS)

    Ahlawat, R.; Fathy, H. K.; Lee, B.; Stein, J. L.; Jung, D.

    2010-07-01

    Positive displacement pumps are used in automotive transmissions to provide pressurised fluid to various hydraulic components in the transmission and also lubricate the mechanical components. The output flow of these pumps increases with pump/transmission speed, almost linearly, but the transmission flow requirements often saturate at higher speeds, resulting in excess flow capacity that must be wasted by allowing it to drain back to the sump. This represents a parasitic loss in the transmission leading to a loss in fuel economy. To overcome this issue, variable displacement pumps have been used in the transmission, where the output flow can be reduced by controlling the displacement of the pump. The use of these pumps in automatic transmissions has resulted in better fuel economy as compared with some types of fixed displacement pumps. However, the literature does not fully explore the benefits of variable displacement pumps to a specific type of transmission namely, dual-clutch transmission (DCT), which has different pressure and flow requirements from an epicyclic gear train. This paper presents an analysis of the effect of pump selection on fuel economy in a five-speed DCT of a commercial vehicle. Models of the engine, transmission, and vehicle are developed along with the models of two different types of pumps: a fixed displacement gerotor pump and a variable displacement vane pump. The models are then parameterised using experimental data, and the fuel economy of the vehicle is simulated on a standard driving cycle. The results suggest that the fuel economy benefit obtained by the use of the variable displacement pump in DCTs is comparable to the benefit previously shown for these pumps in automatic transmissions.

  14. Experimental evaluation of hybrid vehicle fuel economy and pollutant emissions over real-world simulation driving cycles

    NASA Astrophysics Data System (ADS)

    Fontaras, Georgios; Pistikopoulos, Panayotis; Samaras, Zissis

    2008-06-01

    The reduction of transport-generated CO2 emissions is currently a problem of global interest. Hybrid electric vehicles (HEVs) are considered as one promising technological solution for limiting transport-generated greenhouse gas emissions. Currently, the number of HEVs in the market remains limited, but this picture will change in the years to come as HEVs are expected to pave the way for cleaner technologies in transport. In this paper, results are presented regarding fuel economy and pollutant emissions measurements of two hybrid electric production vehicles. The measurements were conducted on a Prius II and a Honda Civic IMA using both the European legislated driving cycle (New European Driving Cycle, NEDC) and real-world simulation driving cycles (Artemis). In addition to the emissions measurements, other vehicle-operating parameters were studied in an effort to better quantify the maximum CO2 reduction potential. Data from real-world operation of a Prius II vehicle were also used in the evaluation. Results indicate that in most cases both vehicles present improved energy efficiency and pollutant emissions compared to conventional cars. The fuel economy benefit of the two HEVs peaked under urban driving conditions where reductions of 60% and 40% were observed, respectively. Over higher speeds the difference in fuel economy was lower, reaching that of conventional diesel at 95 km h-1. The effect of ambient temperature on fuel consumption was also quantified. It is concluded that urban operation benefits the most of hybrid technology, leading to important fuel savings and urban air quality improvement.

  15. Modeling and control of a hybrid-electric vehicle for drivability and fuel economy improvements

    NASA Astrophysics Data System (ADS)

    Koprubasi, Kerem

    The gradual decline of oil reserves and the increasing demand for energy over the past decades has resulted in automotive manufacturers seeking alternative solutions to reduce the dependency on fossil-based fuels for transportation. A viable technology that enables significant improvements in the overall tank-to-wheel vehicle energy conversion efficiencies is the hybridization of electrical and conventional drive systems. Sophisticated hybrid powertrain configurations require careful coordination of the actuators and the onboard energy sources for optimum use of the energy saving benefits. The term optimality is often associated with fuel economy, although other measures such as drivability and exhaust emissions are also equally important. This dissertation focuses on the design of hybrid-electric vehicle (HEV) control strategies that aim to minimize fuel consumption while maintaining good vehicle drivability. In order to facilitate the design of controllers based on mathematical models of the HEV system, a dynamic model that is capable of predicting longitudinal vehicle responses in the low-to-mid frequency region (up to 10 Hz) is developed for a parallel HEV configuration. The model is validated using experimental data from various driving modes including electric only, engine only and hybrid. The high fidelity of the model makes it possible to accurately identify critical drivability issues such as time lags, shunt, shuffle, torque holes and hesitation. Using the information derived from the vehicle model, an energy management strategy is developed and implemented on a test vehicle. The resulting control strategy has a hybrid structure in the sense that the main mode of operation (the hybrid mode) is occasionally interrupted by event-based rules to enable the use of the engine start-stop function. The changes in the driveline dynamics during this transition further contribute to the hybrid nature of the system. To address the unique characteristics of the HEV

  16. A prospective analysis of Brazilian biofuel economy: Land use, infrastructure development and fuel pricing policies

    NASA Astrophysics Data System (ADS)

    Nunez Amortegui, Hector Mauricio

    Being the two largest ethanol producers in the world, transportation fuel policies in Brazil and the U.S. affect not only their domestic markets but also the global food and biofuel economy. Hence, the complex biofuel policy climate in these countries leaves the public with unclear conclusions about the prospects for supply and trade of agricultural commodities and biofuels. In this dissertation I develop a price endogenous mathematical programming model to simulate and analyze the impacts of biofuel policies in Brazil and the U.S. on land use in these countries, agricultural commodity and transportation fuel markets, trade, and global environment. The model maximizes the social surplus represented by the sum of producers' and consumers' surpluses, including selected agricultural commodity markets and fuel markets in the U.S., Brazil, Argentina, China, and the Rest-of-the-World (ROW), subject to resource limitations, material balances, technical constraints, and policy restrictions. Consumers' surplus is derived from consumption of agricultural commodities and transportation fuels by vehicles that generate vehicle-kilometers-traveled (VKT). While in the other regional components aggregate supply and demand functions are assumed for the commodities included in the analysis, the agricultural supply component is regionally disaggregated for Brazil and the U.S., and the transportation fuel sector is regionally disaggregated for Brazil. The U.S. agricultural supply component includes production of fourteen major food/feed crops, including soybeans, corn and wheat, and cellulosic biofuel feedstocks. The Brazil component includes eight major annual crops, including soybeans, corn, wheat, and rice, and sugarcane as the energy crop. A particular emphasis is given to the beef-cattle production in Brazil and the potential for livestock semi-intensification in Brazilian pasture grazing systems as a prospective pathway for releasing new croplands. In the fuel sector of both

  17. The Effect of Driving Intensity and Incomplete Charging on the Fuel Economy of a Hymotion Prius PHEV

    SciTech Connect

    Richard Barney Carlson

    2009-10-01

    On-road testing was conducted on a Hymotion Prius plug-in hybrid electric vehicle (PHEV) at the Electric Transportation Engineering Corporation in Phoenix, Arizona. The tests were comprised of on-road urban and highway driving during charge-depleting and charge-sustaining operation. Determining real-world effectiveness of PHEVs at reducing petroleum consumption in real world driving was the main focus of the study. Throughout testing, several factors that affect fuel consumption of PHEVs were identified. This report discusses two of these factors: driving intensity (i.e., driving aggressiveness) and battery charging completeness. These two factors are unrelated, yet both significantly impact the vehicle’s fuel economy. Driving intensity was shown to decrease fuel economy by up to half. Charging completeness, which was affected by human factors and ambient temperature conditions, also showed to have great impact on fuel economy for the Hymotion Prius. These tests were performed for the U.S. Department of Energy’s Advanced Vehicle Testing Activity. The Advanced Vehicle Testing Activity, part of the U.S. Department of Energy’s Vehicle Technology Program, is conducted by the Idaho National Laboratory and the Electric Transportation Engineering Corporation.

  18. A prospective analysis of Brazilian biofuel economy: Land use, infrastructure development and fuel pricing policies

    NASA Astrophysics Data System (ADS)

    Nunez Amortegui, Hector Mauricio

    Being the two largest ethanol producers in the world, transportation fuel policies in Brazil and the U.S. affect not only their domestic markets but also the global food and biofuel economy. Hence, the complex biofuel policy climate in these countries leaves the public with unclear conclusions about the prospects for supply and trade of agricultural commodities and biofuels. In this dissertation I develop a price endogenous mathematical programming model to simulate and analyze the impacts of biofuel policies in Brazil and the U.S. on land use in these countries, agricultural commodity and transportation fuel markets, trade, and global environment. The model maximizes the social surplus represented by the sum of producers' and consumers' surpluses, including selected agricultural commodity markets and fuel markets in the U.S., Brazil, Argentina, China, and the Rest-of-the-World (ROW), subject to resource limitations, material balances, technical constraints, and policy restrictions. Consumers' surplus is derived from consumption of agricultural commodities and transportation fuels by vehicles that generate vehicle-kilometers-traveled (VKT). While in the other regional components aggregate supply and demand functions are assumed for the commodities included in the analysis, the agricultural supply component is regionally disaggregated for Brazil and the U.S., and the transportation fuel sector is regionally disaggregated for Brazil. The U.S. agricultural supply component includes production of fourteen major food/feed crops, including soybeans, corn and wheat, and cellulosic biofuel feedstocks. The Brazil component includes eight major annual crops, including soybeans, corn, wheat, and rice, and sugarcane as the energy crop. A particular emphasis is given to the beef-cattle production in Brazil and the potential for livestock semi-intensification in Brazilian pasture grazing systems as a prospective pathway for releasing new croplands. In the fuel sector of both

  19. Evaluation of a ducted-fan power plant designed for high output and good cruise fuel economy

    NASA Technical Reports Server (NTRS)

    Behun, M; Rom, F E; Hensley, R V

    1950-01-01

    Theoretical analysis of performance of a ducted-fan power plant designed both for high-output, high-altitude operation at low supersonic Mach numbers and for good fuel economy at lower fight speeds is presented. Performance of ducted fan is compared with performance (with and without tail-pipe burner) of two hypothetical turbojet engines. At maximum power, the ducted fan has propulsive thrust per unit of frontal area between thrusts obtained by turbojet engines with and without tail-pipe burners. At cruise, the ducted fan obtains lowest thrust specific fuel consumption. For equal maximum thrusts, the ducted fan obtains cruising flight duration and range appreciably greater than turbojet engines.

  20. Evaluating the Impact of Road Grade on Simulated Commercial Vehicle Fuel Economy Using Real-World Drive Cycles

    SciTech Connect

    Lopp, Sean; Wood, Eric; Duran, Adam

    2015-10-13

    Commercial vehicle fuel economy is known to vary significantly with both positive and negative road grade. Medium- and heavy-duty vehicles operating at highway speeds require incrementally larger amounts of energy to pull heavy payloads up inclines as road grade increases. Non-hybrid vehicles are then unable to recapture energy on descent and lose energy through friction braking. While the on-road effects of road grade are well understood, the majority of standard commercial vehicle drive cycles feature no climb or descent requirements. Additionally, existing literature offers a limited number of sources that attempt to estimate the on-road energy implications of road grade in the medium- and heavy-duty space. This study uses real-world commercial vehicle drive cycles from the National Renewable Energy Laboratory's Fleet DNA database to simulate the effects of road grade on fuel economy across a range of vocations, operating conditions, and locations. Drive-cycles are matched with vocation-specific vehicle models and simulated with and without grade. Fuel use due to grade is presented, and variation in fuel consumption due to drive cycle and vehicle characteristics is explored through graphical and statistical comparison. The results of this study suggest that road grade accounts for 1%-9% of fuel use in commercial vehicles on average and up to 40% on select routes.

  1. Measuring of Traction and Speed Characteristics as Well as of Fuel Economy of a Car in Road Conditions

    NASA Astrophysics Data System (ADS)

    Krivtsov, Sergey N.; Syrbakov, Andrey P.; Korchuganova, Marina A.

    2016-08-01

    This article is devoted to the identification of traction and speed characteristics as well as of fuel economy of motor vehicles in road conditions. Among common variants of measuring of the above stated values, the preference was given to the immediate gaining of factors by means of a computer-aided measuring system. There is a theoretical justification given to the suggested approach as well as methods and results allowing to provide a practically sufficient solution accuracy of the problem.

  2. Development & optimization of a rule-based energy management strategy for fuel economy improvement in hybrid electric vehicles

    NASA Astrophysics Data System (ADS)

    Asfoor, Mostafa

    The gradual decline of oil reserves and the increasing demand for energy over the past decades has resulted in automotive manufacturers seeking alternative solutions to reduce the dependency on fossil-based fuels for transportation. A viable technology that enables significant improvements in the overall energy conversion efficiencies is the hybridization of conventional vehicle drive systems. This dissertation builds on prior hybrid powertrain development at the University of Idaho. Advanced vehicle models of a passenger car with a conventional powertrain and three different hybrid powertrain layouts were created using GT-Suite. These different powertrain models were validated against a variety of standard driving cycles. The overall fuel economy, energy consumption, and losses were monitored, and a comprehensive energy analysis was performed to compare energy sources and sinks. The GT-Suite model was then used to predict the formula hybrid SAE vehicle performance. Inputs to this model were a numerically predicted engine performance map, an electric motor torque curve, vehicle geometry, and road load parameters derived from a roll-down test. In this case study, the vehicle had a supervisory controller that followed a rule-based energy management strategy to insure a proper power split during hybrid mode operation. The supervisory controller parameters were optimized using discrete grid optimization method that minimized the total amount of fuel consumed during a specific urban driving cycle with an average speed of approximately 30 [mph]. More than a 15% increase in fuel economy was achieved by adding supervisory control and managing power split. The vehicle configuration without the supervisory controller displayed a fuel economy of 25 [mpg]. With the supervisory controller this rose to 29 [mpg]. Wider applications of this research include hybrid vehicle controller designs that can extend the range and survivability of military combat platforms. Furthermore, the

  3. Comments on the Joint Proposed Rulemaking to Establish Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards

    SciTech Connect

    Wenzel, Tom

    2009-10-27

    Tom Wenzel of Lawrence Berkeley National Laboratory comments on the joint rulemaking to establish greenhouse gas emission and fuel economy standards for light-duty vehicle, specifically on the relationship between vehicle weight and vehicle safety.

  4. Fuel economy and exhaust emissions characteristics of diesel vehicles: Test results of a prototype fiat 131TC 2.4 liter automobile

    NASA Technical Reports Server (NTRS)

    Quayle, S. S.

    1982-01-01

    The results obtained from fuel economy and emission tests conducted on a prototype Fiat 131 turbocharged diesel vehicle are presented. The vehicle was tested on a chassis dynamometer over selected drive cycles and steady-state conditions. Two fuels were used, a United States number 2 diesel and a European diesel fuel. Particulate emission rates were calculated from dilution tunnel measurements and large volume particulate samples were collected for biological and chemical analysis. It was determined that turbocharging accompanied by complementary modifications results in small but substantial improvements in regulated emissions, fuel economy, and performance. Notably, particulate levels were reduced by 30 percent.

  5. Simulated fuel economy and emissions performance during city and interstate driving for a heavy-duty hybrid truck

    SciTech Connect

    Daw, C Stuart; Gao, Zhiming; Smith, David E; LaClair, Tim J; Pihl, Josh A; Edwards, Kevin Dean

    2013-01-01

    We compare simulated fuel economy and emissions for both conventional and hybrid class 8 heavy-duty diesel trucks operating over multiple urban and highway driving cycles. Both light and heavy freight loads were considered, and all simulations included full aftertreatment for NOx and particulate emissions controls. The aftertreatment components included a diesel oxidation catalyst (DOC), urea-selective catalytic NOx reduction (SCR), and a catalyzed diesel particulate filter (DPF). Our simulated hybrid powertrain was configured with a pre-transmission parallel drive, with a single electric motor between the clutch and gearbox. A conventional HD truck with equivalent diesel engine and aftertreatment was also simulated for comparison. Our results indicate that hybridization can significantly increase HD fuel economy and improve emissions control in city driving. However, there is less potential hybridization benefit for HD highway driving. A major factor behind the reduced hybridization benefit for highway driving is that there are fewer opportunities to utilize regenerative breaking. Our aftertreatment simulations indicate that opportunities for passive DPF regeneration are much greater for both hybrid and conventional trucks during highway driving due to higher sustained exhaust temperatures. When passive DPF regeneration is extensively utilized, the fuel penalty for particulate control is virtually eliminated, except for the 0.4%-0.9% fuel penalty associated with the slightly higher exhaust backpressure.

  6. The effects of velocity difference changes with memory on the dynamics characteristics and fuel economy of traffic flow

    NASA Astrophysics Data System (ADS)

    Yu, Shaowei; Zhao, Xiangmo; Xu, Zhigang; Zhang, Licheng

    2016-11-01

    To evaluate the effects of velocity difference changes with memory in the intelligent transportation environment on the dynamics and fuel consumptions of traffic flow, we first investigate the linkage between velocity difference changes with memory and car-following behaviors with the measured data in cities, and then propose an improved cooperative car-following model considering multiple velocity difference changes with memory in the cooperative adaptive cruise control strategy, finally carry out several numerical simulations under the periodic boundary condition and at signalized intersections to explore how velocity difference changes with memory affect car's velocity, velocity fluctuation, acceleration and fuel consumptions in the intelligent transportation environment. The results show that velocity difference changes with memory have obvious effects on car-following behaviors, that the improved cooperative car-following model can describe the phase transition of traffic flow and estimate the evolution of traffic congestion, that the stability and fuel economy of traffic flow simulated by the improved car-following model with velocity difference changes with memory is obviously superior to those without velocity difference changes, and that taking velocity difference changes with memory into account in designing the advanced adaptive cruise control strategy can significantly improve the stability and fuel economy of traffic flow.

  7. Quantifying the Effects of Idle-Stop Systems on Fuel Economy in Light-Duty Passenger Vehicles

    SciTech Connect

    Jeff Wishart; Matthew Shirk

    2012-12-01

    Vehicles equipped with idle-stop (IS) systems are capable of engine shut down when the vehicle is stopped and rapid engine re-start for the vehicle launch. This capability reduces fuel consumption and emissions during periods when the engine is not being utilized to provide propulsion or to power accessories. IS systems are a low-cost and fast-growing technology in the industry-wide pursuit of increased vehicle efficiency, possibly becoming standard features in European vehicles in the near future. In contrast, currently there are only three non-hybrid vehicle models for sale in North America with IS systems and these models are distinctly low-volume models. As part of the United States Department of Energy’s Advanced Vehicle Testing Activity, ECOtality North America has tested the real-world effect of IS systems on fuel consumption in three vehicle models imported from Europe. These vehicles were chosen to represent three types of systems: (1) spark ignition with 12-V belt alternator starter; (2) compression ignition with 12-V belt alternator starter; and (3) direct-injection spark ignition, with 12-V belt alternator starter/combustion restart. The vehicles have undergone both dynamometer and on-road testing; the test results show somewhat conflicting data. The laboratory data and the portion of the on-road data in which driving is conducted on a prescribed route with trained drivers produced significant fuel economy improvement. However, the fleet data do not corroborate improvement, even though the data show significant engine-off time. It is possible that the effects of the varying driving styles and routes in the fleet testing overshadowed the fuel economy improvements. More testing with the same driver over routes that are similar with the IS system-enabled and disabled is recommended. There is anecdotal evidence that current Environmental Protection Agency fuel economy test procedures do not capture the fuel economy gains that IS systems produce in real

  8. EPA’s ALPHA Model Fuel Economy Simulation and Refinements to Account for Fuel Economy Effects of a Vehicle’s Transient Operation and Overhead Needs

    EPA Science Inventory

    This paper will describe how ALPHA accounts for each type of fuel use overhead, using a variety of data from general vehicle and engine benchmarking, as well as data from special test procedures to characterize engine operation during the overhead conditions.

  9. The Development of Fuel Cell Technology for Electric Power Generation - From Spacecraft Applications to the Hydrogen Economy

    NASA Technical Reports Server (NTRS)

    Scott, John H.

    2005-01-01

    The fuel cell uses a catalyzed reaction between a fuel and an oxidizer to directly produce electricity. Its high theoretical efficiency and low temperature operation made it a subject of much study upon its invention ca. 1900, but its relatively high life cycle costs kept it as "solution in search of a problem" for its first half century. The first problem for which fuel cells presented a cost effective solution was, starting in the 1960's that of a power source for NASA's manned spacecraft. NASA thus invested, and continues to invest, in the development of fuel cell power plants for this application. However, starting in the mid-1990's, prospective environmental regulations have driven increased governmental and industrial interest in "green power" and the "Hydrogen Economy." This has in turn stimulated greatly increased investment in fuel cell development for a variety of terrestrial applications. This investment is bringing about notable advances in fuel cell technology, but these advances are often in directions quite different from those needed for NASA spacecraft applications. This environment thus presents both opportunities and challenges for NASA's manned space program.

  10. Stability enhancement and fuel economy of the 4-wheel-drive hybrid electric vehicles by optimal tyre force distribution

    NASA Astrophysics Data System (ADS)

    Goodarzi, Avesta; Mohammadi, Masoud

    2014-04-01

    In this paper, vehicle stability control and fuel economy for a 4-wheel-drive hybrid vehicle are investigated. The integrated controller is designed within three layers. The first layer determines the total yaw moment and total lateral force made by using an optimal controller method to follow the desired dynamic behaviour of a vehicle. The second layer determines optimum tyre force distribution in order to optimise tyre usage and find out how the tyres should share longitudinal and lateral forces to achieve a target vehicle response under the assumption that all four wheels can be independently steered, driven, and braked. In the third layer, the active steering, wheel slip, and electrical motor torque controllers are designed. In the front axle, internal combustion engine (ICE) is coupled to an electric motor (EM). The control strategy has to determine the power distribution between ICE and EM to minimise fuel consumption and allowing the vehicle to be charge sustaining. Finally, simulations performed in MATLAB/SIMULINK environment show that the proposed structure could enhance the vehicle stability and fuel economy in different manoeuvres.

  11. ESTEEM - Encouraging School Transportation Effective Energy Management - Fuel Economy Management Handbook for Directors of Pupil Transportation, School District Administrators, Transportation Department Management.

    ERIC Educational Resources Information Center

    BRI Systems, Inc., Phoenix, AZ.

    This publication is a guide for school districts to reduce pupil transportation costs and save energy. The information presented is based upon: (1) energy saving programs implemented by school districts; (2) government and industry research efforts in fuel economy; (3) the successful experiences of commercial trucking fleets to save fuel; and (4)…

  12. 40 CFR 600.302-12 - Fuel economy label-general provisions.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... Vehicle”, “Diesel Vehicle”, “Compressed Natural Gas Vehicle”, “Hydrogen Fuel Cell Vehicle”, etc. This... gas, include the established CNG logo. (D) For hydrogen fuel cells, include the expression “H2”. (ii... requirements for vehicles that are not specifically described in this subpart, such as hydrogen-fueled...

  13. 40 CFR 600.302-12 - Fuel economy label-general provisions.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... Vehicle”, “Diesel Vehicle”, “Compressed Natural Gas Vehicle”, “Hydrogen Fuel Cell Vehicle”, etc. This... gas, include the established CNG logo. (D) For hydrogen fuel cells, include the expression “H2”. (ii... requirements for vehicles that are not specifically described in this subpart, such as hydrogen-fueled...

  14. 40 CFR 600.302-12 - Fuel economy label-general provisions.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... Vehicle”, “Diesel Vehicle”, “Compressed Natural Gas Vehicle”, “Hydrogen Fuel Cell Vehicle”, etc. This... gas, include the established CNG logo. (D) For hydrogen fuel cells, include the expression “H2”. (ii... requirements for vehicles that are not specifically described in this subpart, such as hydrogen-fueled...

  15. Analysis on fuel economy improvement and exhaust emission reduction in a two-stroke engine by using an exhaust valve

    SciTech Connect

    Asai, Masahiro; Kurosaki, Takaharu; Okada, Kazunori

    1995-12-31

    A timing controlled auto-ignition name ``AR combustion`` could improve irregular combustion in the part load operation of conventional two-stroke engines. Their previous papers have suggested its idea and the drastic improvements in fuel consumption and HC emission proven through a bench experiments. This time, form a concept that improvements of a two-stroke engine should be done maintaining its original advantages, an AR combustion engine was developed by using a simple exhaust valve and maintaining engine`s original power output. This engine was mounted on a motorcycle and experimented in the ``Dakar rally``. As the results, good fuel economies exceeding a four-stroke rally model, excellent driveability and durability were proven, because of the improvement in the combustion and engine`s potential for the downsizing. The AR combustion engine, consequently, has good prospects for the practical use.

  16. 40 CFR 600.510-08 - Calculation of average fuel economy.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... that model type in accordance with paragraph (b)(2) of this section; or (iii) For alcohol-fueled model... section divided by 0.15 and rounded to the nearest 0.1 mpg; or (v) For alcohol dual fuel model types, for... operation on alcohol fuel as determined in § 600.208(b)(5)(ii) divided by 0.15 provided the requirements...

  17. Knock-Limited Performance of Triptane and Xylidines Blended with 28-R Aviation Fuel at High Compression Ratios and Maximum-Economy Spark Setting

    NASA Technical Reports Server (NTRS)

    Held, Louis F.; Pritchard, Ernest I.

    1946-01-01

    An investigation was conducted to evaluate the possibilities of utilizing the high-performance characteristics of triptane and xylidines blended with 28-R fuel in order to increase fuel economy by the use of high compression ratios and maximum-economy spark setting. Full-scale single-cylinder knock tests were run with 20 deg B.T.C. and maximum-economy spark settings at compression ratios of 6.9, 8.0, and 10.0, and with two inlet-air temperatures. The fuels tested consisted of triptane, four triptane and one xylidines blend with 28-R, and 28-R fuel alone. Indicated specific fuel consumption at lean mixtures was decreased approximately 17 percent at a compression ratio of 10.0 and maximum-economy spark setting, as compared to that obtained with a compression ratio of 6.9 and normal spark setting. When compression ratio was increased from 6.9 to 10.0 at an inlet-air temperature of 150 F, normal spark setting, and a fuel-air ratio of 0.065, 55-percent triptane was required with 28-R fuel to maintain the knock-limited brake power level obtained with 28-R fuel at a compression ratio of 6.9. Brake specific fuel consumption was decreased 17.5 percent at a compression ratio of 10.0 relative to that obtained at a compression ratio of 6.9. Approximately similar results were noted at an inlet-air temperature of 250 F. For concentrations up through at least 20 percent, triptane can be more efficiently used at normal than at maximum-economy spark setting to maintain a constant knock-limited power output over the range of compression ratios tested.

  18. 76 FR 31467 - Guide Concerning Fuel Economy Advertising for New Automobiles

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-06-01

    ... economy labeling requirements.\\7\\ \\4\\ 74 FR 19148. \\5\\ 16 CFR Part 309. \\6\\ Comments are available at... vehicles, and solicited comment on proposed label formats in September 2010.\\12\\ \\8\\ 74 FR 49454 (Sep. 28, 2009). \\9\\ Id. \\10\\ Public Law 110-140. \\11\\ 74 FR at 49739. \\12\\ 75 FR 58078 (Sept. 23, 2010). The...

  19. 40 CFR 600.307-08 - Fuel economy label format requirements.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... vehicles, fuel cell vehicles, plug-in hybrid electric vehicles and vehicles equipped with hydrogen internal... hybrid electric vehicles. ...: minicompact cars may be “Minicompacts”, subcompact cars may be “Subcompacts”, compact cars may be...

  20. Measured Laboratory and In-Use Fuel Economy Observed over Targeted Drive Cycles for Comparable Hybrid and Conventional Package Delivery Vehicles

    SciTech Connect

    Lammert, M. P.; Walkowicz, K.; Duran, A.; Sindler, P.

    2012-10-01

    In-use and laboratory-derived fuel economies were analyzed for a medium-duty hybrid electric drivetrain with 'engine off at idle' capability and a conventional drivetrain in a typical commercial package delivery application. Vehicles studied included eleven 2010 Freightliner P100H hybrids in service at a United Parcel Service facility in Minneapolis during the first half of 2010. The hybrids were evaluated for 18 months against eleven 2010 Freightliner P100D diesels at the same facility. Both vehicle groups use the same 2009 Cummins ISB 200-HP engine. In-use fuel economy was evaluated using UPS's fueling and mileage records, periodic ECM image downloads, and J1939 CAN bus recordings during the periods of duty cycle study. Analysis of the in-use fuel economy showed 13%-29% hybrid advantage depending on measurement method, and a delivery route assignment analysis showed 13%-26% hybrid advantage on the less kinetically intense original diesel route assignments and 20%-33% hybrid advantage on the more kinetically intense original hybrid route assignments. Three standardized laboratory drive cycles were selected that encompassed the range of real-world in-use data. The hybrid vehicle demonstrated improvements in ton-mi./gal fuel economy of 39%, 45%, and 21% on the NYC Comp, HTUF Class 4, and CARB HHDDT test cycles, respectively.

  1. Input/output models for general aviation piston-prop aircraft fuel economy

    NASA Technical Reports Server (NTRS)

    Sweet, L. M.

    1982-01-01

    A fuel efficient cruise performance model for general aviation piston engine airplane was tested. The following equations were made: (1) for the standard atmosphere; (2) airframe-propeller-atmosphere cruise performance; and (3) naturally aspirated engine cruise performance. Adjustments are made to the compact cruise performance model as follows: corrected quantities, corrected performance plots, algebraic equations, maximize R with or without constraints, and appears suitable for airborne microprocessor implementation. The following hardwares are recommended: ignition timing regulator, fuel-air mass ration controller, microprocessor, sensors and displays.

  2. Advanced Aerodynamic Technologies for Ground Vehicle Fuel Economy Improvement and Emission Reductions

    SciTech Connect

    Ricahrd Wood

    2007-01-15

    SOLUS-Solutions and Technologies LLC utilized the opportunity presented by the Department of Energy (DOE) Inventions and Innovations grant to successfully develop, market, and license two of the original three fuel and emissions saving aerodynamic trailer attachments for the trucking industry. Working independent of the grant and with SOLUS funding SOLUS also developed, marketed and licensed three additional fuel and emissions saving aerodynamic trailer attachments for the trucking industry. The five inventions include four inventions that are applicable to all heavy truck trailers and one invention specifically designed for van trailers with swing doors. The SOLUS inventions have been developed for use on all trailer types as well as light and medium trucks. SOLUS-Solutions and Technologies LLC has licensed the five inventions to Silver Eagle Manufacturing Company of Portland Oregon. Each trailer outfitted with the SOLUS inventions saves approximately 2,000 gallons of fuel every 100,000 miles, which prevents over 20 tons of CO2 from entering the atmosphere. If all applicable trailers used the technology, the country could save more than 4.0 billion gallons of diesel fuel, reduce emissions by 40 million tons and save 10.0 billion dollars annually.

  3. Effects of Air Conditioner Use on Real-World Fuel Economy

    SciTech Connect

    Huff, Shean P; West, Brian H; Thomas, John F

    2013-01-01

    Vehicle data were acquired on-road and on a chassis dynamometer to assess fuel consumption under several steady cruise conditions and at idle. Data were gathered for various air conditioner (A/C) settings and with the A/C off and the windows open. Two vehicles were used in the comparisonstudy: a 2009 Ford Explorer and a 2009 Toyota Corolla. At steady speeds between 64.4 and 112.7 kph (40 and 70 mph), both vehicles consumed more fuel with the A/C on at maximum cooling load (compressor at 100% duty cycle) than when driving with the windows down. The Explorer maintained this trend beyond 112.7 kph (70 mph), while the Corolla fuel consumption with the windows down matched that of running the A/C at 120.7 kph (75 mph), and exceeded it at 128.7 kph (80 mph). The largest incremental fuel consumption rate penalty due to air conditioner use occurred was nearly constant with a weakslight trend of increasing consumption with increasing compressor (and vehicle) speed. Lower consumption is seenobserved at idle for both vehicles, likely due to the low compressor speed at this operating point

  4. Hybrid Taxis Give Fuel Economy a Lift -Clean Cities Fleet Experiences -

    SciTech Connect

    2009-04-01

    The hybrid taxis are able to achieve about twice the gas mileage of a conventional taxi while helping cut gasoline use and fuel costs. Tax credits and other incentives are helping both company owners and drivers make the switch to hybrids.

  5. Effect of Weight and Roadway Grade on the Fuel Economy of Class-8 Frieght Trucks

    SciTech Connect

    Franzese, Oscar; Davidson, Diane

    2011-11-01

    In 2006-08, the Oak Ridge National Laboratory, in collaboration with several industry partners, collected real-world performance and situational data for long-haul operations of Class-8 trucks from a fleet engaged in normal freight operations. Such data and information are useful to support Class-8 modeling of combination truck performance, technology evaluation efforts for energy efficiency, and to provide a means of accounting for real-world driving performance within combination truck research and analyses. The present study used the real-world information collected in that project to analyze the effects that vehicle speed and vehicle weight have on the fuel efficiency of Class-8 trucks. The analysis focused on two type of terrains, flat (roadway grades ranging from -1% to 1%) and mild uphill terrains (roadway grades ranging from 1% to 3%), which together covered more than 70% of the miles logged in the 2006-08 project (note: almost 2/3 of the distance traveled on mild uphill terrains was on terrains with 1% to 2% grades). In the flat-terrain case, the results of the study showed that for light and medium loads, fuel efficiency decreases considerably as speed increases. For medium-heavy and heavy loads (total vehicle weight larger than 65,000 lb), fuel efficiency tends to increase as the vehicle speed increases from 55 mph up to about 58-60 mph. For speeds higher than 60 mph, fuel efficiency decreases at an almost constant rate with increasing speed. At any given speed, fuel efficiency decreases and vehicle weight increases, although the relationship between fuel efficiency and vehicle weight is not linear, especially for vehicle weights above 65,000 lb. The analysis of the information collected while the vehicles were traveling on mild upslope terrains showed that the fuel efficiency of Class-8 trucks decreases abruptly with vehicle weight ranging from light loads up to medium-heavy loads. After that, increases in the vehicle weight only decrease fuel

  6. Alternative Fuel Vehicle Adoption Increases Fleet Gasoline Consumption and Greenhouse Gas Emissions under United States Corporate Average Fuel Economy Policy and Greenhouse Gas Emissions Standards.

    PubMed

    Jenn, Alan; Azevedo, Inês M L; Michalek, Jeremy J

    2016-03-01

    The United States Corporate Average Fuel Economy (CAFE) standards and Greenhouse Gas (GHG) Emission standards are designed to reduce petroleum consumption and GHG emissions from light-duty passenger vehicles. They do so by requiring automakers to meet aggregate criteria for fleet fuel efficiency and carbon dioxide (CO2) emission rates. Several incentives for manufacturers to sell alternative fuel vehicles (AFVs) have been introduced in recent updates of CAFE/GHG policy for vehicles sold from 2012 through 2025 to help encourage a fleet technology transition. These incentives allow automakers that sell AFVs to meet less-stringent fleet efficiency targets, resulting in increased fleet-wide gasoline consumption and emissions. We derive a closed-form expression to quantify these effects. We find that each time an AFV is sold in place of a conventional vehicle, fleet emissions increase by 0 to 60 t of CO2 and gasoline consumption increases by 0 to 7000 gallons (26,000 L), depending on the AFV and year of sale. Using projections for vehicles sold from 2012 to 2025 from the Energy Information Administration, we estimate that the CAFE/GHG AFV incentives lead to a cumulative increase of 30 to 70 million metric tons of CO2 and 3 to 8 billion gallons (11 to 30 billion liters) of gasoline consumed over the vehicles' lifetimes - the largest share of which is due to legacy GHG flex-fuel vehicle credits that expire in 2016. These effects may be 30-40% larger in practice than we estimate here due to optimistic laboratory vehicle efficiency tests used in policy compliance calculations. PMID:26867100

  7. Alternative Fuel Vehicle Adoption Increases Fleet Gasoline Consumption and Greenhouse Gas Emissions under United States Corporate Average Fuel Economy Policy and Greenhouse Gas Emissions Standards.

    PubMed

    Jenn, Alan; Azevedo, Inês M L; Michalek, Jeremy J

    2016-03-01

    The United States Corporate Average Fuel Economy (CAFE) standards and Greenhouse Gas (GHG) Emission standards are designed to reduce petroleum consumption and GHG emissions from light-duty passenger vehicles. They do so by requiring automakers to meet aggregate criteria for fleet fuel efficiency and carbon dioxide (CO2) emission rates. Several incentives for manufacturers to sell alternative fuel vehicles (AFVs) have been introduced in recent updates of CAFE/GHG policy for vehicles sold from 2012 through 2025 to help encourage a fleet technology transition. These incentives allow automakers that sell AFVs to meet less-stringent fleet efficiency targets, resulting in increased fleet-wide gasoline consumption and emissions. We derive a closed-form expression to quantify these effects. We find that each time an AFV is sold in place of a conventional vehicle, fleet emissions increase by 0 to 60 t of CO2 and gasoline consumption increases by 0 to 7000 gallons (26,000 L), depending on the AFV and year of sale. Using projections for vehicles sold from 2012 to 2025 from the Energy Information Administration, we estimate that the CAFE/GHG AFV incentives lead to a cumulative increase of 30 to 70 million metric tons of CO2 and 3 to 8 billion gallons (11 to 30 billion liters) of gasoline consumed over the vehicles' lifetimes - the largest share of which is due to legacy GHG flex-fuel vehicle credits that expire in 2016. These effects may be 30-40% larger in practice than we estimate here due to optimistic laboratory vehicle efficiency tests used in policy compliance calculations.

  8. The Application of High Energy Ignition and Boosting/Mixing Technology to Increase Fuel Economy in Spark Ignition Gasoline Engines by Increasing EGR Dilution Capability

    SciTech Connect

    Keating, Edward; Gough, Charles

    2015-07-07

    This report summarizes activities conducted in support of the project “The Application of High Energy Ignition and Boosting/Mixing Technology to Increase Fuel Economy in Spark Ignition Gasoline Engines by Increasing EGR Dilution Capability” under COOPERATIVE AGREEMENT NUMBER DE-EE0005654, as outlined in the STATEMENT OF PROJECT OBJECTIVES (SOPO) dated May 2012.

  9. Modeling the Effects of Transmission Type, Gear Count and Ratio Spread on Fuel Economy and Performance Using ALPHA (SAE 2016-01-1143)

    EPA Science Inventory

    This paper presents an analysis of the effects of varying the absolute and relative gear ratios of a given transmission on fuel economy and performance, considers alternative methods of selecting absolute gear ratios, examines the effect of alternative engines on the selections o...

  10. Automotive Fuel Economy: A Technical Study and Curriculum Development Project. A Thesis Presented to the Faculty of the College of Education, Mankato State University.

    ERIC Educational Resources Information Center

    Ready, Kirk Lewis

    Automotive fuel economy was the topic of a study during which technical and background information was gathered, curriculum materials were sought, and curricula were developed. Technical information came from written materials and actual mileage tests of selected factors. Background came from written materials, field trips, and building and…

  11. Hybrid Taxis Give Fuel Economy a Lift, Clean Cities, Fleet Experiences, April 2009 (Fact Sheet)

    SciTech Connect

    Not Available

    2009-04-01

    Clean Cities helped Boston, San Antonio, and Cambridge create hybrid taxi programs. The hybrid taxis are able to achieve about twice the gas mileage of a conventional taxi while helping cut gasoline use and fuel costs. Tax credits and other incentives are helping both company owners and drivers make the switch to hybrids. Program leaders have learned some important lessons other cities can benefit from including learning a city's taxi structure, relaying benefits to drivers, and understanding the needs of owners.

  12. Simulating Study of Premixed Charge Compression Ignition on Light-Duty Diesel Fuel Economy and Emissions Control

    SciTech Connect

    Gao, Zhiming; Daw, C Stuart; Wagner, Robert M

    2012-01-01

    We utilize the Powertrain Systems Analysis Toolkit (PSAT) combined with transient engine and aftertreatment component models to simulate the impact of premixed charge compression ignition (PCCI) on the fuel economy and emissions of light-duty (LD) diesel-powered conventional and hybrid electric vehicles (HEVs). Our simulated aftertreatment train consists of a diesel oxidation catalyst (DOC), lean NOx trap (LNT), and catalyzed diesel particulate filter (DPF). The results indicate that utilizing PCCI combustion significantly reduces fuel consumption and tailpipe emissions for the conventional diesel-powered vehicle with NOx and particulate emissions controls. These benefits result from a favorable engine speed-load distribution over the cycle combined with a corresponding reduction in the need to regenerate the LNT and DPF. However, the current PCCI technology appears to offer less potential benefit for diesel HEVs equipped with similar emissions controls. This is because PCCI can only be activated over a relatively small part of the drive cycle. Thus we conclude that future utilization of PCCI in diesel HEVs will require significant extension of the available speed-load range for PCCI and revision of current HEV engine management strategies before significant benefits can be realized.

  13. Fuel economy and exhaust emissions characteristics of diesel vehicles: Test results of a prototype Chrysler Volare, 225 CID (3.7-liter) automobile

    NASA Technical Reports Server (NTRS)

    Walter, R. A.

    1982-01-01

    The results obtained from fuel economy and emission tests conducted on a prototype Chrysler Volare diesel vehicle are documented. The vehicle was tested on a chassis dynamometer over selected drive cycles and steady-state conditions. The fuel used, was a DOE/BETC referee fuel. Particulate emission rates were calculated from dilution tunnel measurements and large volume particulate samples were collected for biological and chemical analysis. The vehicle obtained 32.7 mpg for the FTP urban cycle and 48.8 mpg for the highway cycle. The emissions rates were 0.42/1.58/1.17/0.28 g/mile of HC, CO, NOx and particulates respectively.

  14. Optimal economy-based battery degradation management dynamics for fuel-cell plug-in hybrid electric vehicles

    NASA Astrophysics Data System (ADS)

    Martel, François; Kelouwani, Sousso; Dubé, Yves; Agbossou, Kodjo

    2015-01-01

    This work analyses the economical dynamics of an optimized battery degradation management strategy intended for plug-in hybrid electric vehicles (PHEVs) with consideration given to low-cost technologies, such as lead-acid batteries. The optimal management algorithm described herein is based on discrete dynamic programming theory (DDP) and was designed for the purpose of PHEV battery degradation management; its operation relies on simulation models using data obtained experimentally on a physical PHEV platform. These tools are first used to define an optimal management strategy according to the economical weights of PHEV battery degradation and the secondary energy carriers spent to manage its deleterious effects. We then conduct a sensitivity study of the proposed optimization process to the fluctuating economic parameters associated with the fuel and energy costs involved in the degradation management process. Results demonstrate the influence of each parameter on the process's response, including daily total operating costs and expected battery lifetime, as well as establish boundaries for useful application of the method; in addition, they provide a case for the relevance of inexpensive battery technologies, such as lead-acid batteries, for economy-centric PHEV applications where battery degradation is a major concern.

  15. Fuel Economy and Emissions Effects of Low Tire Pressure, Open Windows, Roof Top and Hitch-Mounted Cargo, and Trailer

    SciTech Connect

    Thomas, John F; Huff, Shean P; West, Brian H

    2014-01-01

    To quantify the fuel economy (FE) effect of some common vehicle accessories or alterations, a compact passenger sedan and a sport utility vehicle (SUV) were subjected to SAE J2263 coastdown procedures. Coastdowns were conducted with low tire pressure, all windows open, with a roof top or hitch-mounted cargo carrier, and with the SUV pulling an enclosed cargo trailer. From these coastdowns, vehicle dynamometer coefficients were developed which enabled the execution of vehicle dynamometer experiments to determine the effect of these changes on vehicle FE and emissions over standard drive cycles and at steady highway speeds. The FE penalty associated with the rooftop cargo box mounted on the compact sedan was as high as 25-27% at higher speeds, where the aerodynamic drag is most pronounced. For both vehicles, use of a hitch mounted cargo tray carrying a similar load resulted in very small FE penalties, unlike the rooftop cargo box. The results for the SUV pulling a 3500 pound enclosed cargo trailer were rather dramatic, resulting in FE penalties ranging from 30%, for the city cycle, to 50% at 80 mph, at which point significant CO generation indicated protective enrichment due to high load. Low tire pressure cases resulted in negligible to 10% FE penalty depending on the specific case and test point. Driving with all four windows open decreased FE by 4-8.5% for the compact sedan, and 1-4% for the SUV.

  16. Analysis of the capabilities of domestic auto-manufacturers to improve corporate average fuel economy (information current as of November 1985)

    SciTech Connect

    Not Available

    1986-04-01

    Since 1978, the Department of Energy (DOE) has conducted periodic reviews of the ability of domestic automobile manufacturers to improve their corporate average fuel economy (CAFE) values. This work has allowed DOE to develop a detailed understanding of manufacturer technological capabilities and to forecast the cost, fuel economy improvement, and rate of introduction of individual technologies over a ten-year horizon. DOE uses these forecasts to fulfill its responsibilities under the Energy Policy and Conservation Act (EPCA), to support its forecasts of energy demand and to conduct policy analyses relevant to automobile and energy production industries. Chapters are given for the following areas: (1) review of 1985 CAFE, (2) analysis of current capabilities, (3) modifications of the Technology Cost Segment Model (TCSM), (4) review of market share forecasts, and (5) forecasts of CAFE using the TCSM.

  17. Evidence of fueling of the 2000 new economy bubble by foreign capital inflow: implications for the future of the US economy and its stock market

    NASA Astrophysics Data System (ADS)

    Sornette, Didier; Zhou, Wei-Xing

    2004-02-01

    Previous analyses of a large ensemble of stock markets have demonstrated that a log-periodic power law (LPPL) behavior of the prices constitutes a qualifying signature of speculative bubbles that often land with a crash. We detect such a LPPL signature in the foreign capital inflow during the bubble on the US markets culminating in March 2000. We detect a weak synchronization and lag with the NASDAQ LPPL pattern. We propose to rationalize these observations by the existence of positive feedback loops between market-appreciation/increased-spending/increased-deficit-of-balance-of-payment/larger-foreign-surplus/increased-foreign-capital-inflows and so on. Our analysis suggests that foreign capital inflow has been following rather than causing the bubble. We then combine a macroeconomic analysis of feedback processes occurring between the economy and the stock market with a technical analysis of more than 200 years of the DJIA to investigate possible scenarios for the future, three years after the end of the bubble and deep into a bearish regime. We conclude that the low interest rates and depreciating dollar are the indispensable ingredients for a lower sustainable burden of the global US debt structure and for allowing the slow rebuilding of an internationally competitive economy. This will probably be accompanied by a weak stock market on the medium term as the growing Federal deficit is consuming a large part of the foreign surplus dollars and the stock market is remaining a very risky and unattractive investment. Notwithstanding strong surge of liquidity in recent months orchestrated by the Federal Reserve, this macroeconomic analysis which incorporates an element of collective behavior is in line with our recent analyses of the bearish market that started in 2000 in terms of a LPPL “anti-bubble”. We project this LPPL anti-bubble to continue at least for another year. On the short term, increased availability of liquidity (M1) and self-fulfilling bullish

  18. A comparison of high-speed flywheels, batteries, and ultracapacitors on the bases of cost and fuel economy as the energy storage system in a fuel cell based hybrid electric vehicle

    NASA Astrophysics Data System (ADS)

    Doucette, Reed T.; McCulloch, Malcolm D.

    Fuel cells aboard hybrid electric vehicles (HEVs) are often hybridized with an energy storage system (ESS). Batteries and ultracapacitors are the most common technologies used in ESSs aboard HEVs. High-speed flywheels are an emerging technology with traits that have the potential to make them competitive with more established battery and ultracapacitor technologies in certain vehicular applications. This study compares high-speed flywheels, ultracapacitors, and batteries functioning as the ESS in a fuel cell based HEV on the bases of cost and fuel economy. In this study, computer models were built to simulate the powertrain of a fuel cell based HEV where high-speed flywheels, batteries, and ultracapacitors of a range of sizes were used as the ESS. A simulated vehicle with a powertrain using each of these technologies was run over two different drive cycles in order to see how the different ESSs performed under different driving patterns. The results showed that when cost and fuel economy were both considered, high-speed flywheels were competitive with batteries and ultracapacitors.

  19. Vehicle Efficiency and Tractive Work: Rate of Change for the Past Decade and Accelerated Progress Required for U.S. Fuel Economy and CO2 Regulations

    DOE PAGESBeta

    Thomas, John

    2016-01-01

    A major driving force for change in light-duty vehicle design and technology is the National Highway Traffic Safety Administration (NHTSA) and the U.S. Environmental Protection Agency (EPA) joint final rules concerning Corporate Average Fuel Economy (CAFE) and greenhouse gas (GHG) emissions for model years (MY) 2016 through 2025 passenger cars and light trucks. The chief goal of this current study is to compare the already rapid pace of fuel economy improvement and technological change over the previous decade to the needed rate of change to meet regulations over the next decade. EPA and NHTSA comparisons of the MY 2004 USmore » light-duty vehicle fleet to the MY 2014 fleet shows improved fuel economy (FE) of approximately 28% using the same FE estimating method mandated for CAFE regulations. Future predictions by EPA and NHTSA concerning ensemble fleet fuel economy are examined as an indicator of needed vehicle rate-of-change. A set of 40 same-model vehicle pairs for MY 2005 and MY 2015 is compared to examine changes in energy use and related technological change over the 10 year period. Powertrain improvements measured as increased vehicle efficiency, and vehicle mass-glider improvements measured as decreased tractive work requirements are quantified. The focus is first on conventional gasoline powertrain vehicles which currently dominate the market, with hybrids also examined due to their high potential importance for CAFE compliance. Most hybrid vehicles with significant sales in 2014 were represented in the study. Results show 10 years of progress for the studied vehicle set includes lowered tractive effort of about 5.6% and improved powertrain efficiency of about 16.5%. Further analysis shows that this high rate of past progress must increase by about 50% in order to meet the 2025 CAFE standards. Examination of where certain MY 2015 vehicle compare to CAFE regulations is offered as well as some simple conjecture on what is needed to meet regulations under

  20. 40 CFR 600.308-12 - Fuel economy label format requirements-plug-in hybrid electric vehicles.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... discharged. (ii) The expression “Charge Time: x hours (240V)” below the sub-heading, where x is the time to... economy value as follows: (A) Include the term “MPGe” in the upper portion of the designated space. (B) If...: (A) Include the term “MPG” in the upper portion of the designated space. (B) Identify the...

  1. Comments on the Joint Proposed Rulemaking to Establish Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards

    SciTech Connect

    Wenzel, Thomas P

    2009-10-27

    I appreciate the opportunity to provide comments on the joint rulemaking to establish greenhouse gas emission and fuel economy standards for light-duty vehicles. My comments are directed at the choice of vehicle footprint as the attribute by which to vary fuel economy and greenhouse gas emission standards, in the interest of protecting vehicle occupants from death or serious injury. I have made several of these points before when commenting on previous NHTSA rulemakings regarding CAFE standards and safety. The comments today are mine alone, and do not necessarily represent the views of the US Department of Energy, Lawrence Berkeley National Laboratory, or the University of California. My comments can be summarized as follows: (1) My updated analysis of casualty risk finds that, after accounting for drivers and crash location, there is a wide range in casualty risk for vehicles with the same weight or footprint. This suggests that reducing vehicle weight or footprint will not necessarily result in increased fatalities or serious injuries. (2) Indeed, the recent safety record of crossover SUVs indicates that weight reduction in this class of vehicles resulted in a reduction in fatality risks. (3) Computer crash simulations can pinpoint the effect of specific design changes on vehicle safety; these analyses are preferable to regression analyses, which rely on historical vehicle designs, and cannot fully isolate the effect of specific design changes, such as weight reduction, on crash outcomes. (4) There is evidence that automakers planned to build more large light trucks in response to the footprint-based light truck CAFE standards. Such an increase in the number of large light trucks on the road may decrease, rather than increase, overall safety.

  2. Forests, food, and fuel in the tropics: the uneven social and ecological consequences of the emerging political economy of biofuels.

    PubMed

    Dauvergne, Peter; Neville, Kate J

    2010-01-01

    The global political economy of biofuels emerging since 2007 appears set to intensify inequalities among the countries and rural peoples of the global South. Looking through a global political economy lens, this paper analyses the consequences of proliferating biofuel alliances among multinational corporations, governments, and domestic producers. Since many major biofuel feedstocks - such as sugar, oil palm, and soy - are already entrenched in industrial agricultural and forestry production systems, the authors extrapolate from patterns of production for these crops to bolster their argument that state capacities, the timing of market entry, existing institutions, and historical state-society land tenure relations will particularly affect the potential consequences of further biofuel development. Although the impacts of biofuels vary by region and feedstock, and although some agrarian communities in some countries of the global South are poised to benefit, the analysis suggests that already-vulnerable people and communities will bear a disproportionate share of the costs of biofuel development, particularly for biofuels from crops already embedded in industrial production systems. A core reason, this paper argues, is that the emerging biofuel alliances are reinforcing processes and structures that increase pressures on the ecological integrity of tropical forests and further wrest control of resources from subsistence farmers, indigenous peoples, and people with insecure land rights. Even the development of so-called 'sustainable' biofuels looks set to displace livelihoods and reinforce and extend previous waves of hardship for such marginalised peoples.

  3. 40 CFR 600.510-12 - Calculation of average fuel economy and average carbon-related exhaust emissions.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ....0 to convert gallons of diesel fuel to equivalent gallons of gasoline. (c) Except as permitted in... shall be rounded to 4 decimal places. SF4ETW = The 4000 lb. equivalent test weight category sales... Gravity), or API Gravity of Crude Petroleum and Liquid Petroleum Products by Hydrometer...

  4. Simulating the Impact of Premixed Charge Compression Ignition on Light-Duty Diesel Fuel Economy and Emissions of Particulates and NOx

    SciTech Connect

    Gao, Zhiming; Daw, C Stuart; Wagner, Robert M; Edwards, Kevin Dean; Smith, David E

    2013-01-01

    We utilize the Powertrain Systems Analysis Toolkit (PSAT) combined with transient engine and aftertreatment component models implemented in Matlab/Simulink to simulate the effect of premixed charge compression ignition (PCCI) on the fuel economy and emissions of light-duty diesel-powered conventional and hybrid electric vehicles (HEVs). Our simulated engine is capable of both conventional diesel combustion (CDC) and premixed charge compression ignition (PCCI) over real transient driving cycles. Our simulated aftertreatment train consists of a diesel oxidation catalyst (DOC), lean NOx trap (LNT), and catalyzed diesel particulate filter (DPF). The results demonstrate that, in the simulated conventional vehicle, PCCI can significantly reduce fuel consumption and emissions by reducing the need for LNT and DPF regeneration. However, the opportunity for PCCI operation in the simulated HEV is limited because the engine typically experiences higher loads and multiple stop-start transients that are outside the allowable PCCI operating range. Thus developing ways of extending the PCCI operating range combined with improved control strategies for engine and emissions control management will be especially important for realizing the potential benefits of PCCI in HEVs.

  5. Nuclides Economy

    SciTech Connect

    Ivanov, Evgeny; Subbotin, Stanislav

    2007-07-01

    not be less then two hundred GW. Therefore the burner segment of the projected syste ms should also have significant capacity. Consequently it will lead to the flexible fuel cycle and to the keeping of the breeding options. Concept of nuclide economy gives understanding of real motivation that lied in the basis of one or other innovative proposals. By another words it is only tool for cross-disciplinary systematic study of innovative technologies. (authors)

  6. Vehicle Efficiency and Tractive Work: Rate of Change for the Past Decade and Accelerated Progress Required for U.S. Fuel Economy and CO2 Regulations

    SciTech Connect

    Thomas, John

    2016-01-01

    A major driving force for change in light-duty vehicle design and technology is the National Highway Traffic Safety Administration (NHTSA) and the U.S. Environmental Protection Agency (EPA) joint final rules concerning Corporate Average Fuel Economy (CAFE) and greenhouse gas (GHG) emissions for model years (MY) 2016 through 2025 passenger cars and light trucks. The chief goal of this current study is to compare the already rapid pace of fuel economy improvement and technological change over the previous decade to the needed rate of change to meet regulations over the next decade. EPA and NHTSA comparisons of the MY 2004 US light-duty vehicle fleet to the MY 2014 fleet shows improved fuel economy (FE) of approximately 28% using the same FE estimating method mandated for CAFE regulations. Future predictions by EPA and NHTSA concerning ensemble fleet fuel economy are examined as an indicator of needed vehicle rate-of-change. A set of 40 same-model vehicle pairs for MY 2005 and MY 2015 is compared to examine changes in energy use and related technological change over the 10 year period. Powertrain improvements measured as increased vehicle efficiency, and vehicle mass-glider improvements measured as decreased tractive work requirements are quantified. The focus is first on conventional gasoline powertrain vehicles which currently dominate the market, with hybrids also examined due to their high potential importance for CAFE compliance. Most hybrid vehicles with significant sales in 2014 were represented in the study. Results show 10 years of progress for the studied vehicle set includes lowered tractive effort of about 5.6% and improved powertrain efficiency of about 16.5%. Further analysis shows that this high rate of past progress must increase by about 50% in order to meet the 2025 CAFE standards. Examination of where certain MY 2015 vehicle compare to CAFE regulations is offered as well as some simple conjecture on what is needed to meet regulations under

  7. The Methanol Economy Project

    SciTech Connect

    Olah, George; Prakash, G. K.

    2014-02-01

    The Methanol Economy Project is based on the concept of replacing fossil fuels with methanol generated either from renewable resources or abundant natural (shale) gas. The full methanol cycle was investigated in this project, from production of methanol through bromination of methane, bireforming of methane to syngas, CO2 capture using supported amines, co-electrolysis of CO2 and water to formate and syngas, decomposition of formate to CO2 and H2, and use of formic acid in a direct formic acid fuel cell. Each of these projects achieved milestones and provided new insights into their respective fields.

  8. 40 CFR 600.107-08 - Fuel specifications.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Test Procedures § 600.107-08 Fuel specifications. (a) The test fuel specifications...

  9. Overall Economy

    ERIC Educational Resources Information Center

    Occupational Outlook Quarterly, 2012

    2012-01-01

    The economy's need for workers originates in the demand for the goods and services that these workers provide. So, to project employment, BLS starts by estimating the components of gross domestic product (GDP) for 2020. GDP is the value of the final goods produced and services provided in the United States. Then, BLS estimates the size--in…

  10. Overall Economy

    ERIC Educational Resources Information Center

    Occupational Outlook Quarterly, 2010

    2010-01-01

    The economy's need for workers originates in the demand for the goods and services that they provide. So, to project employment, the Bureau of Labor Statistics (BLS) starts by projecting the gross domestic product (GDP) for 2018. GDP is the value of the final goods produced and services provided in the United States. Then, BLS estimates the…

  11. The Hydrogen Economy as a Technological Bluff

    ERIC Educational Resources Information Center

    Vanderburg, Willem H.

    2006-01-01

    The hydrogen economy is a technological bluff in its implied assurance that, despite the accelerating pace at which we are depleting the remaining half of our fossil fuels, our energy future is secure. Elementary thermodynamic considerations are developed to show that a hydrogen economy is about as feasible as a perpetual motion machine. Hydrogen…

  12. Fuel economy and exhaust emissions characteristics of diesel vehicles: Test results of a prototype Fiat 131 NA 2.4 liter automobile

    NASA Technical Reports Server (NTRS)

    Quayle, S. S.; Davis, M. M.; Walter, R. A.

    1981-01-01

    The vehicle was tested on a chassis dynamometer over selected drive cycles and steady-state conditions. Two fuels were used, a U.S. no. 2 diesel and a European diesel fuel. The vehicle was tested with retarded timing and with and without an oxidation catalyst. Particulate emission rates were calculated from dilution tunnel measurements and large volume particulate samples were collected for biological and chemical analysis. It was determined that while the catalyst was generally effective in reducing hydrocarbon and carbon monoxide levels, it was also a factor in increasing particulate emissions. Increased particulate emission rates were particularly evident when the vehicle was operated on the European fuel which has a high sulfur content.

  13. Hydrogen: Its Future Role in the Nation's Energy Economy

    ERIC Educational Resources Information Center

    Winsche, W. E.; And Others

    1973-01-01

    Advocates the development of a hydrogen fuel economy as an alternative to the predominately electric economy based upon nuclear plants and depleting fossil fuel supplies. Evaluates the economic and environmental benefits of hydrogen energy delivery systems in the residential and transportation sectors. (JR)

  14. Encouraging School Transportation Effective Energy Management (ESTEEM). Fuel Economy Management Handbook for Directors of Pupil Transportation; School District Administrators; Transportation Department Management.

    ERIC Educational Resources Information Center

    BRI Systems, Inc., Phoenix, AZ.

    This handbook offers a practical approach for pupil transportation energy management by suggesting ideas to save fuel in the purchasing, planning, routing, scheduling, driving, and maintenance areas of the pupil transportation operation. The handbook is divided into seven parts. Part 1 and 2 provide insight into energy management in pupil…

  15. 40 CFR 600.113-08 - Fuel economy calculations for FTP, HFET, US06, SC03 and cold temperature FTP tests.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... specific gravity, carbon weight fraction and net heating value of the test fuel must be determined. The FTP..., stabilized phase and hot transient phase of the FTP test. For vehicles with more than one source of... that the Administrator determines may have a rechargeable energy source, whose charge can vary...

  16. 40 CFR 600.113-08 - Fuel economy calculations for FTP, HFET, US06, SC03 and cold temperature FTP tests.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... specific gravity, carbon weight fraction and net heating value of the test fuel must be determined. The FTP..., stabilized phase and hot transient phase of the FTP test. For vehicles with more than one source of... that the Administrator determines may have a rechargeable energy source, whose charge can vary...

  17. Simulated Fuel Economy and Performance of Advanced Hybrid Electric and Plug-in Hybrid Electric Vehicles Using In-Use Travel Profiles

    SciTech Connect

    Earleywine, M.; Gonder, J.; Markel, T.; Thornton, M.

    2010-01-01

    As vehicle powertrain efficiency increases through electrification, consumer travel and driving behavior have significantly more influence on the potential fuel consumption of these vehicles. Therefore, it is critical to have a good understanding of in-use or 'real world' driving behavior if accurate fuel consumption estimates of electric drive vehicles are to be achieved. Regional travel surveys using Global Positioning System (GPS) equipment have been found to provide an excellent source of in-use driving profiles. In this study, a variety of vehicle powertrain options were developed and their performance was simulated over GPS-derived driving profiles for 783 vehicles operating in Texas. The results include statistical comparisons of the driving profiles versus national data sets, driving performance characteristics compared with standard drive cycles, and expected petroleum displacement benefits from the electrified vehicles given various vehicle charging scenarios.

  18. Turbocharging of small internal combustion engine as a means of improving engine/application system fuel economy-further turbocharger improvements. Final report Oct 80-Feb 82

    SciTech Connect

    Arvin, J.R.

    1982-04-01

    Improvements to a small diesel engine turbocharger were made based on data gathered during a previous Army contract. The improved turbocharger was fabricated and tested on a small, four cylinder, 239 CID diesel engine. Engine dynamometer test data revealed a 2 to 9 percent reduction in fuel consumption at all points over the operating envelope. A turbocharger was operated for 1011 hours at speeds between 70000 and 78000 rpm without incident. The ball bearings were in excellent condition at the end of the test. A math model of the engine and turbocharger was generated. The model was used to estimate 13 Mode Federal Diesel Emissions Cycle, the LA4 driving cycle and the application of the variable area turbine nozzle (VATN) turbocharger to a diesel engine driven generator set. A recommendation was made to build a gen set demo unit. A fuel savings of 8 to 10 percent was estimated for a 30KW DED generator set.

  19. Antimatter Economy

    NASA Astrophysics Data System (ADS)

    Hansen, Norm

    2004-05-01

    The Antimatter Economy will bring every country into the 21st century without destroying our environment and turn the Star Trek dream into reality by using antimatter from comets. At the April 2002 joint meeting of the American Physical Society and American Astronomical Society, I announced that comets were composed of antimatter, there were 109 antimatter elements, and the Periodic Table of Elements had been updated to include the antimatter elements. When matter and antimatter come together, energy is produce according to Einstein's equation of mass times the speed of light squared or E = mc2. Antimatter energy creates incredible opportunities for humanity. People in spacecraft will travel to the moon in hours, planets in days, and stars in weeks. Antimatter power will replace fossil plants and produce hydrogen from off-peak electrical power. Hydrogen will supplant gas in cars, trucks, and other vehicles. The billions of ton of coal, billions of barrels of oil, and trillions of cubic feet of natural gas will be used to make trillions of dollars of products to bring countries into the 21st century. Within this millennium, the Worlds Gross National Product will increase from 30 trillion to 3,000 trillion plus 1,500 trillion from space commercialization bringing the Total Gross National Product to 4,500 trillion. Millions of businesses and billions of jobs will be created. However, the real benefits will come from taking billions of people out of poverty and empowering them to pursue their dreams of life, liberty and pursuit of happiness. Please visit www.AntimatterEnergy.com.

  20. Practical Token Economies.

    ERIC Educational Resources Information Center

    Blackerby, W. F.

    1988-01-01

    The article discusses special considerations in applying standard token economy techniques to behavior change with the head injured with examples of token economies at three rehabilitation facilities. (DB)

  1. Very High Fuel Economy, Heavy Duty, Constant Speed, Truck Engine Optimized Via Unique Energy Recovery Turbines and Facilitated High Efficiency Continuously Variable Drivetrain

    SciTech Connect

    Bahman Habibzadeh

    2010-01-31

    The project began under a corporative agreement between Mack Trucks, Inc and the Department of Energy starting from September 1, 2005. The major objective of the four year project is to demonstrate a 10% efficiency gain by operating a Volvo 13 Litre heavy-duty diesel engine at a constant or narrow speed and coupled to a continuously variable transmission. The simulation work on the Constant Speed Engine started on October 1st. The initial simulations are aimed to give a basic engine model for the VTEC vehicle simulations. Compressor and turbine maps are based upon existing maps and/or qualified, realistic estimations. The reference engine is a MD 13 US07 475 Hp. Phase I was completed in May 2006 which determined that an increase in fuel efficiency for the engine of 10.5% over the OICA cycle, and 8.2% over a road cycle was possible. The net increase in fuel efficiency would be 5% when coupled to a CVT and operated over simulated highway conditions. In Phase II an economic analysis was performed on the engine with turbocompound (TC) and a Continuously Variable Transmission (CVT). The system was analyzed to determine the payback time needed for the added cost of the TC and CVT system. The analysis was performed by considering two different production scenarios of 10,000 and 60,000 units annually. The cost estimate includes the turbocharger, the turbocompound unit, the interstage duct diffuser and installation details, the modifications necessary on the engine and the CVT. Even with the cheapest fuel and the lowest improvement, the pay back time is only slightly more than 12 months. A gear train is necessary between the engine crankshaft and turbocompound unit. This is considered to be relatively straight forward with no design problems.

  2. IMPACTT5A model : enhancements and modifications since December 1994 - with special reference to the effect of tripled-fuel-economy vehicles on fuel-cycle energy and emissions.

    SciTech Connect

    Mintz, M. M.; Saricks, C. L.

    1999-08-28

    Version 5A of the Integrated Market Penetration and Anticipated Cost of Transportation Technologies (IMPACTT5A) model is a spreadsheet-based set of algorithms that calculates the effects of advanced-technology vehicles on baseline fuel use and emissions. Outputs of this Argonne National Laboratory-developed model include estimates of (1) energy use and emissions attributable to conventional-technology vehicles under a baseline scenario and (2) energy use and emissions attributable to advanced- and conventional-technology vehicles under an alternative market-penetration scenario. Enhancements to IMPACIT made after its initial documentation in December 1994 have enabled it to deal with a wide range of fuel and propulsion system technologies included in Argonne's GREET model in a somewhat modified three-phased approach. Vehicle stocks are still projected in the largely unchanged STOCK module. Vehicle-miles traveled, fuel use, and oil displacement by advanced-technology vehicles are projected in an updated USAGE module. Now, both modules can incorporate vehicle efficiency and fuel share profiles consistent with those of the Partnership for a New Generation of Vehicles. Finally, fuel-cycle emissions of carbon monoxide, volatile organic compounds, nitrogen oxides, toxics, and greenhouse gases are computed in the EMISSIONS module via an interface with the GREET model that was developed specifically to perform such calculations. Because of this interface, results are now more broadly informative than were results from earlier versions of IMPACTT.

  3. 40 CFR 600.107-78 - Fuel specifications.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related Exhaust Emission Regulations for 1978 and Later Model Year Automobiles-Test Procedures § 600.107-78...

  4. Real-time immune-inspired optimum state-of-charge trajectory estimation using upcoming route information preview and neural networks for plug-in hybrid electric vehicles fuel economy

    NASA Astrophysics Data System (ADS)

    Mozaffari, Ahmad; Vajedi, Mahyar; Azad, Nasser L.

    2015-06-01

    The main proposition of the current investigation is to develop a computational intelligence-based framework which can be used for the real-time estimation of optimum battery state-of-charge (SOC) trajectory in plug-in hybrid electric vehicles (PHEVs). The estimated SOC trajectory can be then employed for an intelligent power management to significantly improve the fuel economy of the vehicle. The devised intelligent SOC trajectory builder takes advantage of the upcoming route information preview to achieve the lowest possible total cost of electricity and fossil fuel. To reduce the complexity of real-time optimization, the authors propose an immune system-based clustering approach which allows categorizing the route information into a predefined number of segments. The intelligent real-time optimizer is also inspired on the basis of interactions in biological immune systems, and is called artificial immune algorithm (AIA). The objective function of the optimizer is derived from a computationally efficient artificial neural network (ANN) which is trained by a database obtained from a high-fidelity model of the vehicle built in the Autonomie software. The simulation results demonstrate that the integration of immune inspired clustering tool, AIA and ANN, will result in a powerful framework which can generate a near global optimum SOC trajectory for the baseline vehicle, that is, the Toyota Prius PHEV. The outcomes of the current investigation prove that by taking advantage of intelligent approaches, it is possible to design a computationally efficient and powerful SOC trajectory builder for the intelligent power management of PHEVs.

  5. Bioethanol: Fueling sustainable transportation

    SciTech Connect

    Neufeld, S.

    2000-05-25

    Ethanol made from biomass, or bioethanol, can positively impact the national energy security, the economy, and the environment. Producing and using bioethanol can help alleviate some of the negative impacts of the dependence on fossil fuels.

  6. Understanding the New Economy.

    ERIC Educational Resources Information Center

    Morrell, Louis R.

    2001-01-01

    Asserts that while the Nasdaq bubble did burst, the new economy is real and that failure to understand the rules of the digital economy can lead to substandard investment portfolio performance. Offers guidelines for higher education institutional investors. (EV)

  7. 40 CFR 600.107-93 - Fuel specifications.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and Carbon-Related... Otto-cycle automobiles are given in § 86.113(a) (3) and (4) of this chapter. (d) The test fuel specifications for methanol fuel used in diesel cycle automobiles are given in § 86.113(b) (4) through (6)...

  8. Growing a market economy

    SciTech Connect

    Basu, N.; Pryor, R.J.

    1997-09-01

    This report presents a microsimulation model of a transition economy. Transition is defined as the process of moving from a state-enterprise economy to a market economy. The emphasis is on growing a market economy starting from basic microprinciples. The model described in this report extends and modifies the capabilities of Aspen, a new agent-based model that is being developed at Sandia National Laboratories on a massively parallel Paragon computer. Aspen is significantly different from traditional models of the economy. Aspen`s emphasis on disequilibrium growth paths, its analysis based on evolution and emergent behavior rather than on a mechanistic view of society, and its use of learning algorithms to simulate the behavior of some agents rather than an assumption of perfect rationality make this model well-suited for analyzing economic variables of interest from transition economies. Preliminary results from several runs of the model are included.

  9. Structures and mechanisms - Streamlining for fuel economy

    NASA Technical Reports Server (NTRS)

    Card, M. F.

    1983-01-01

    The design of prospective NASA space station components which inherently possess the means for structural growth without compromising initial system characteristics is considered. In structural design terms, space station growth can be achieved by increasing design safety factors, introducing dynamic isolators to prevent loads from reaching the initial components, or preplanning the refurbishment of the original structure with stronger elements. Design tradeoffs will be based on the definition of on-orbit loads, including docking and maneuvering, whose derived load spectra will allow the estimation of fatigue life. Improvements must be made in structural materials selection in order to reduce contamination, slow degradation, and extend the life of coatings. To minimize on-orbit maintenance, long service life lubrication systems with advanced sealing devices must be developed.

  10. Tradable Fuel Economy Credits: Competition and Oligopoly

    SciTech Connect

    Rubin, Jonathan David; Leiby, Paul Newsome; Greene, David L

    2009-01-01

    Corporateaveragefueleconomy(CAFE)regulationsspecifyminimumstandardsforfuel efficiencythatvehiclemanufacturersmustmeetindependently.Wedesignasystemof tradeable fueleconomycreditsthatallowstradingacrossvehicleclassesand manufacturerswithandwithoutconsideringmarketpowerinthecreditmarket.We performnumericalsimulationstomeasurethepotentialcostsavingsfrommovingfrom the currentCAFEsystemtoonewithstricterstandards,butthatallowsvehicle manufacturersvariouslevelsofincreasedflexibility.Wefindthattheabilityforeach manufacturertoaveragecreditsbetweenitscarsandtrucksprovidesalargepercentage of thepotentialsavings.Asexpected,thegreatestsavingscomefromthegreatest flexibilityinthecreditsystem.Marketpowerlowersthepotentialcostsavingstothe industryasawhole,butonlymodestly.Lossinefficiencyfrommarketpowerdoesnot eliminatethegainsfromcredittrading.

  11. Fueling an Economy with Industrial Training.

    ERIC Educational Resources Information Center

    Raven, Helen C.; LeFiles, Diane C.

    1979-01-01

    A postsecondary training program in various aspects of coal mining has been established in western Maryland through community college credit and noncredit courses leading to a certificate or associate degree for mine employees and others. Maryland's industrial training program includes state aid to industry to provide needed job skills training.…

  12. 40 CFR 600.107-08 - Fuel specifications.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Fuel specifications. 600.107-08 Section 600.107-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and...

  13. 40 CFR 600.107-08 - Fuel specifications.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 30 2014-07-01 2014-07-01 false Fuel specifications. 600.107-08 Section 600.107-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy and...

  14. 40 CFR 600.107-93 - Fuel specifications.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel specifications. 600.107-93 Section 600.107-93 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for...

  15. 40 CFR 600.107-78 - Fuel specifications.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Fuel specifications. 600.107-78 Section 600.107-78 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for...

  16. Future fuels from Montana

    SciTech Connect

    Buchsbaum, L.

    2006-04-15

    To make America less dependent on foreign oil, Montana Governor Brain Schweitzer pushes for investment in synfuel technology. He advocates coal as the 'new fuel' for cars and believes synfuels from coal can bridge the gap between the petroleum economy of the past and the hydrogen economy of the future. He is pushing for a 'Future Fuels' project to form a public-private partnership to build 20 coal conversion, synfuel manufacturing plants. This could contribute to making the USA energy self-sufficient, more quickly than the FutureGen project, he believes.

  17. Fuel flexible fuel injector

    DOEpatents

    Tuthill, Richard S; Davis, Dustin W; Dai, Zhongtao

    2015-02-03

    A disclosed fuel injector provides mixing of fuel with airflow by surrounding a swirled fuel flow with first and second swirled airflows that ensures mixing prior to or upon entering the combustion chamber. Fuel tubes produce a central fuel flow along with a central airflow through a plurality of openings to generate the high velocity fuel/air mixture along the axis of the fuel injector in addition to the swirled fuel/air mixture.

  18. The College Economy

    ERIC Educational Resources Information Center

    Carnevale, Anthony P.

    2012-01-01

    As the United States grinds its way through a halting economic recovery, one thing has become abundantly clear: The recession of 2007 continues to reshape the economy in significant and permanent ways. Perhaps the most profound change is the accelerating disappearance of good-paying jobs that require only a high-school education or less. That…

  19. Equality and Economy

    ERIC Educational Resources Information Center

    Brink, Chris

    2012-01-01

    The two big events in higher education during 2010 were the implementation of the Equality Act, and the introduction of a new dispensation on fees and funding. The former is intended to promote equality, the latter is premised on the need for economy. In this article, the author focuses on the effect of the latter on the former. He considers this…

  20. Operant Conditioning - Token Economy.

    ERIC Educational Resources Information Center

    Montgomery, Jacqueline; McBurney, Raymond D.

    Described is an Operant Conditioning-Token Economy Program, teaching patients to be responsible for their own behavior, to make choices, and to be motivated to change. The program was instigated with mentally ill patients in a state hospital and was later used with institutionalized mentally handicapped groups. After two years, only four of the…

  1. Airline Safety and Economy

    NASA Technical Reports Server (NTRS)

    1993-01-01

    This video documents efforts at NASA Langley Research Center to improve safety and economy in aircraft. Featured are the cockpit weather information needs computer system, which relays real time weather information to the pilot, and efforts to improve techniques to detect structural flaws and corrosion, such as the thermal bond inspection system.

  2. Rural Economies and Disability.

    ERIC Educational Resources Information Center

    O'Donnell, Dennis

    Both the rural economy and the disability community in rural areas can benefit from a recognition that they are mutually dependent. With the decline of rural America, the economic base underpinning all aspects of disability support systems is weakening. In addition, rural disability services often are compartmentalized along functional lines with…

  3. Alaska's Economy: What's Ahead?

    ERIC Educational Resources Information Center

    Alaska Review of Social and Economic Conditions, 1987

    1987-01-01

    This review describes Alaska's economic boom of the early 1980s, the current recession, and economic projections for the 1990s. Alaska's economy is largely influenced by oil prices, since petroleum revenues make up 80% of the state government's unrestricted general fund revenues. Expansive state spending was responsible for most of Alaska's…

  4. Economy of Command

    ERIC Educational Resources Information Center

    Medeiros, David Peter

    2012-01-01

    This dissertation proposes a principle of "economy of command", arguing that it provides a simple and natural explanation for some well-known properties of human language syntax. The focus is on the abstract combinatorial system that constructs the hierarchical structure of linguistic expressions, with long-distance dependencies…

  5. The Spatial Economy

    ERIC Educational Resources Information Center

    Haggett, Peter

    1978-01-01

    Discusses basic economic factors including resources, labor, and capital and discusses the flows that link them together in a recognizable geographical pattern. Suggests that geographers can contribute to better understanding of the spatial economy by undertaking research with scholars from other disciplines. (Author/DB)

  6. Impact of Policy on Fuels RD&D (Presentation)

    SciTech Connect

    Gearhart, C.

    2013-12-01

    This presentation provides an overview of fuel economy and emissions policy and its relationship with fuel research, development, and deployment (RD&D). Solutions explored include biofuels and increased engine efficiency.

  7. PLATINUM, FUEL CELLS, AND FUTURE ROAD TRANSPORT

    EPA Science Inventory

    A vehicle powered by a fuel cell will emit virtually no air polution and, depending on fuel choice, can substantially improve fuel economy above that of current technology. Those attributes are complementary to issues of increasing national importance including the effects of tra...

  8. Popular Education in Solidarity Economy

    ERIC Educational Resources Information Center

    de Melo Neto, José Francisco; da Costa, Francisco Xavier Pereira

    2015-01-01

    This article seeks to show the relation between popular education and solidarity economy in experiences of solidarity economy enterprises in Brazil. It is based on diverse experiences which have occurred in various sectors of this economy, highlighting those experiences which took place in João Pessoa with the creation of a Cooperative of Workers…

  9. Knowledge Economy and Research Innovation

    ERIC Educational Resources Information Center

    Bastalich, Wendy

    2010-01-01

    The "knowledge economy" has been received with considerable scepticism by scholars within the fields of political economy, social and political philosophy, and higher education. Key arguments within this literature are reviewed in this article to suggest that, despite policy claims, "knowledge economy" does not describe a "new" mode of economic…

  10. Oscillations in Rational Economies

    PubMed Central

    Mishchenko, Yuriy

    2014-01-01

    Economic (business) cycles are some of the most noted features of market economies, also ranked among the most serious of economic problems. Despite long historical persistence, the nature and the origin of business cycles remain controversial. In this paper we investigate the problem of the nature of business cycles from the positions of the market systems viewed as complex systems of many interacting market agents. We show that the development of cyclic instabilities in these settings can be traced down to just two fundamental factors – the competition of market agents for market shares in the settings of an open market, and the depression of market caused by accumulation of durable overproduced commodities on the market. These findings present the problem of business cycles in a new light as a systemic property of efficient market systems emerging directly from the free market competition itself, and existing in market economies at a very fundamental level. PMID:24505319

  11. Economy class syndrome.

    PubMed

    Sahiar, F; Mohler, S R

    1994-10-01

    A recent case of the "Economy Class Syndrome" is presented, emphasizing the syndrome's aeromedical implications and prevention. The clinical presentation, current modes of prophylaxis and therapy, plus a brief but pertinent historical background, are described. The syndrome is potentially fatal, and the authors stress that the condition needs to be recognized as a preventable hazard of air travel. Adoption of the preventive measures described herein can assist in promoting healthy air travel.

  12. VEEP - Vehicle Economy, Emissions, and Performance program

    NASA Technical Reports Server (NTRS)

    Heimburger, D. A.; Metcalfe, M. A.

    1977-01-01

    VEEP is a general-purpose discrete event simulation program being developed to study the performance, fuel economy, and exhaust emissions of a vehicle modeled as a collection of its separate components. It is written in SIMSCRIPT II.5. The purpose of this paper is to present the design methodology, describe the simulation model and its components, and summarize the preliminary results. Topics include chief programmer team concepts, the SDDL design language, program portability, user-oriented design, the program's user command syntax, the simulation procedure, and model validation.

  13. System-of-Systems Framework for the Future Hydrogen-Based Transportation Economy: Preprint

    SciTech Connect

    Duffy, M.; Sandor, D.

    2008-06-01

    From a supply chain view, this paper traces the flow of transportation fuels through required systems and addresses the current petroleum-based economy, DOE's vision for a future hydrogen-based transportation economy, and the challenges of a massive market and infrastructure transformation.

  14. Ecological evaluation of Beijing economy based on emergy indices

    NASA Astrophysics Data System (ADS)

    Jiang, M. M.; Zhou, J. B.; Chen, B.; Yang, Z. F.; Ji, X.; Zhang, L. X.; Chen, G. Q.

    2009-05-01

    An integrated ecological evaluation of the Beijing economy was presented in the paper based on the emergy accounting with the data in 2004. Through calculating environmental and economic inputs within and outside the Beijing economy, this paper discusses the Beijing's resource structure, economic situation and trade status based on a series of emergy indicators. Through the comparison of the systematic indicators of Beijing with those of the selected Chinese cities, the general status of the Beijing economy in China is identified. The results also show that most indicators of Beijing are located at middle levels among the selected Chinese cities. Particularly, the environmental impacts, expressed by the ratio of waste to the renewable emergy, and the ratio of waste to the total emergy use, are 84.2 and 0.26, respectively in Beijing in 2004, which indicate that the Beijing economy is greatly reliant on the imported intensive fuels, goods and services with high empower density and environmental loading.

  15. Comparison between response dynamics in transition economies and developed economies

    NASA Astrophysics Data System (ADS)

    Tenenbaum, Joel; Horvatić, Davor; Bajić, Slavica Cosović; Pehlivanović, Bećo; Podobnik, Boris; Stanley, H. Eugene

    2010-10-01

    In developed economies, the sign of the price increment influences the volatility in an asymmetric fashion—negative increments tend to result in larger volatility (increments with larger magnitudes), while positive increments result in smaller volatility. We explore whether this asymmetry extends from developed economies to European transition economies and, if so, how such asymmetry changes over time as these transition economies develop and mature. We analyze eleven European transition economies and compare the results with those obtained by analyzing U.S. market indices. Specifically, we calculate parameters that quantify both the volatility asymmetry and the strength of its dependence on prior increments. We find that, like their developed economy counterparts, almost all transition economy indices exhibit a significant volatility asymmetry, and the parameter γ characterizing asymmetry fluctuates more over time for transition economies. We also investigate how the association between volatility and volatility asymmetry varies by type of market. We test the hypothesis of a negative correlation between volatility and volatility asymmetry. We find that, for developed economies, γ experiences local minima during (i) “Black Monday” on October 19, 1987, (ii) the dot-com bubble crash in 2002, and (iii) the 2007-2009 global crisis while for transition economies, γ experiences local maxima during times of economic crisis.

  16. Fuel additives: Excluding aviation fuels. (Latest citations from the NTIS bibliographic database). Published Search

    SciTech Connect

    1995-12-01

    The bibliography contains citations concerning compositions, applications and performance of additives in fuels. Evaluations and environmental testing of additives in automotive, diesel, and boiler fuels are discussed. Additive effects on air pollution control, combustion stability, fuel economy and fuel storage are presented. Aviation fuel additives are covered in a separate bibliography. (Contains 50-250 citations and includes a subject term index and title list.) (Copyright NERAC, Inc. 1995)

  17. The real new economy.

    PubMed

    Farrell, Diana

    2003-10-01

    During the soar-and-swoon days of the late 1990s, many people believed that information technology, and the Internet in particular, were "changing everything" in business. A fundamental change did happen in the 1990s, but it was less about technology than about competition. Under director Diana Farrell, the McKinsey Global Institute has conducted an extensive study of productivity and its connection to corporate IT spending and use during that period. The study revealed that information technology is important--but not central--to the fate of industries and individual companies. So if information technology was not the primary factor in the productivity surge, what was? The study points to competition and innovation. In those industries that saw increases in competitive intensity, managers were forced to innovate aggressively to protect their revenues and profits. Those innovations--in products, business practices, and technology--led to the gains in productivity. In fact, a critical dynamic of the new economy--the real new economy--is the virtuous cycle of competition, innovation, and productivity growth. Managers can innovate in many ways, but during the 1990s, information technology was a particularly powerful tool, for three reasons: First, IT enabled the development of attractive new products and efficient new business processes. Second, it facilitated the rapid industrywide diffusion of innovations. And third, it exhibited strong scale economies--its benefits multiplied rapidly as its use expanded. This article reveals surprising data on how various industries in the United States and Europe were affected by competition, innovation, and information technology in the 1990s and offers insights about how managers can get more from their IT investments.

  18. FY2013 Progress Report for Fuel & Lubricant Technologies

    SciTech Connect

    none,

    2014-02-01

    Annual progress report for Fuel & Lubricant Technologies. The Fuel & Lubricant Technologies Program supports fuels and lubricants research and development (R&D) to provide vehicle manufacturers and users with cost-competitive options that enable high fuel economy with low emissions, and contribute to petroleum displacement.

  19. The Hydrogen Economy

    SciTech Connect

    Dresselhaus, M; Buchanan, Michelle V; Crabtree, George

    2004-01-01

    Since the industrial revolution began in the 18th century, fossil fuels in the form of coal, oil, and natural gas have powered the technology and transportation networks that drive society. But continuing to power the world from fossil fuels threatens our energy supply and puts enormous strains on the environment. The world's demand for energy is projected to double by 2050 in response to population growth and the industrialization of developing countries. The supply of fossil fuels is limited, with restrictive shortages of oil and gas projected to occur within our lifetimes (see the article by Paul Weisz in PHYSICS TODAY, July 2004, page 47). Global oil and gas reserves are concentrated in a few regions of the world, while demand is growing everywhere; as a result, a secure supply is increasingly difficult to assure. Moreover, the use of fossil fuels puts our own health at risk through the chemical and particulate pollution it creates. Carbon dioxide and other greenhouse gas emissions that are associated with global warming threaten the stability of Earth's climate.

  20. Towards a carbon-negative sustainable bio-based economy

    PubMed Central

    Vanholme, Bartel; Desmet, Tom; Ronsse, Frederik; Rabaey, Korneel; Breusegem, Frank Van; Mey, Marjan De; Soetaert, Wim; Boerjan, Wout

    2013-01-01

    The bio-based economy relies on sustainable, plant-derived resources for fuels, chemicals, materials, food and feed rather than on the evanescent usage of fossil resources. The cornerstone of this economy is the biorefinery, in which renewable resources are intelligently converted to a plethora of products, maximizing the valorization of the feedstocks. Innovation is a prerequisite to move a fossil-based economy toward sustainable alternatives, and the viability of the bio-based economy depends on the integration between plant (green) and industrial (white) biotechnology. Green biotechnology deals with primary production through the improvement of biomass crops, while white biotechnology deals with the conversion of biomass into products and energy. Waste streams are minimized during these processes or partly converted to biogas, which can be used to power the processing pipeline. The sustainability of this economy is guaranteed by a third technology pillar that uses thermochemical conversion to valorize waste streams and fix residual carbon as biochar in the soil, hence creating a carbon-negative cycle. These three different multidisciplinary pillars interact through the value chain of the bio-based economy. PMID:23761802

  1. The Economy and Higher Education.

    ERIC Educational Resources Information Center

    Anderson, Richard E.

    1988-01-01

    The macroeconomic trends shaping the United States economy and the effects of those trends on higher education are considered. Warning institutions of higher education about possible problems in the economy will place them in a better position to react if necessary. The economic environment is discussed in terms of productivity (goods and services…

  2. Can Education Save the Economy?

    ERIC Educational Resources Information Center

    Van Noy, Michelle; Zeidenberg, Matthew

    2009-01-01

    The recent global economic downturn is causing U.S. workers and employers to look to the educational system for skills that will allow them to thrive when the economy recovers. Education alone cannot save the economy. Much larger forces are at work, such as international equity and debt markets, the banking crisis, and the deflation of consumer …

  3. Why Classroom Token Economies Fail

    ERIC Educational Resources Information Center

    Drabman, Ronald S.; Tucker, Richard D.

    1974-01-01

    The reasons for clinical failures of classroom token economies are divided into three groups: (1) Problems associated with the token program itself, (2) Problems associated with the teacher, and (3) Problems associated with the specific population on which the classroom token economy is used. Each of these problem areas is discussed. (Author)

  4. Fuel cell cogeneration

    SciTech Connect

    Wimer, J.G.; Archer, D.

    1995-08-01

    The U.S. Department of Energy`s Morgantown Energy Technology Center (METC) sponsors the research and development of engineered systems which utilize domestic fuel supplies while achieving high standards of efficiency, economy, and environmental performance. Fuel cell systems are among the promising electric power generation systems that METC is currently developing. Buildings account for 36 percent of U.S. primary energy consumption. Cogeneration systems for commercial buildings represent an early market opportunity for fuel cells. Seventeen percent of all commercial buildings are office buildings, and large office buildings are projected to be one of the biggest, fastest-growing sectors in the commercial building cogeneration market. The main objective of this study is to explore the early market opportunity for fuel cells in large office buildings and determine the conditions in which they can compete with alternative systems. Some preliminary results and conclusions are presented, although the study is still in progress.

  5. Nitrogen-Based Fuels: A Power-to-Fuel-to-Power Analysis.

    PubMed

    Grinberg Dana, Alon; Elishav, Oren; Bardow, André; Shter, Gennady E; Grader, Gideon S

    2016-07-25

    What are the fuels of the future? Seven representative carbon- and nitrogen-based fuels are evaluated on an energy basis in a power-to-fuel-to-power analysis as possible future chemical hydrogen-storage media. It is intriguing to consider that a nitrogen economy, where hydrogen obtained from water splitting is chemically stored on abundant nitrogen in the form of a nontoxic and safe nitrogen-based alternative fuel, is energetically feasible.

  6. Nitrogen-Based Fuels: A Power-to-Fuel-to-Power Analysis.

    PubMed

    Grinberg Dana, Alon; Elishav, Oren; Bardow, André; Shter, Gennady E; Grader, Gideon S

    2016-07-25

    What are the fuels of the future? Seven representative carbon- and nitrogen-based fuels are evaluated on an energy basis in a power-to-fuel-to-power analysis as possible future chemical hydrogen-storage media. It is intriguing to consider that a nitrogen economy, where hydrogen obtained from water splitting is chemically stored on abundant nitrogen in the form of a nontoxic and safe nitrogen-based alternative fuel, is energetically feasible. PMID:27286557

  7. Automotive Fuel Processor Development and Demonstration with Fuel Cell Systems

    SciTech Connect

    Nuvera Fuel Cells

    2005-04-15

    The potential for fuel cell systems to improve energy efficiency and reduce emissions over conventional power systems has generated significant interest in fuel cell technologies. While fuel cells are being investigated for use in many applications such as stationary power generation and small portable devices, transportation applications present some unique challenges for fuel cell technology. Due to their lower operating temperature and non-brittle materials, most transportation work is focusing on fuel cells using proton exchange membrane (PEM) technology. Since PEM fuel cells are fueled by hydrogen, major obstacles to their widespread use are the lack of an available hydrogen fueling infrastructure and hydrogen's relatively low energy storage density, which leads to a much lower driving range than conventional vehicles. One potential solution to the hydrogen infrastructure and storage density issues is to convert a conventional fuel such as gasoline into hydrogen onboard the vehicle using a fuel processor. Figure 2 shows that gasoline stores roughly 7 times more energy per volume than pressurized hydrogen gas at 700 bar and 4 times more than liquid hydrogen. If integrated properly, the fuel processor/fuel cell system would also be more efficient than traditional engines and would give a fuel economy benefit while hydrogen storage and distribution issues are being investigated. Widespread implementation of fuel processor/fuel cell systems requires improvements in several aspects of the technology, including size, startup time, transient response time, and cost. In addition, the ability to operate on a number of hydrocarbon fuels that are available through the existing infrastructure is a key enabler for commercializing these systems. In this program, Nuvera Fuel Cells collaborated with the Department of Energy (DOE) to develop efficient, low-emission, multi-fuel processors for transportation applications. Nuvera's focus was on (1) developing fuel processor

  8. Reviving the carbohydrate economy via multi-product lignocellulose biorefineries.

    PubMed

    Zhang, Y-H Percival

    2008-05-01

    Before the industrial revolution, the global economy was largely based on living carbon from plants. Now the economy is mainly dependent on fossil fuels (dead carbon). Biomass is the only sustainable bioresource that can provide sufficient transportation fuels and renewable materials at the same time. Cellulosic ethanol production from less costly and most abundant lignocellulose is confronted with three main obstacles: (1) high processing costs (dollars /gallon of ethanol), (2) huge capital investment (dollars approximately 4-10/gallon of annual ethanol production capacity), and (3) a narrow margin between feedstock and product prices. Both lignocellulose fractionation technology and effective co-utilization of acetic acid, lignin and hemicellulose will be vital to the realization of profitable lignocellulose biorefineries, since co-product revenues would increase the margin up to 6.2-fold, where all purified lignocellulose co-components have higher selling prices (> approximately 1.0/kg) than ethanol ( approximately 0.5/kg of ethanol). Isolation of large amounts of lignocellulose components through lignocellulose fractionation would stimulate R&D in lignin and hemicellulose applications, as well as promote new markets for lignin- and hemicellulose-derivative products. Lignocellulose resource would be sufficient to replace significant fractionations (e.g., 30%) of transportation fuels through liquid biofuels, internal combustion engines in the short term, and would provide 100% transportation fuels by sugar-hydrogen-fuel cell systems in the long term. PMID:18180967

  9. Optimally Controlled Flexible Fuel Powertrain System

    SciTech Connect

    Duncan Sheppard; Bruce Woodrow; Paul Kilmurray; Simon Thwaite

    2011-06-30

    A multi phase program was undertaken with the stated goal of using advanced design and development tools to create a unique combination of existing technologies to create a powertrain system specification that allowed minimal increase of volumetric fuel consumption when operating on E85 relative to gasoline. Although on an energy basis gasoline / ethanol blends typically return similar fuel economy to straight gasoline, because of its lower energy density (gasoline ~ 31.8MJ/l and ethanol ~ 21.1MJ/l) the volume based fuel economy of gasoline / ethanol blends are typically considerably worse. This project was able to define an initial engine specification envelope, develop specific hardware for the application, and test that hardware in both single and multi-cylinder test engines to verify the ability of the specified powertrain to deliver reduced E85 fuel consumption. Finally, the results from the engine testing were used in a vehicle drive cycle analysis tool to define a final vehicle level fuel economy result. During the course of the project, it was identified that the technologies utilized to improve fuel economy on E85 also enabled improved fuel economy when operating on gasoline. However, the E85 fueled powertrain provided improved vehicle performance when compared to the gasoline fueled powertrain due to the improved high load performance of the E85 fuel. Relative to the baseline comparator engine and considering current market fuels, the volumetric fuel consumption penalty when running on E85 with the fully optimized project powertrain specification was reduced significantly. This result shows that alternative fuels can be utilized in high percentages while maintaining or improving vehicle performance and with minimal or positive impact on total cost of ownership to the end consumer. The justification for this project was two-fold. In order to reduce the US dependence on crude oil, much of which is imported, the US Environmental Protection Agency (EPA

  10. Agrofuels capitalism: a view from political economy.

    PubMed

    White, Ben; Dasgupta, Anirban

    2010-01-01

    This article considers the global expansion of agrofuels feedstock production from a political economy perspective. It considers and dismisses the environmental and pro-poor developmental justifications attached to agrofuels. To local populations and direct producers, the specific destination of the crop as fuel, food, cosmetics or other final uses in faraway places is probably of less interest than the forms of (direct or indirect) appropriation of their land and the forms of their insertion or exclusion as producers in global commodity chains. Global demand for both agrofuels and food is stimulating new forms (or the resurgence of old forms) of corporate land grabbing and expropriation, and of incorporation of smallholders in contracted production. Drawing both on recent studies on agrofuels expansion and on the political economy literature on agrarian transition and capitalism in agriculture, this article raises the question whether "agrofuels capitalism" is in any way essentially different from other forms of capitalist agrarian monocrop production, and in turn whether the agrarian transitions involved require new tools of analysis.

  11. Status of hydrogen fuel cell electric buses worldwide

    NASA Astrophysics Data System (ADS)

    Hua, Thanh; Ahluwalia, Rajesh; Eudy, Leslie; Singer, Gregg; Jermer, Boris; Asselin-Miller, Nick; Wessel, Silvia; Patterson, Timothy; Marcinkoski, Jason

    2014-12-01

    This review summarizes the background and recent status of the fuel cell electric bus (FCEB) demonstration projects in North America and Europe. Key performance metrics include accumulated miles, availability, fuel economy, fuel cost, roadcalls, and hydrogen fueling. The state-of-the-art technology used in today's fuel cell bus is highlighted. Existing hydrogen infrastructure for refueling is described. The article also presents the challenges encountered in these projects, the experiences learned, as well as current and future performance targets.

  12. Alkaline fuel cells applications

    NASA Astrophysics Data System (ADS)

    Kordesch, Karl; Hacker, Viktor; Gsellmann, Josef; Cifrain, Martin; Faleschini, Gottfried; Enzinger, Peter; Fankhauser, Robert; Ortner, Markus; Muhr, Michael; Aronson, Robert R.

    On the world-wide automobile market technical developments are increasingly determined by the dramatic restriction on emissions as well as the regimentation of fuel consumption by legislation. Therefore there is an increasing chance of a completely new technology breakthrough if it offers new opportunities, meeting the requirements of resource preservation and emission restrictions. Fuel cell technology offers the possibility to excel in today's motive power techniques in terms of environmental compatibility, consumer's profit, costs of maintenance and efficiency. The key question is economy. This will be decided by the costs of fuel cell systems if they are to be used as power generators for future electric vehicles. The alkaline hydrogen-air fuel cell system with circulating KOH electrolyte and low-cost catalysed carbon electrodes could be a promising alternative. Based on the experiences of Kordesch [K. Kordesch, Brennstoffbatterien, Springer, Wien, 1984, ISBN 3-387-81819-7; K. Kordesch, City car with H 2-air fuel cell and lead-battery, SAE Paper No. 719015, 6th IECEC, 1971], who operated a city car hybrid vehicle on public roads for 3 years in the early 1970s, improved air electrodes plus new variations of the bipolar stack assembly developed in Graz are investigated. Primary fuel choice will be a major issue until such time as cost-effective, on-board hydrogen storage is developed. Ammonia is an interesting option. The whole system, ammonia dissociator plus alkaline fuel cell (AFC), is characterised by a simple design and high efficiency.

  13. Fossil fuels -- future fuels

    SciTech Connect

    1998-03-01

    Fossil fuels -- coal, oil, and natural gas -- built America`s historic economic strength. Today, coal supplies more than 55% of the electricity, oil more than 97% of the transportation needs, and natural gas 24% of the primary energy used in the US. Even taking into account increased use of renewable fuels and vastly improved powerplant efficiencies, 90% of national energy needs will still be met by fossil fuels in 2020. If advanced technologies that boost efficiency and environmental performance can be successfully developed and deployed, the US can continue to depend upon its rich resources of fossil fuels.

  14. FY 2012 Progress Report for Fuel & Lubricant Technologies

    SciTech Connect

    Stork, Kevin

    2013-06-28

    Annual progress report of the Fuel & Lubricant Technologies subprogram supporting fuels and lubricants research and development (R&D) to provide vehicle users with cost-competitive options that enable high fuel economy with low emissions, and contribute to petroleum displacement.

  15. 75 FR 15893 - Tire Fuel Efficiency Consumer Information Program

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-03-30

    ... Gas Emission Standards and Corporate Average Fuel Economy Standards, 74 FR 49454 (Sept. 28, 2009... Program, 74 FR 29542 (June 22, 2009); Docket No. NHTSA-2009-0121-0014 (hereinafter ``Tire Fuel Efficiency... Transportation National Highway Traffic Safety Administration 49 CFR Part 575 Tire Fuel Efficiency...

  16. Opportunity fuels

    SciTech Connect

    Lutwen, R.C.

    1994-12-31

    Opportunity fuels - fuels that can be converted to other forms of energy at lower cost than standard fossil fuels - are discussed in outline form. The type and source of fuels, types of fuels, combustability, methods of combustion, refinery wastes, petroleum coke, garbage fuels, wood wastes, tires, and economics are discussed.

  17. Safety Training for the Hydrogen Economy

    SciTech Connect

    Fassbender, Linda L.; Kinzey, Bruce R.; Akers, Bret M.

    2006-04-11

    PNNL and the Volpentest Hazardous Materials Management and Emergency Response (HAMMER) Training and Education Center are helping to prepare emergency responders and permitting/code enforcement officials for their respective roles in the future Hydrogen Economy. Safety will be a critical component of the anticipated hydrogen transition. Public confidence goes hand in hand with perceived safety to such an extent that, without it, the envisioned transition is unlikely to occur. Stakeholders and the public must be reassured that hydrogen, although very different from gasoline and other conventional fuels, is no more dangerous. Ensuring safety in the hydrogen infrastructure will require a suitably trained emergency response force for containing the inevitable incidents as they occur, coupled with knowledgeable code officials to ensure that such incidents are kept to a minimum. PNNL and HAMMER are, therefore, designing a hydrogen safety training program, funded by DOE's Hydrogen, Fuel Cells, and Infrastructure Technologies Program, and modeled after the Occupational Safety and Health Administration’s multi-tiered approach to hazardous materials training. Capabilities under development at HAMMER include classroom and long-distance (i.e., satellite and internet broadcast) learning, as well as life-size, hands-on hydrogen burn props for “training as real as it gets.” This paper presents insights gained from the early emergency response hydrogen safety training courses held in 2005 and current plans for design and construction of a number of hydrogen burn props.

  18. The symbolic economy of drugs.

    PubMed

    Lentacker, Antoine

    2016-02-01

    This essay reviews four recent studies representing a new direction in the history of pharmaceuticals and pharmaceutical science. To this end, it introduces the notion of a symbolic economy of drugs, defined as the production, circulation, and reception of signs that convey information about drugs and establish trust in them. Each of the studies under review focuses on one key signifier in this symbolic economy, namely the brand, the patent, the clinical trial, and the drug itself. Drawing on Pierre Bourdieu's theory of the economy of symbolic goods, I conceptualize these signifiers as symbolic assets, that is, as instruments of communication and credit, delivering knowledge, carrying value, and producing authority. The notion of a symbolic economy is offered with a threefold intention. First, I introduce it in order to highlight the implications of historical and anthropological work for a broader theory of the economy of drugs, thus suggesting a language for interdisciplinary conversations in the study of pharmaceuticals. Second, I deploy it in an attempt to emphasize the contributions of the recent scholarship on drugs to a critical understanding of our own contemporary ways of organizing access to drugs and information about drugs. Finally, I suggest ways in which it might be of use to scholars of other commodities and technologies.

  19. The symbolic economy of drugs.

    PubMed

    Lentacker, Antoine

    2016-02-01

    This essay reviews four recent studies representing a new direction in the history of pharmaceuticals and pharmaceutical science. To this end, it introduces the notion of a symbolic economy of drugs, defined as the production, circulation, and reception of signs that convey information about drugs and establish trust in them. Each of the studies under review focuses on one key signifier in this symbolic economy, namely the brand, the patent, the clinical trial, and the drug itself. Drawing on Pierre Bourdieu's theory of the economy of symbolic goods, I conceptualize these signifiers as symbolic assets, that is, as instruments of communication and credit, delivering knowledge, carrying value, and producing authority. The notion of a symbolic economy is offered with a threefold intention. First, I introduce it in order to highlight the implications of historical and anthropological work for a broader theory of the economy of drugs, thus suggesting a language for interdisciplinary conversations in the study of pharmaceuticals. Second, I deploy it in an attempt to emphasize the contributions of the recent scholarship on drugs to a critical understanding of our own contemporary ways of organizing access to drugs and information about drugs. Finally, I suggest ways in which it might be of use to scholars of other commodities and technologies. PMID:26983175

  20. Motor Fuel Excise Taxes

    SciTech Connect

    2015-09-01

    A new report from the National Renewable Energy Laboratory (NREL) explores the role of alternative fuels and energy efficient vehicles in motor fuel taxes. Throughout the United States, it is common practice for federal, state, and local governments to tax motor fuels on a per gallon basis to fund construction and maintenance of our transportation infrastructure. In recent years, however, expenses have outpaced revenues creating substantial funding shortfalls that have required supplemental funding sources. While rising infrastructure costs and the decreasing purchasing power of the gas tax are significant factors contributing to the shortfall, the increased use of alternative fuels and more stringent fuel economy standards are also exacerbating revenue shortfalls. The current dynamic places vehicle efficiency and petroleum use reduction polices at direct odds with policies promoting robust transportation infrastructure. Understanding the energy, transportation, and environmental tradeoffs of motor fuel tax policies can be complicated, but recent experiences at the state level are helping policymakers align their energy and environmental priorities with highway funding requirements.

  1. Overjustification effects in token economies.

    PubMed Central

    Fisher, E B

    1979-01-01

    This study tested the relevance to clinical token economies of the overjustification hypothesis that tangible reward interferes with intrinsic interest in target behaviors and causes such behaviors to be less probable following a period of reinforcement than preceding such a period. The study was carried out in an ongoing token economy for chronic psychiatric patients. Alternated over an 8-week period were weeks of token and no-token reward for one of the program's target behaviors, toothbrushing. Two different amounts of token reward were employed in order to examine whether reward magnitude might influence the presence or extent of overjustification effects. Little evidence was found for the presence of overjustification effects in token economies. However, maintenance of toothbrushing was greater in no-token weeks following weeks of low amounts of token reward than in no-token weeks following weeks of higher amounts of reward. The importance of such complex functional relationships is discussed. PMID:511808

  2. Checklist for transition to new highway fuel(s).

    SciTech Connect

    Risch, C.; Santini, D.J.

    2011-12-15

    Transportation is vital to the U.S. economy and society. As such, U.S. Presidents have repeatedly stated that the nation needs to reduce dependence on petroleum, especially for the highway transportation sector. Throughout history, highway transportation fuel transitions have been completed successfully both in United States and abroad. Other attempts have failed, as described in Appendix A: Historical Highway Fuel Transitions. Planning for a transition is critical because the changes can affect our nation's ability to compete in the world market. A transition will take many years to complete. While it is tempting to make quick decisions about the new fuel(s) of choice, it is preferable and necessary to analyze all the pertinent criteria to ensure that correct decisions are made. Doing so will reduce the number of changes in highway fuel(s). Obviously, changes may become necessary because of occurrences such as significant technology breakthroughs or major world events. With any and all of the possible transitions to new fuel(s), the total replacement of gasoline and diesel fuels is not expected. These conventional fuels are envisioned to coexist with the new fuel(s) for decades, while the revised fuel and vehicle infrastructures are implemented. The transition process must analyze the needs of the primary 'players,' which consist of the customers, the government, the fuel industry, and the automotive industry. To maximize the probability of future successes, the prime considerations of these groups must be addressed. Section 2 presents a succinct outline of the Checklist. Section 3 provides a brief discussion about the groupings on the Checklist.

  3. The Development of Fuel Cell Technology for NASA's Human Spaceflight Program

    NASA Technical Reports Server (NTRS)

    Scott, John H.

    2007-01-01

    My task this morning is to review the history and current direction of fuel cell technology development for NASA's human spaceflight program and to compare it to the directions being taken in that field for The Hydrogen Economy. The concept of "The Hydrogen Economy" involves many applications for fuel cells, but for today's discussion, I'll focus on automobiles.

  4. The Sustainable Hydrogen Economy: Addressing the Challenges Ahead

    NASA Astrophysics Data System (ADS)

    Turner, John A.

    2006-10-01

    It is rapidly becoming apparent that energy is one of the most important issues facing our world today; in fact, in today's society energy is as important as food and water. Humankind finds itself faced the challenge of how to continue to power society, particularly in the face of the rapidly growing economies of emerging nations like India and China, and yet answer questions of sustainability, energy security, geopolitics and global environment. One of the major issues facing America and most other countries in the world is how to supply a transportation fuel, an energy carrier to replace gasoline. Hydrogen as an energy carrier, primarily derived from water, can address issues of sustainability, environmental emissions and energy security. The ``Hydrogen Economy'' then is the production of hydrogen, its distribution and utilization as an energy carrier. While the vision of a hydrogen economy has been around for over 130 years, the most recent push to use hydrogen as an energy carrier came as part of a US Presidential Initiative, announced in the 2003 State of the Union Address. It is important that we consider hydrogen in tandem with other technologies as an alternative to the once-abundant hydrocarbon resources on which our society depends. This talk will introduce sustainable energy systems, including fuel cell technology and discuss the vision, the barriers and possible pathways for the production and implementation of hydrogen into the energy infrastructure.

  5. Alcohol fuels in Illinois: prospects and implications

    SciTech Connect

    Rao, V.; Walzer, N.

    1981-10-01

    Because of the importance of corn to the Illinois economy, the use of corn in the production of fuel alcohol offered major economic benefits for the state. One of the advantages to Illinois resulting from the use of corn to produce ethanol was increased employment. Expansion of the alcohol fuels industry meant greater employment in the alcohol industry directly as well as increased employment in the industries indirectly involved in alcohol production. Finally, the increased income generated by the greater employment would create additional jobs throughout the economy. The increased employment which could result from an expansion of the alcohol fuels industry was estimated. The employment is estimated by first estimating the demand for gasoline and gasoline-alcohols fuels based on population and income trends. After the demand for gasoline-alcohol fuels has been estimated, the direct, indirect, and induced employment resulting from various market shares are determined.

  6. Environmental Technology Verification Report: Taconic Energy, Inc. TEA Fuel Additive

    EPA Science Inventory

    The Greenhouse Gas Technology Center (GHG Center) is one of six verification organizations operating under EPA’s ETV program. One sector of significant interest to GHG Center stakeholders is transportation - particularly technologies that result in fuel economy improvements. Taco...

  7. Commercializing fuel cells: managing risks

    NASA Astrophysics Data System (ADS)

    Bos, Peter B.

    Commercialization of fuel cells, like any other product, entails both financial and technical risks. Most of the fuel cell literature has focussed upon technical risks, however, the most significant risks during commercialization may well be associated with the financial funding requirements of this process. Successful commercialization requires an integrated management of these risks. Like any developing technology, fuel cells face the typical 'Catch-22' of commercialization: "to enter the market, the production costs must come down, however, to lower these costs, the cumulative production must be greatly increased, i.e. significant market penetration must occur". Unless explicit steps are taken to address this dilemma, fuel cell commercialization will remain slow and require large subsidies for market entry. To successfully address this commercialization dilemma, it is necessary to follow a market-driven commercialization strategy that identifies high-value entry markets while minimizing the financial and technical risks of market entry. The financial and technical risks of fuel cell commercialization are minimized, both for vendors and end-users, with the initial market entry of small-scale systems into high-value stationary applications. Small-scale systems, in the order of 1-40 kW, benefit from economies of production — as opposed to economies to scale — to attain rapid cost reductions from production learning and continuous technological innovation. These capital costs reductions will accelerate their commercialization through market pull as the fuel cell systems become progressively more viable, starting with various high-value stationary and, eventually, for high-volume mobile applications. To facilitate market penetration via market pull, fuel cell systems must meet market-derived economic and technical specifications and be compatible with existing market and fuels infrastructures. Compatibility with the fuels infrastructure is facilitated by a

  8. Murphy's Moral Economy of Labor.

    ERIC Educational Resources Information Center

    Masters, Roger D.

    1996-01-01

    Praises and summarizes James Bernard Murphy's "The Moral Economy of Labor: Aristotelian Themes in Economic Theory." Linking economic theories from Adam Smith to Karl Marx, Murphy criticizes traditional economic and social thinking regarding the division of labor. He proposes an integration of conceptualization and execution to humanize labor. (MJP)

  9. The Political Economy of Education.

    ERIC Educational Resources Information Center

    Carnoy, Martin

    1985-01-01

    The political economy of education treats education as a factor shaped by the power relations between different economic, political, and social groups. Specific topics discussed include the economic value of education, education as an allocator of economic roles, education and social class, education and income distribution, and education and…

  10. Enterprise Skills for the Economy

    ERIC Educational Resources Information Center

    Galloway, Laura; Anderson, Maggie; Brown, Wendy; Wilson, Laura

    2005-01-01

    Purpose ? In response to the emergence of an enterprise economy, government claims that building an enterprise culture is vital. Correspondingly, provision of entrepreneurship education in higher education has expanded. The paper aims to assess the potential of entrepreneurship education to develop skills, and of whether students perceive them as…

  11. Adventures in the Alaska Economy.

    ERIC Educational Resources Information Center

    Jackstadt, Steve; Huskey, Lee

    This publication was developed to increase students' understanding of basic economic concepts and the historical development of Alaska's economy. Comics depict major historical events as they occurred, but specific characters are fictionalized. Each of nine episodes is accompanied by several pages of explanatory text, which enlarges on the episode…

  12. Real-time measurement of engine oil economy

    SciTech Connect

    Butler, J.W.; Korniski, T.; Calvin, A.D.; Jary, E.H.

    1987-01-01

    A coulometric SO/sub 2/ monitor has been developed to measure SO/sub 2/ generated from combustion of S in oil to determine engine oil consumption. Sulfur-free fuel is used to eliminate background levels of SO/sub 2/. Addition of an SO/sub 2/ standard gas to the engine during test insures accurate normalization of sampling system flows and quantitative measurement of engine oil economy. Precision of the SO/sub 2/ microcoulometer technique was better than +-8%. The SO/sub 2/ microcoulometer is used during steady state engine operation, and may be used in determining oil consumption from individual cylinders. Existence of engine oil consumption via an aerosol mechanism is investigated and measured. Effects of engine operating temperature and positive crankcase ventilation (PCV) on engine oil economy are given.

  13. Fuel pin

    DOEpatents

    Christiansen, D.W.; Karnesky, R.A.; Leggett, R.D.; Baker, R.B.

    1987-11-24

    A fuel pin for a liquid metal nuclear reactor is provided. The fuel pin includes a generally cylindrical cladding member with metallic fuel material disposed therein. At least a portion of the fuel material extends radially outwardly to the inner diameter of the cladding member to promote efficient transfer of heat to the reactor coolant system. The fuel material defines at least one void space therein to facilitate swelling of the fuel material during fission.

  14. Hydrogen as a fuel for fuel cell vehicles: A technical and economic comparison

    SciTech Connect

    Ogden, J.; Steinbugler, M.; Kreutz, T.

    1997-12-31

    All fuel cells currently being developed for near term use in vehicles require hydrogen as a fuel. Hydrogen can be stored directly or produced onboard the vehicle by reforming methanol, ethanol or hydrocarbon fuels derived from crude oil (e.g., Diesel, gasoline or middle distillates). The vehicle design is simpler with direct hydrogen storage, but requires developing a more complex refueling infrastructure. In this paper, the authors compare three leading options for fuel storage onboard fuel cell vehicles: compressed gas hydrogen storage; onboard steam reforming of methanol; onboard partial oxidation (POX) of hydrocarbon fuels derived from crude oil. Equilibrium, kinetic and heat integrated system (ASPEN) models have been developed to estimate the performance of onboard steam reforming and POX fuel processors. These results have been incorporated into a fuel cell vehicle model, allowing us to compare the vehicle performance, fuel economy, weight, and cost for various fuel storage choices and driving cycles. A range of technical and economic parameters were considered. The infrastructure requirements are also compared for gaseous hydrogen, methanol and hydrocarbon fuels from crude oil, including the added costs of fuel production, storage, distribution and refueling stations. Considering both vehicle and infrastructure issues, the authors compare hydrogen to other fuel cell vehicle fuels. Technical and economic goals for fuel cell vehicle and hydrogen technologies are discussed. Potential roles for hydrogen in the commercialization of fuel cell vehicles are sketched.

  15. Digital Economy and Management in Spain.

    ERIC Educational Resources Information Center

    del Aguila, Ana R.; Padilla, Antonio; Serarols, Christian; Veciana, Jose M.

    2003-01-01

    Explains the digital economy and its impact on the firm. Highlights include subsectors of the digital economy, including infrastructure; analysis of the digital economy in Spain; analysis of the ICT (information and communication technology) sector in Spain; and electronic commerce through the Internet. (LRW)

  16. Serving Business in an Information Economy.

    ERIC Educational Resources Information Center

    The Bookmark, 1988

    1988-01-01

    The 23 articles in this theme issue focus on various aspects of library services to business in an information economy: "Serving Business in an Information Economy" (C. Bain); "New York's Resurging Economy and State Economic Development Information" (R. G. Paolino); "Department of Economic Development Library: Services to Business" (B. S.…

  17. Teaching Economics in the Mini-Economy.

    ERIC Educational Resources Information Center

    Indiana State Dept. of Education, Indianapolis.

    This booklet produced by the State of Indiana introduces elementary teachers to economic concepts appropriate to the elementary curriculum and explains how to use mini-economy activities to teach these concepts. Chapter 1 describes how the mini-economy works, while chapter 2 introduces basic economic vocabulary and discusses market economy. Ideas…

  18. [Immigration in the world economy].

    PubMed

    Sassen, S

    1995-01-01

    "Immigration is at least partly an outcome of the actions of the governments and major private economic actors of the developed countries. The case of Japan is of interest here because it allows us to capture the intersection of economic internationalization and immigration in its inception.... This paper argues that [Japan's] new immigration is part of the globalisation of [its] economy. Japan is a major presence in a regional Asian economic system where it is the leading investor, foreign aid donor, and exporter of consumer goods (including cultural products). The new immigration to Japan is not unrelated to these processes of internationalization. Internationalization provides a context within which bridges are built with the countries of origin of potential emigrants and internationalization contributes to make the Japanese economy more porous, particularly so in the case of large cities." (EXCERPT)

  19. Economy-oriented vehicle adaptive cruise control with coordinating multiple objectives function

    NASA Astrophysics Data System (ADS)

    Eben Li, Shengbo; Li, Keqiang; Wang, Jianqiang

    2013-01-01

    A recent design issue of adaptive cruise control systems is how to reduce fuel consumption when following a preceding vehicle. High fuel economy is achievable through reducing acceleration level, however, it is also significantly restrained by two other functional demands, track capability and driver desired response. In the framework of multi-objective coordination, this paper develops and experimentally validates an economy-oriented headway control algorithm for a passenger car with internal combustion engine. The control algorithm is synthesised in a hierarchical structure. The upper controller, undertaking a major coordinating task, is designed based on the model predictive control theory. Fuel economy, tracking capability, and the driver desired response are formulated as its cost function and constraints in a finite prediction horizon. As further analysis indicated, such a design inevitably results in infeasible control inputs in some extreme cases, e.g. urgent situations involving rapid acceleration/deceleration. A constraint softening method is adopted to enlarge the feasible region in the cost of somewhat sacrificing the optimality of the original cost function. Finally, a prototyping controller is developed based on xPC toolbox and equipped in a passenger car. The followed field tests show that, compared to a linear quadratic controller, such an algorithm improves both fuel economy and tracking capability while also being more responsive to driver car-following behaviours.

  20. Modernizing Unemployment Insurance for the New Economy and the New Social Policy. Policy Report.

    ERIC Educational Resources Information Center

    Atkinson, Robert D.

    The recession has fueled calls in Congress to extend and expand unemployment insurance (UI) benefits. Although UI expansion is needed in the short run, the program is also in need of more fundamental and permanent reform to transform it from an industrial era program to one that is better suited for the New Economy. Policymakers must take the…

  1. Political economy of population growth.

    PubMed

    Mehta, S; Mehta, H S

    1987-01-01

    Tracing the origin of political economy as a class-science, this paper focuses on the political economy of population growth. Exposing the limitations of Malthusian ideas and their invalidity even for the capitalist economies, it discusses the subsequent revival of the Malthusian model during the period of de-colonization and the misinterpretation of the relationship between population growth and development in the developing and developed countries. Taking India, China, and Japan as some case studies, the paper examines the relationship between birth rate levels and some correlates. It elaborates on the Indian experience, emphasizing the association of population growth with poverty and unemployment and lays bare some of the hidden causes of these phenomena. The authors examine some interstate variations in India and identify constraints and prospects of the existing population policy. The paper proposes outlines of a democratic population policy as an integral part of India's development strategy which should recognize human beings not simply as consumers but also as producers of material values. It pleads for 1) restructuring of property relations; 2) bringing down the mortality rates and raising of the literacy levels, especially among females; and 3) improving nutritional levels, as prerequisites for bringing down birth rates.

  2. Advanced materials and the economy

    SciTech Connect

    Clark, J.P.; Flemings, M.C.

    1986-10-01

    Advances in materials science and engineering have impact quickly throughout the economy. On the average, every person in the US requires the securing and processing of some 20,000 pounds of nonrenewable, nonfuel mineral resources each year. Industries engaged in the direct production of primary materials employ approximately 1.5 million wage and salaried personnel, or about 1.5% of the labor force. On each person employed in the primary materials industries depend the jobs of from two to three workers in other sectors. The value of shipments of advanced materials is about $70 billion, or approximately 14% of total materials shipments. The production of such materials occupies about 10% of the total labor force of the materials industries. As in the case of employment, the indirect effect of the presence of these materials on the rest of the economy is highly significant. The reason is that advanced materials are not an end product; they are assembled into components critical to the successful performance and operation of such large, complex systems as aircraft and aerospace vehicles, electronic devices and automobiles. Advanced materials are essential to the future growth of these and other industries. In fact, progress in materials science sets ultimate limits on the rate at which key sectors of the economy can grown.

  3. VEEP: A Vehicle Economy, Emissions, and Performance simulation program

    NASA Technical Reports Server (NTRS)

    Klose, G. J.

    1978-01-01

    The purpose of the VEEP simulation program was to: (1) predict vehicle fuel economy and relative emissions over any specified driving cycle; (2) calculate various measures of vehicle performance (acceleration, passing manuevers, gradeability, top speed), and (3) give information on the various categories of energy dissipation (rolling friction, aerodynamics, accessories, inertial effects, component inefficiences, etc.). The vehicle is described based on detailed subsystem information and numerical parameters characterizing the components of a wide variety of self-propelled vehicles. Conventionally arranged heat engine powered automobiles were emphasized, but with consideration in the design toward the requirement of other types of vehicles.

  4. The Political economy of world energy

    SciTech Connect

    Clark, J.G.

    1990-01-01

    The continuous growth in global energy consumption has created international concern about the linkage between energy and socioeconomic development. Provoked by awareness of the potential effects of long-term growth in energy use on fuel availability, economics, geopolitics, and environmental quality, considerable scholarly attention has focused on assessing historical patterns as well as generating plausible estimates of alternative energy futures. While conservation projections to the middle of the next century suggest the existing developed countries will then be using about one-half of the world's energy with the US share declining to roughly one-sixth of the world's total, overall consumption is likely to increase due to population growth as well as economic modernization among the current set of developing countries. Not surprisingly, scenarios such as this raise the question of the social, political, and economic implications of varying energy supply systems. This book seeks to provide answers to that question by presenting a broad, historical analysis of the role played by changing energy management systems in the international political economy of this century. In the study, the author primarily concentrates on attempting to identify institutional factors and salient events shaping the politics and economics of global energy supply and utilization patterns from approximately 1900 to 1980. While the primary emphasis is on the Western industrialized countries and the less-developed countries (LDCs) which are energy-producing states, some attention also is devoted to the Soviet Union, Eastern Europe, and the energy-importing LDCs.

  5. Population and the Colombian economy.

    PubMed

    Sanders, T G

    1983-01-01

    Colombia is the only one of the 6 most populous Latin American countries that is currently free of major economic crisis requiring an agreement with the International Monetary Fund. The difference in the economic performances of these countries is relative, since the rate of growth in the Colombian economy was only 1.5% in 1982. Yet, Colombia seems to have weathered the international recession better than most. The crisis atmosphere in the rest of Latin America, triggered by overall economic decline, high rates of inflation, and an indebtedness that soaks up much of export earnings to service it, is lacking in Colombia or present in lesser degree. If Colombia can strengthen its political performance and tighten national unity, it could move through the 1980s with considerable confidence and success in economic development. Colombia differs little from other major Latin American countries with regard to traditionalism and modernization. Most Colombians are secularized. Colombia is far ahead of most comparable Latin American countries in fertility control. The lower rate of population increase defines the extent to which the economy must provide education, health, food, and jobs. 2 other factors are essential for understanding the current situation in Colombia and its prospects for the 1980s. Government policy in the 1970s opted for an austerity program while the other countries were growing rapidly, in large part through borrowed resources. A 2nd factor is the prospect of attaining autonomy in energy production. These special characteristics--population, public policy, and energy--are discussed. Since the mid 1960s Colombia has functioned with 3 family planning programs. Their existence makes contraception easily available to the population generally. In 1960 Colombia had a higher total fertility rate (TFR) 7.0, than either Venezuela (6.6) or Brazil (5.3), but by 1976 its TFR was down to 4.1, while Venezuela's (4.8) and Brazil's (4.3) were now higher. On balance

  6. Population and the Colombian economy.

    PubMed

    Sanders, T G

    1983-01-01

    Colombia is the only one of the 6 most populous Latin American countries that is currently free of major economic crisis requiring an agreement with the International Monetary Fund. The difference in the economic performances of these countries is relative, since the rate of growth in the Colombian economy was only 1.5% in 1982. Yet, Colombia seems to have weathered the international recession better than most. The crisis atmosphere in the rest of Latin America, triggered by overall economic decline, high rates of inflation, and an indebtedness that soaks up much of export earnings to service it, is lacking in Colombia or present in lesser degree. If Colombia can strengthen its political performance and tighten national unity, it could move through the 1980s with considerable confidence and success in economic development. Colombia differs little from other major Latin American countries with regard to traditionalism and modernization. Most Colombians are secularized. Colombia is far ahead of most comparable Latin American countries in fertility control. The lower rate of population increase defines the extent to which the economy must provide education, health, food, and jobs. 2 other factors are essential for understanding the current situation in Colombia and its prospects for the 1980s. Government policy in the 1970s opted for an austerity program while the other countries were growing rapidly, in large part through borrowed resources. A 2nd factor is the prospect of attaining autonomy in energy production. These special characteristics--population, public policy, and energy--are discussed. Since the mid 1960s Colombia has functioned with 3 family planning programs. Their existence makes contraception easily available to the population generally. In 1960 Colombia had a higher total fertility rate (TFR) 7.0, than either Venezuela (6.6) or Brazil (5.3), but by 1976 its TFR was down to 4.1, while Venezuela's (4.8) and Brazil's (4.3) were now higher. On balance

  7. The closed fuel cycle

    SciTech Connect

    Froment, Antoine; Gillet, Philippe

    2007-07-01

    Available in abstract form only. Full text of publication follows: The fast growth of the world's economy coupled with the need for optimizing use of natural resources, for energy security and for climate change mitigation make energy supply one of the 21. century most daring challenges. The high reliability and efficiency of nuclear energy, its competitiveness in an energy market undergoing a new oil shock are as many factors in favor of the 'renaissance' of this greenhouse gas free energy. Over 160,000 tHM of LWR1 and AGR2 Used Nuclear Fuel (UNF) have already been unloaded from the reactor cores corresponding to 7,000 tons discharged per year worldwide. By 2030, this amount could exceed 400,000 tHM and annual unloading 14,000 tHM/year. AREVA believes that closing the nuclear fuel cycle through the treatment and recycling of Used Nuclear Fuel sustains the worldwide nuclear power expansion. It is an economically sound and environmentally responsible choice, based on the preservation of natural resources through the recycling of used fuel. It furthermore provides a safe and secure management of wastes while significantly minimizing the burden left to future generations. (authors)

  8. 77 FR 64051 - 2017 and Later Model Year Light-Duty Vehicle Greenhouse Gas Emissions and Corporate Average Fuel...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-10-18

    ... which was published in the Federal Register of Monday, October 15, 2012 (77 FR 62624). The final rule established fuel economy standards for light-duty vehicles under the Energy Policy and Conservation Act (EPCA... Model Year Light-Duty Vehicle Greenhouse Gas Emissions and Corporate Average Fuel Economy...

  9. Bolivia's economy--an update.

    PubMed

    Weisbrot, Mark; Sandoval, Luis

    2008-01-01

    This report looks at Bolivia's main economic indicators over the past year (mid-2006 to mid-2007), noting improvements in growth, fiscal balances, balance of payments, and international reserves. These improvements were largely due to government policies and choices, such as increased hydrocarbons royalties and control over the hydrocarbons sector, and have allowed the government to embark on a number of programs targeting the poor and landless. The report also notes that Bolivia faces many challenges: expansion of land reform, more rapid growth and poverty reduction, the reduction of regional and demographic disparities, and an accelerated diversification of the economy away from hydrocarbons and minerals. PMID:18459287

  10. Supergroups and economies of scale.

    PubMed

    Schlossberg, Steven

    2009-02-01

    With the changing environment for medical practice, physician practice models will continue to evolve. These "supergoups'' create economies of scale, but their advantage is not only in the traditional economic sense. Practices with enough size are able to better meet the challenges of medical practice with increasing regulatory demands, explosion of clinical knowledge, quality and information technology initiatives, and an increasingly tight labor market. Smaller practices can adapt some of these strategies selectively. Depending on the topic, smaller practices should think differently about how to approach the challenges of practice.

  11. Opportunity fuels

    SciTech Connect

    Lutwen, R.C.

    1996-12-31

    The paper consists of viewgraphs from a conference presentation. A comparison is made of opportunity fuels, defined as fuels that can be converted to other forms of energy at lower cost than standard fossil fuels. Types of fuels for which some limited technical data is provided include petroleum coke, garbage, wood waste, and tires. Power plant economics and pollution concerns are listed for each fuel, and compared to coal and natural gas power plant costs. A detailed cost breakdown for different plant types is provided for use in base fuel pricing.

  12. NREL - Advanced Vehicles and Fuels Basics - Center for Transportation Technologies and Systems 2010

    SciTech Connect

    2010-01-01

    We can improve the fuel economy of our cars, trucks, and buses by designing them to use the energy in fuels more efficiently. Researchers at the National Renewable Energy Laboratory (NREL) are helping the nation achieve these goals by developing transportation technologies like: advanced vehicle systems and components; alternative fuels; as well as fuel cells, hybrid electric, and plug-in hybrid vehicles. For a text version of this video visit http://www.nrel.gov/learning/advanced_vehicles_fuels.html

  13. NREL - Advanced Vehicles and Fuels Basics - Center for Transportation Technologies and Systems 2010

    ScienceCinema

    None

    2016-07-12

    We can improve the fuel economy of our cars, trucks, and buses by designing them to use the energy in fuels more efficiently. Researchers at the National Renewable Energy Laboratory (NREL) are helping the nation achieve these goals by developing transportation technologies like: advanced vehicle systems and components; alternative fuels; as well as fuel cells, hybrid electric, and plug-in hybrid vehicles. For a text version of this video visit http://www.nrel.gov/learning/advanced_vehicles_fuels.html

  14. Corrections for variations in test-fuel properties. Technical report

    SciTech Connect

    Thompson, G.D.

    1984-09-01

    General Motors Corporation has recently asserted that the test fuel used at the Environmental Protection Agency (EPA) Motor Vehicle Emissions Lab. (MVEL) has varied in energy density and carbon content since 1975. General Motors has subsequently requested that a Corporate Average Fuel Economy (CAFE) correction be granted to account for these variations in fuel properties. General Motors has submitted data demonstrating that the test fuel used by GM has varied since 1975. Since EPA and GM obtain fuel from the same sources it is probable that the EPA test fuel has also varied in a similar fashion. If so, this is a change which would systematically affect the measured fuel economy of test vehicles and hence corporate average fuel economies (CAFE). This change is similar to previous test procedure changes for which CAFE corrections have been proposed. This report develops a simple correction based on the energy content per unit carbon of the fuel. The correction proposed by GM is also discussed, as is the problem of limited available data on the test fuels.

  15. Health Information Economy: Literature Review

    PubMed Central

    Ebrahimi, Kamal; Roudbari, Masoud; Sadoughi, Farahnaz

    2015-01-01

    Introduction: Health Information Economy (HIE) is one of the broader, more complex, and challenging and yet important topics in the field of health science that requires the identification of its dimensions for planning and policy making. The aim of this study was to determine HIE concept dimensions. Methods: This paper presents a systematic methodology for analyzing the trends of HIE. For this purpose, the main keywords of this area were identified and searched in the databases and from among 4775 retrieved sources, 12 sources were studied in the field of HIE. Results: Information Economy (IE) in the world has passed behind four paradigms that involve the information evaluation perspective, the information technology perspective, the asymmetric information perspective and information value perspective. In this research, the fourth perspective in the HIE was analyzed. The main findings of this research were categorized in three major groups, including the flow of information process in the field of health (production. collection, processing and dissemination), and information applications in the same field (education, research, health industry, policy, legislation, and decision-making) and the underlying fields. Conclusion: According to the findings, HIE has already developed a theoretical and conceptual gap that due to its importance in the next decade would be one of the research approaches to health science. PMID:26153182

  16. Coal and Biomass to Liquid Fuels

    EPA Science Inventory

    For Frank Princiotta’s book, Global Climate Change—The Technology Challenge Demand for liquid transportation fuels has been increasing by over 2%/yr over the last two decades and is accelerating in the emerging economies which are moving to automobile ownership. Almost all liq...

  17. Evolving an acceptable nuclear power fuel cycle

    SciTech Connect

    Steinberg, M.

    1986-10-01

    The following issues are examined: long-term safe nuclear power plant operation; acceptable nuclear waste management and, mainly, high-level waste management; and provision for long-term fissile fuel supply in a long-term nuclear fission economy. (LM)

  18. Electric and Gasoline Vehicle Fuel Efficiency Analysis

    1995-05-24

    EAGLES1.1 is PC-based interactive software for analyzing performance (e.g., maximum range) of electric vehicles (EVs) or fuel economy (e.g., miles/gallon) of gasoline vehicles (GVs). The EV model provides a second by second simulation of battery voltage and current for any specified vehicle velocity/time or power/time profile. It takes into account the effects of battery depth-of-discharge (DOD) and regenerative braking. The GV fuel economy model which relates fuel economy, vehicle parameters, and driving cycle characteristics, canmore » be used to investigate the effects of changes in vehicle parameters and driving patterns on fuel economy. For both types of vehicles, effects of heating/cooling loads on vehicle performance can be studied. Alternatively, the software can be used to determine the size of battery needed to satisfy given vehicle mission requirements (e.g., maximum range and driving patterns). Options are available to estimate the time necessary for a vehicle to reach a certain speed with the application of a specified constant power and to compute the fraction of time and/or distance in a drivng cycle for speeds exceeding a given value.« less

  19. Bioprospecting--fuels from fungi.

    PubMed

    Strobel, Gary Allan

    2015-05-01

    The world has a continuing demand and utility for liquid fuels to power its societies. The utilization of crude oil based fuels is leading to a dramatic increase in the CO2 content of the atmosphere which is being related to a dangerously warming earth. Having liquid fuels that are derived from biological sources is one solution to this growing problem since the carbon being utilized is only from recycled sources. Presently, the microbes, having the greatest impact on the world's economies, producing liquid fuel are various yeasts producing ethanol. Other microbial sources need to be sought since ethanol is not the most desirable fuel and yeasts require simple sugars to carry out the fermentation processes. Recently, several endophytic fungi have been described that make hydrocarbons with fuel potential (Mycodiesel). Among others the compounds found in the volatile phases of these cultures include alkanes, branched alkanes, cyclohexanes, cyclopentanes, and alkyl alcohols/ketones, benzenes and polyaromatic hydrocarbons. Most importantly, generally these organisms make hydrocarbons while utilizing complex carbohydrates found in all plant-based agricultural wastes. Also discussed in this review is a rationale for finding hydrocarbon producing endophytes as well as examples of other promising hydrocarbon producers-Nodulisporium spp. which make 1,8-cineole and families of other hydrocarbons. Extremely favorable results of engine and fuel testing experiments recently completed on cineole and other products of Nodulisporium sp. are also presented. Finally, there is a brief discussion on the main limiting steps in the domestication of these fungi.

  20. The low-temperature partial-oxidation reforming of fuels for transportation fuel cell systems

    SciTech Connect

    Kumar, R.; Ahmed, S.; Krumpelt, M.

    1996-12-31

    Passenger cars powered by fuel cell propulsion systems with high efficiency offer superior fuel economy, very low to zero pollutant emissions, and the option to operate on alternative and/or renewable fuels. Although the fuel cell operates on hydrogen, a liquid fuel such as methanol or gasoline is more attractive for automotive use because of the convenience in handling and vehicle refueling. Such a liquid fuel must be dynamically converted (reformed) to hydrogen on board the vehicle in real time to meet fluctuating power demands. This paper describes the low-temperature Argonne partial-oxidation reformer (APOR) developed for this application. The APOR is a rapid-start, compact, lightweight, catalytic device that is efficient and dynamically responsive. The reformer is easily controlled by varying the feed rates of the fuel, water, and air to satisfy the rapidly changing system power demands during the vehicle`s driving cycle.