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Assessment of Fuel Economy Technologies for Light-Duty Vehicles (2011)

Chapter: Appendix D: Select Acronyms

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Page 167 Cite
Suggested Citation:"Appendix D: Select Acronyms." National Research Council. 2011. Assessment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press. doi: 10.17226/12924.
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D
Select Acronyms

AWD all-wheel drive

BMEP brake mean effective pressure

BOM bill of materials

BSFC brake specific fuel consumption

CAFE corporate average fuel economy

CDPF catalyzed diesel particulate filter

CI compression ignition

CO2 carbon dioxide

CR compression ratio

CVVL continuously variable valve lift

DCP dual cam phasing

DCT dual-clutch transmission

DI direct injection

DISI direct injection spark ignition

DOC diesel oxidation catalyst

DOHC dual overhead cam

DOT U.S. Department of Transportation

DPF diesel particulate filter

DVVL discrete variable valve lift

E85 85 percent ethanol

EACC electric accessories

ECU engine control unit

EEA Energy and Environmental Analysis, Inc.

EGR exhaust gas recirculation

EPA U.S. Environmental Protection Agency

EU European Union

EVO exhaust valve opening

FAME fatty acid methyl ester

FC fuel consumption

FE fuel economy

FSS full system simulation

FTP Federal Test Procedure

FWD four-wheel drive

GDI gasoline direct injection

GHG greenhouse gas

GM General Motors Company

HC hydrocarbon

HCCI homogeneous-charge compression ignition

HEV hybrid-electric vehicle

HWFET highway fuel economy test schedule (or highway cycle)

I4 inline four-cylinder engine

IC internal combustion

ICP intake-cam phasing

IVC intake-valve closing

LBL low-viscosity lubricants

LDV light-duty vehicle

LEV low-emissions vehicle

LNT lean NOx traps

LP low pressure

LTC low-temperature combustion

LVL low-viscosity lubricant MBT maximum brake torque

MPFI multipoint fuel injection

mpg miles per gallon

MSRP manufacturer’s suggested retail price

NA North American

NESCCAF Northeast States Center for a Clean Air Future

NHTSA National Highway and Traffic Safety Administration

NOx nitrous oxides

NSC NOx storage and reduction catalyst

NRC National Research Council

NVH noise, vibration, and harshness

OBD on-board diagnostics

Page 168 Cite
Suggested Citation:"Appendix D: Select Acronyms." National Research Council. 2011. Assessment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press. doi: 10.17226/12924.
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OEM original equipment manufacturer

OHV overhead valve

PCCI premixed charge compression ignition

PDA partial discrete approximation

PFI port fuel injection

PGM platinum group metal

PHEV plug-in hybrid electric vehicle

PM particulate matter

R&D research and development

RPE retail price equivalent

RWD rear-wheel drive

SAE Society of Automotive Engineers

SCR selective catalytic reduction

SGDI stoichiometric gasoline direct injection

SI spark ignition

SOC state of charge

SOHC single overhead cam

SUV sport utility vehicle

UDDS urban dynamometer driving schedule

ULEV ultralow-emissions vehicle

V6 six cylinder V engine

VEL valve event and lift

VEM valve-event modulation

VGT variable geometry turbochargers

VVL variable valve lift

Page 167 Cite
Suggested Citation:"Appendix D: Select Acronyms." National Research Council. 2011. Assessment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press. doi: 10.17226/12924.
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Page 167
Page 168 Cite
Suggested Citation:"Appendix D: Select Acronyms." National Research Council. 2011. Assessment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press. doi: 10.17226/12924.
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Page 168
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Various combinations of commercially available technologies could greatly reduce fuel consumption in passenger cars, sport-utility vehicles, minivans, and other light-duty vehicles without compromising vehicle performance or safety. Assessment of Technologies for Improving Light Duty Vehicle Fuel Economy estimates the potential fuel savings and costs to consumers of available technology combinations for three types of engines: spark-ignition gasoline, compression-ignition diesel, and hybrid.

According to its estimates, adopting the full combination of improved technologies in medium and large cars and pickup trucks with spark-ignition engines could reduce fuel consumption by 29 percent at an additional cost of $2,200 to the consumer. Replacing spark-ignition engines with diesel engines and components would yield fuel savings of about 37 percent at an added cost of approximately $5,900 per vehicle, and replacing spark-ignition engines with hybrid engines and components would reduce fuel consumption by 43 percent at an increase of $6,000 per vehicle.

The book focuses on fuel consumption—the amount of fuel consumed in a given driving distance—because energy savings are directly related to the amount of fuel used. In contrast, fuel economy measures how far a vehicle will travel with a gallon of fuel. Because fuel consumption data indicate money saved on fuel purchases and reductions in carbon dioxide emissions, the book finds that vehicle stickers should provide consumers with fuel consumption data in addition to fuel economy information.

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