Assessment of Fuel Economy Technologies for Light-Duty Vehicles (2011) / Chapter Skim
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2 Fundamentals of Fuel Consumption
2 Fundamentals of Fuel Consumption
Pages 12-23
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From page 12... ...
The act established the Corporate Average an internal combustion engine and which propel a vehicle Fuel Economy (CAFE) program, which required automobile though a drive train that may be a combination of a mechani manufacturers to increase the average fuel economy of pascal transmission and electrical machines (hybrid propulsion)
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From page 13... ...
In cases The 40-50 mpg fuel saved in driving 10,000 miles would be where the committee has used fuel economy data from the 25 10 1000 20 Gallons/100 miles Fuel Consumption 50% decrease in FC and 15 100% increase in FE Decrease in FC, gallons/100 miles 500 10 5 Gallons saved for 250 5 2.5 10,000 miles 125 1.25 0 0 10 20 30 40 50 60 70 80 90 Fuel Economy, mpg FIGURE 2.1 Relationship between fuel consumption (FC) and fuel economy (FE)
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From page 14... ...
Because of this, the committee recommends that of the air/fuel mixture to achieve ignition. This report uses the fuel economy information sticker on new cars and trucks the generic term compression-ignition engines to refer to should include fuel consumption data in addition to the fuel diesel engines.
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From page 15... ...
Hybrid systems also enable the engine to be downsized tion in both SI and CI engines as well as pumping losses.1 and to operate at more efficient operating points. Although Increasing the number of gear ratios in the transmission also there were hybrid vehicles in production in the 1920s, they enables the engine to operate closer to the maximum engine could not compete with conventional internal combustion brake thermal efficiency.
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From page 16... ...
that might replace characteristics have little effect on the ability of this type gasoline or diesel fuels, it is within the committee charge of engine to operate successfully at high speeds. Therefore, to consider fuels and the properties of fuels as they pertain this type of engine tends to have high power density (e.g., to implementing the fuel economy technologies discussed horsepower per cubic inch or kilowatts per liter)
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From page 17... ...
The unfortunate consequence of the disparity between FUEL ECONOMY TESTING AND REGULATIONS the official CAFE (and proposed greenhouse gas regulation) The regulation of vehicle fuel economy requires a repro- certification tests and how vehicles are driven in use is that ducible test standard.
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From page 18... ...
The 55 percent city and and fuel economy of hybrid-electric vehicles, including 45 percent highway split may not match actual driving. Recent plug-in and battery electric vehicles.
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From page 19... ...
2 M MS Mrw while fuel economy has remained constant (EPA, 2008)
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From page 20... ...
, the fraction of energy required This reduces the power plant energy required to provide to overcome the inertia increases. As expected, for both the ETR necessary for propulsion, thereby reducing fuel driving schedules the normalized tractive energy, ETR /MS, consumption.
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From page 21... ...
Although the US06 cycle described thermal efficiency, and EAccessories is the energy to power the accessories. The term hb,max is repeated in the denominator in Table 2.2 is not yet used for fuel economy certification, it is interesting to note how it affects the energy distribution.
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From page 22... ...
30-mpg range, where large decreases in fuel consumption can be realized with small increases in fuel economy. For Total Tractive Fuel Input Power Train Energy Energy Efficiency (%)
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From page 23... ...
SAE International, Warrendale, Pa. Recommendation 2.2: The NHTSA and the EPA should review and revise fuel economy test procedures so that they better reflect in-use vehicle operating conditions and also better provide the proper incentives to manufacturers to produce vehicles that reduce fuel consumption.
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