Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles (2015) / Chapter Skim
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6 Non-Powertrain Technologies
6 Non-Powertrain Technologies
Pages 207-244
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From page 207... ...
In the NRC Phase 1 and electric power steering can reduce fuel consumption by report, Assessment of Fuel Economy Technologies for Light about 10 percent with only moderate cost additions. Higher Duty Vehicles (NRC 2011)
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estimated that a 5 persame efficiency, the improvement with a 10 percent reduc cent reduction in drag could be achieved with minimal cost tion of aerodynamic drag could result in fuel consumption through vehicle design. Slightly more aggressive reductions reduction as high as 3 percent.
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Reduction Reduction Comments NRC Phase 1 Study 2011 $40 to $50 5-10% 1% to 2% Wheel wells, underbody covers, body shape, mirrors NRC 2050 Transitions Report 2011 N/A 21-28% 4-6% Passive and active EPA/NHTSA TSD 2012 $49 to $164 10-20% 2-3% Passive and active Current Study 2015 $49 to $165 10-20% 2-3% Passive and active MASS REDUCTION OPPORTUNITIES FROM Many expect these material trends to continue and even VEHICLE BODY AND INTERIORS accelerate due to current fuel economy regulations. Mass reduction will be realized primarily through the use of more The material trends in the automobile have been well advanced high-strength steel for body structures, aluminum established for more than 20 years, with an incremental, closure panels, and, in some cases, aluminum bodies.
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In addition, tial for reducing mass, but many challenges currently exist aluminum is susceptible to galvanic corrosion when joined in broadening their application. The use of plastics, rubbers, with dissimilar metals.
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TABLE 6.3 Distribution of Automotive Aluminum Vehicle Design Challenges with Advanced Materials Utilization by Type The use of lightweight composites is an emerging trend 2012 2025 in vehicles, and many of the barriers have been identified (343 lb/vehicle) (550 lb/vehicle)
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An industry from decompounding. For a 10 percent removal from light estimate is that a 10 percent reduction in vehicle mass duty trucks, 8 percent of the total mass removed would will produce approximately 6 to 7 percent reduction in come from primary and 2 percent would come from mass fuel consumption for passenger cars and 4 to 5 percent decompounding, or secondary mass reduction (Table 6.4)
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From an aluminum/magnesium-intensive design, Lotus ment more aggressive levels of mass reduction. Although Engineering projected a 2020 potential for about a 20 percent OEMs tend to implement fuel consumption reduction tech- weight reduction at zero cost and a 40 percent weight reducnologies ranked in the order from highest to lowest cost tion at a cost of about 3 percent of total vehicle cost (Lotus effectiveness, there are technologies where other design con- Engineering 2010)
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Continued weight increases are inFuel Consumption Improvements consistent with a future accompanied by strong CAFE Vehicle weight decreased rapidly in the late 1970s and standards. Manufacturers will have a strong incentive early 1980s because of high fuel prices and implementa- to reduce weight.
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An demand for aluminum parts. The expectation is that several expected outcome of today's regulations for fuel economy aluminum closures will be introduced by MY 2015 and and emissions is greater focus on net mass reduction.
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must be developed, and the turers usually prefer smaller, incremental implementations of supply chain steps for materials, tooling, fabricating, and mass reduction techniques in vehicle designs as opposed to joining will all become more diverse, perhaps in some cases approaches that might require a complete vehicle redesign reducing economies of scale (for example, it may prohibit and an aggressive substitution of lightweight materials. A the sharing of parts for a single set of tools across vehicles)
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However, the committee feels it would be creasing cost curve as more mass is removed. The Silverado an ineffective approach for an OEM to design and produce study is currently under peer review; however, as expected, a lightweighted vehicle design that does not factor in these the cost estimates to remove mass are greater than for the constraints early in the design phase and then revisit the Honda vehicle.
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. NRC, 2011, • 1%, $1.41/lb • Estimates for other reductions: Assessment of Fuel Economy Technologies for • 5%, $1.65/lb (%)
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FIGURE 6.3 Cost per percent mass reduction from EDAG study of 2011 Honda Accord. SOURCE: Singh (2012)
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• Auto companies use many parts across multiple In order to be consistent with other estimates of cost m odels or vehicle platforms and cannot, for practical and fuel consumption benefits in this report, the committee reasons, optimize every part on every model of vehicle considered these improvements relative to a 2008/2010-era to maximize mass reduction. The sharing of parts is null vehicle.
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Mass decompounding potential will be circumstances where an OEM will be able to achieve in trucks is less than in cars because of truck performance a 5 percent mass reduction in a vehicle design at no addirequirements, which significantly reduce the potential to tional cost. For circumstances that do not allow for any free downsize systems such as engine, transmission, wheels, tires, mass reductions, the committee estimates that the cost of a shocks, and brakes.
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0 -174 174 40% of total mass reduction Total 1230 621 608.9 Total 16% Cost Analysis Body $824 $1,745 $921 Closures $141 Costs from EDAG Study Decompounding -$174 $1.00 Assume $ value per pound saved Total $888 Cost per Pound Mass Reduction $1.46 made from aluminum. Recognizing increases in the average the cost of 15 percent mass reduction at $1.46/lb, assuming material cost (about $2.00/lb for aluminum versus $0.50/lb no mass reduction is available at zero cost.
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The from a vehicle design is likely to cost $2.46/lb. fuel economy improvement is converted to fuel consumption improvement using the following formula: Learning 1 Fuel consumption % = 1 − Each of the six scenarios above is progressively more (1 + Fuel Economy %)
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% Improvement in Fuel Economy per % Weight Reduction, EPA Combined Drive Cycle (Fuel Consumption Equivalent in Brackets) Passenger Vehicle Truck Base Engine Downsized Engine Base Engine Downsized Engine Gasoline 0.33% (0.32%)
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Mass Cost Estimates Percent Reduction in Reduction (%) Include Decompound Fuel Consumption (%)
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In addition, based on the retraffic characteristics that existed at the time of a crash or sults of these studies, removing a greater percentage of mass local design features that may have contributed to the cause from heavier vehicles and a smaller percentage of mass, if and severity of the crash. any, from lighter vehicles appears to maintain societal safety while improving fuel economy, which is in agreement with the TSD (EPA/NHTSA 2012b)
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However, it may not be surprising to find that statistical analyses another explanation suggests that the many years of of the effects of vehicle mass and size on safety do not new safety regulations and crash testing have resulted produce robust inferences for every vehicle class and size. in vehicle designs that mitigate the theoretical safety However, in nearly every case that mass was removed from penalty in crash outcomes in lighter vehicles.
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For example, pound for pound, aluminum absorbs two times the energy ROLLING RESISTANCE in a crash compared to steel and can be up to two and a half times stronger. The high strength-to-weight ratio of advanced In addition to aerodynamic drag and inertial force due to materials allows a vehicle to maintain, or even increase, the vehicle mass, tire rolling resistance is one of many forces that size and strength of critical front and back crumple zones must be overcome in order for a vehicle to move.
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. Goodyear has been developing a tire inflafuel economy by reducing rolling resistance is already used tion monitoring system capable of self-pumping a tire when by OEMs to deliver lower fuel consumption.
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light-duty vehicle rule, since NHTSA/EPA estimated the Vehicle manufacturers have an incentive to provide their cars incremental DMC at an increase of $5 (2007 dollars) per vewith low-rolling-resistance tires to maximize fuel economy hicle for the LRR1 10 percent reduction in rolling resistance.
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The systems eliminate the parasitic losses ing in reduced fuel consumption. The most advantageous associated with belt-driven power steering pumps that conoppor unities for converting mechanical devices to electrical t sistently draw load from the engine to pump hydraulic fluid are devices that operate only intermittently, such as power through the steering actuation systems even when the wheels steering and air conditioning (AC)
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ties by NHTSA and EPA, the committee estimated that EPS reduces combined fuel consumption by about 1 to 3 percent Fuel Consumption on the FTP. However, the committee recognized that the fuel consumption reduction could be as high as 5 percent under The NHTSA/EPA final rule considered two levels of in-use driving conditions.
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In the 2012-2016 MY rulemaking, the contribute to increased fuel consumption and emission of Agencies estimated the average impact of an air conditioning greenhouse gases (GHGs)
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Vehicles with closed-loop control of the air sider the baseline component to be the version that a supply (i.e., sensor feedback used to control the inte- manufacturer most recently had in production on the rior air quality) will provide a 30 percent reduction same vehicle or a vehicle in a similar EPA vehicle in fuel consumption of the AC system.
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Other technologies that can yield incremental EPA and NHTSA believe that the efficiency-improving reductions in fuel consumption are UV filtering glazing and technologies discussed in the previous sections are available cool/reflecting paints, but these technologies are not cur- to manufacturers today, and their feasibility and effectiverently pursued very aggressively because they are not taken ness have been demonstrated by the SAE IMAC program account of in the official CAFE certification tests and various industry sources. The Agencies also believe The 2050 Transitions Report estimated that improved that when these individual components and technologies are HVAC design would reduce air conditioning related fuel fully designed, developed, and integrated into AC system consumption by 40 percent by 2030.
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TABLE 6.19 Costs for Air Conditioning Efficiency Improvements Estimated Direct Manufacturing Costs ($) Technology 2017 2020 2025 Car 2012 - 2016 Efficiency Improvements 46 43 39 2017 - 2025 Efficiency Improvements 1 1 1 Total 47 44 40 Truck 2012 - 2016 Efficiency Improvements 32 30 27 2017 - 2025 Efficiency Improvements 1 15 13 Total 33 45 40 SOURCE: EPA/NHTSA (2012b)
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approach (EPA/NHTSA 2012a, 62727) .10 Manufacturers can In addition to the foregoing discussion of indirect CO2 also obtain off-cycle credits by directly demonstrating the and fuel consumption reduction credits for AC efficiency fuel savings of the technology, and credits so obtained are improvements, the final GHG/CAFE rule expands provisions not subject to the 10 g/mi cap.
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From page 238... ...
They are touted as a means to improve driving safety, this level of automation enable the driver to cede full reduce travel times, enable otherwise-incapable people to control of all safety-critical functions under certain operate cars, and reduce fuel consumption. NHTSA believes traffic or environmental conditions and in those conthat automated and connected vehicles represent "a historic ditions to rely heavily on the vehicle to monitor for turning point for automotive travel" (NHTSA Preliminary changes requiring transition back to driver control.
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From page 239... ...
However, the fuel consumption reduction, advanced cruise control systems degree of improvement on safety is an unknown as drivers have the potential to keep the vehicle at a more constant are unlikely to report when a collision is avoided because of speed, which uses less fuel than having the driver attempt to the technology functioning properly. maintain vehicle speed.
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From page 240... ...
"Platooning," or having Finding 6.1 The committee's estimates of fuel consumpsignificant numbers of vehicles move in synchrony, would tion reduction effectiveness and direct manufacturing costs reduce air resistance much as "drafting" does when a cyclist for aerodynamic improvements, low rolling resistance tires, rides close behind other cyclists or behind a vehicle. Esti- low drag brakes, electric power steering, and improved acmates of fuel savings associated with having significant num- cessories are shown in Table 6.21 and are in agreement with bers of autonomous cars vary, but a conservative minimum NHTSA's estimates.
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b Small and Large Car 2.5 117 110 100 Light Truck 2.5 117 110 100 Low Rolling Resistance Tires Level 1 1.9 5 5 5 Low Rolling Resistance Tires Level 2b 2.0 58 46 31 Low Drag Brakes 0.8 59 59 59 Electric Power Steering Small Car 1.3 87 82 74 Large Car 1.1 87 82 74 Light Truck 0.8 87 82 74 Improved accessories Level 1 Small Car 1.2 71 67 60 Large Car 1.0 71 67 60 Light Truck 1.6 71 67 60 Improved accessories Level 2b Small Car 2.4 43 40 37 Large Car 2.6 43 40 37 Light Truck 2.2 43 40 37 a Relative to baseline except as noted. b Relative to Level 1.
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From page 242... ...
economy and GHG emissions standards compliance test There is high potential for misinterpretation of the cost esti drive cycles, the effect of AC efficiency improvements is an mates resulting from these vehicle-specific studies if they are off-cycle effect. AC credits for efficiency improvements are applied to other vehicle designs in a general fashion, and this applicable to both GHG emissions and fuel consumption.
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From page 243... ...
2011. Assessment of Fuel Economy Technologies for Light-Duty Ducker Worldwide.
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From page 244... ...
2010. Analysis of the Relationship Between Vehicle Weight/ Size and Safety, and Implications for Federal Fuel Economy Regulation, Final Report prepared for the Office of Energy Efficiency and Renew able Energy, U.S.
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