Review of the Research Program of the Partnership for a New Generation of Vehicles Third Report (1997) / Chapter Skim
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under consideration by PNGV, assess the relevance of ongoing research to the PNGV's goals and schedule, and address several broad program issues. As part of its effort, the committee continues to review the PNGV systems analysis activity that is essential to conducting vehicle performance and cost comparisons for alternative vehicle configurations incorporating different subsystem combinations and could guide the orderly selection and development of subsystem technologies with specific performance requirements for meeting the Goal 3 vehicle objectives.
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2 c~ He 50 As CQ 40 o An As a, As ct em .o o - ~ o By EM 'e o ct ~ a' o em - = ~o ·~)
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catalyst demonstrating 30 percent NOX reduction · fabrication of ceramic gas turbine scrolls and rotors using a process with high volume potential · survival of a glass-fiber-reinforced, composite front-end structure design in a 35 mph barrier crash test development and construction of advanced technology demonstration vehicles, some of which incorporated requirements related to those of the PNGV, such as Ford's Synergy 2010, Chrysler's ESX, and General Motors EV-1 Despite significant progress in a number of critical areas, there continues to be a wide gulf between the current status of system and subsystem development and the performance and cost requirements necessary to meet major PNGV milestones. Some of the technical barriers to achieving PNGV objectives can probably be overcome with sufficient funding and management attention; others require inventions and very significant technical breakthroughs (see Table H- 1~.
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With regard to nontechnical aspects of the PNGV program, the institutional innovations and resulting technical organizations have advanced dramatically through the PNGV and appear beneficial to the goals of the program. In the committee's view, many previously isolated technology research programs have become much more focused and productive by uniting researchers and users and by developing clear technology goals.
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Instead, it is related to the PNGV time frame and the realities of costs and manufacturing requirements. A primary downselect conclusion will be that some otherwise very promising technologies (fuel cells, gas turbines, Stirling engines, flywheels, and ultracapacitors)
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With appropriate focus and resources there still may be sufficient time in the current PNGV schedule to make some candidate technology systems viable (for example, the CIDI engine in conjunction with other subsystem improvements, tsee Table H-13~. However, in the absence of a significant acceleration in their rate of development, progress beyond that achieved in the Department of Energy hybrid electric vehicle program is unlikely to make other fundamentally promising candidate technologies (such as fuel cells, gas turbines, Stirling engines, and some battery candidates)
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gasoline prices do not create incentives for automobile purchasers to consider fuel economy to any great extent in their purchase decisions. With a lack of market forces that create incentives for car buyers to purchase vehicles with high fuel economy, it is difficult to realize the public benefits from improvements in fuel economy, such as health benefits from reduced urban ozone, "insurance" against sudden crude oil price shocks, reduced military costs of maintaining energy security, potential savings from reduced crude oil prices, improved balance of payments, and reductions in greenhouse gases from the transportation sector.
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