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TECHNOLOGIES FOR IMPROVING THE FUEL
TECHNOLOGIES FOR IMPROVING THE FUEL ECONOMY OF PASSENGER CARS AND TRUCKS 35
that will be available in 2006 (EPA, has delayed production decisions. In general, the committee believes that the Tier 2 NO, and PM standards will inhibit, or possibly preclude, the introduction of diesels into vehicles under 8,500 lb unless cost-effective, reliable, and pliant exhaust gas aftertreatment technology develops rap- idly. A key challenge is the development of emission control systems that can be certified for a 120,000-mile lifetime.
In theory, the bin system will allow diesels to penetrate the light-duty vehicle market, but manufacturers must still meet the stringent fleet average standard. For example, for every vehicle in bin 8 (0.2 NO,), approximately seven vehicles in bin 3 would have to be sold in order to meet the 0.07 fleet-average NO, standard.
These same factors have caused the committee to con- clude that major market penetration of gasoline tion engines that operate under lean-burn combustion, which is another emerging technology for improving fuel economy, is unlikely without major emissions-control advancements.
California’s exhaust emission requirements- super emission vehicle (SULEV) and partial zero emis- sion vehicle also extremely challenging for the introduction of diesel engines. In particular, the California Air Resources Board (CARB) has classified PM emissions from diesel-fueled engines as a toxic air contaminant (CARB, 1998). (Substances classified as toxic are required to be controlled.)
TECHNOLOGIES FOR FUEL ECONOMY
The 1992 report outlined various automotive tech- nologies that were either entering production at the time or were considered as emerging, based on their potential and production intent (NRC, 1992). Since then, many regulatory and economic conditions have changed. In addition, auto- motive technology has continued to advance, especially in microelectronics, mechatronics, sensors, control systems, and manufacturing processes. Many of the technologies identified in the 1992 report as proven or emerging have already entered production.
The committee conducted an updated assessment of various technologies that have potential for improving fuel economy in light-duty vehicles. This assessment takes into account not only the benefits and costs of applying the technologies, but also changes in the economic and regula- tory conditions, anticipated exhaust emission regulations, predicted trends in fuel prices, and reported customer preferences.
The technologies reviewed here are already in use in some vehicles or are likely to be introduced in European and Japanese vehicles within 15 years. They are discussed below under three general headings: engine technologies, transmis- sion technologies, and vehicle technologies. They are listed in general order of ease of implementation or maturity of the technology (characterized as “production intent” or “emerg-
ing”). The committee concludes its assessment of potential technologies with some detailed discussion of the current and future generations of hybrid vehicles and fuel- cell power sources.
For each technology assessed, the committee estimated not only the incremental percentage improvement in fuel consumption (which can be converted to fuel economy in miles per gallon [mpg] to allow comparison with current EPA mileage ratings) but also the incremental cost that ap- plying the technology would add to the retail price of a ve- hicle. The next subsection of this chapter, “Technologies Assessed,” reviews the technologies and their general ben- efits and challenges.
After that, the section “Estimating Potential Fuel Econ- omy Gains and Costs” presents estimates of the fuel con- sumption benefits and associated retail costs of applying combinations of these technologies in 10 classes of produc- tion vehicles. For each class of vehicle, the committee hypothesizes three exemplary technology paths (technology scenarios leading to successively greater improvements in fuel consumption and greater cost).
Technologies Assessed
The engine, transmission, and vehicle technologies dis- cussed in this section are all considered likely to be available within the next 15years. Some (called “production intent” in this discussion) are already available, are well known to manufacturers and their suppliers, and could be incorporated in vehicles once a decision is reached to use them. Others (called “emerging” in this discussion) are generally beyond the research phase and are under development. They are suf- ficiently well understood that they should be available within 10 to 15 years.
Engine Technologies
The engine technologies discussed here improve the energy efficiency of engines by reducing friction and other mechanical losses or by improving the processing and com- bustion of fuel and air.
Production-Intent Engine Technologies The engine tech- nologies discussed here could be readily applied to produc- tion vehicles once a decision is made to proceed, although various constraints may limit the rate at which they penetrate the new vehicle fleet:
. Engine friction and other
loss reduction. Continued improvement in engine
component and system design, development, and com- puter-aided engineering (CAE) tools offers the poten- tial for continued reductions of component weight and thermal management and hydrodynamic systems that improve overall brake-specific efficiency. An
that will be available in 2006 (EPA, has delayed production decisions. In general, the committee believes that the Tier 2 NO, and PM standards will inhibit, or possibly preclude, the introduction of diesels into vehicles under 8,500 lb unless cost-effective, reliable, and pliant exhaust gas aftertreatment technology develops rap- idly. A key challenge is the development of emission control systems that can be certified for a 120,000-mile lifetime.
In theory, the bin system will allow diesels to penetrate the light-duty vehicle market, but manufacturers must still meet the stringent fleet average standard. For example, for every vehicle in bin 8 (0.2 NO,), approximately seven vehicles in bin 3 would have to be sold in order to meet the 0.07 fleet-average NO, standard.
These same factors have caused the committee to con- clude that major market penetration of gasoline tion engines that operate under lean-burn combustion, which is another emerging technology for improving fuel economy, is unlikely without major emissions-control advancements.
California’s exhaust emission requirements- super emission vehicle (SULEV) and partial zero emis- sion vehicle also extremely challenging for the introduction of diesel engines. In particular, the California Air Resources Board (CARB) has classified PM emissions from diesel-fueled engines as a toxic air contaminant (CARB, 1998). (Substances classified as toxic are required to be controlled.)
TECHNOLOGIES FOR FUEL ECONOMY
The 1992 report outlined various automotive tech- nologies that were either entering production at the time or were considered as emerging, based on their potential and production intent (NRC, 1992). Since then, many regulatory and economic conditions have changed. In addition, auto- motive technology has continued to advance, especially in microelectronics, mechatronics, sensors, control systems, and manufacturing processes. Many of the technologies identified in the 1992 report as proven or emerging have already entered production.
The committee conducted an updated assessment of various technologies that have potential for improving fuel economy in light-duty vehicles. This assessment takes into account not only the benefits and costs of applying the technologies, but also changes in the economic and regula- tory conditions, anticipated exhaust emission regulations, predicted trends in fuel prices, and reported customer preferences.
The technologies reviewed here are already in use in some vehicles or are likely to be introduced in European and Japanese vehicles within 15 years. They are discussed below under three general headings: engine technologies, transmis- sion technologies, and vehicle technologies. They are listed in general order of ease of implementation or maturity of the technology (characterized as “production intent” or “emerg-
ing”). The committee concludes its assessment of potential technologies with some detailed discussion of the current and future generations of hybrid vehicles and fuel- cell power sources.
For each technology assessed, the committee estimated not only the incremental percentage improvement in fuel consumption (which can be converted to fuel economy in miles per gallon [mpg] to allow comparison with current EPA mileage ratings) but also the incremental cost that ap- plying the technology would add to the retail price of a ve- hicle. The next subsection of this chapter, “Technologies Assessed,” reviews the technologies and their general ben- efits and challenges.
After that, the section “Estimating Potential Fuel Econ- omy Gains and Costs” presents estimates of the fuel con- sumption benefits and associated retail costs of applying combinations of these technologies in 10 classes of produc- tion vehicles. For each class of vehicle, the committee hypothesizes three exemplary technology paths (technology scenarios leading to successively greater improvements in fuel consumption and greater cost).
Technologies Assessed
The engine, transmission, and vehicle technologies dis- cussed in this section are all considered likely to be available within the next 15years. Some (called “production intent” in this discussion) are already available, are well known to manufacturers and their suppliers, and could be incorporated in vehicles once a decision is reached to use them. Others (called “emerging” in this discussion) are generally beyond the research phase and are under development. They are suf- ficiently well understood that they should be available within 10 to 15 years.
Engine Technologies
The engine technologies discussed here improve the energy efficiency of engines by reducing friction and other mechanical losses or by improving the processing and com- bustion of fuel and air.
Production-Intent Engine Technologies The engine tech- nologies discussed here could be readily applied to produc- tion vehicles once a decision is made to proceed, although various constraints may limit the rate at which they penetrate the new vehicle fleet:
. Engine friction and other
loss reduction. Continued improvement in engine
component and system design, development, and com- puter-aided engineering (CAE) tools offers the poten- tial for continued reductions of component weight and thermal management and hydrodynamic systems that improve overall brake-specific efficiency. An
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CÔNG NGHỆ CHO VIỆC CẢI THIỆN NỀN KINH TẾ NHIÊN LIỆU CỦA XE Ô TÔ CHỞ KHÁCH VÀ XE TẢI 35 mà sẽ có sẵn trong năm 2006 (EPA, đã trì hoãn quyết định sản xuất. Nói chung, Ủy ban tin rằng không có 2 tầng, và tiêu chuẩn AM sẽ ức chế, hoặc có thể ngăn cản, sự ra đời của diesel vào xe nhỏ hơn 8.500 lb trừ khi hiệu quả chi phí, đáng tin cậy và pliant ống xả aftertreatment khí công nghệ phát triển rap - nguyên nhân. Một thách thức quan trọng là sự phát triển của hệ thống kiểm soát khí thải có thể được chứng nhận cho một đời 120.000 dặm.Trong lý thuyết, bin hệ thống sẽ cho phép diesel để xâm nhập thị trường ánh sáng-nhiệm vụ xe, nhưng nhà sản xuất vẫn phải đáp ứng các tiêu chuẩn nghiêm ngặt hạm đội trung bình. Ví dụ:, cho mỗi chiếc xe trong bin 8 (0.2 NO,), khoảng bảy xe trong thùng 3 sẽ phải được bán để đáp ứng 0,07 hạm đội-là không, tiêu chuẩn.Các yếu tố tương tự đã gây ra ủy ban để côn-clude đó thâm nhập thị trường lớn của động cơ tion xăng dầu hoạt động theo nạc-đốt cháy, mà là một công nghệ mới nổi để cải thiện nền kinh tế nhiên liệu, như vậy mà không kiểm soát khí thải lớn tiến bộ.California thải phát thải khí thải yêu cầu siêu xe (SULEV) và một phần không xe emis-sion cũng vô cùng thách thức cho sự ra đời của động cơ diesel. Đặc biệt, California Air Resources Board (CARB) đã phân loại PM phát thải từ động cơ diesel-nhiên liệu động cơ như là một chất gây ô nhiễm độc hại máy (CARB, 1998). (Chất phân loại như là độc hại được yêu cầu phải được kiểm soát.)CÔNG NGHỆ CHO NỀN KINH TẾ NHIÊN LIỆUBáo cáo năm 1992 vạch ra các ô tô công nghệ cao-nologies hoặc sản xuất vào lúc đó hay được coi là đang nổi lên, dựa trên của ý định tiềm năng và sản xuất (NRC, 1992). Kể từ đó, nhiều điều kiện pháp lý và kinh tế đã thay đổi. Ngoài ra, động cơ tự động công nghệ đã tổ chức khuyến, đặc biệt là trong vi điện tử, cơ điện tử, cảm biến, Hệ thống điều khiển, và quy trình sản xuất. Nhiều người trong số các công nghệ được xác định trong báo cáo năm 1992 như đã được chứng minh hoặc đang nổi lên đã đi vào sản xuất.Ủy ban đã tiến hành một đánh giá Cập Nhật của công nghệ khác nhau mà có tiềm năng cho việc cải thiện nền kinh tế nhiên liệu trong xe có nhiệm vụ ánh sáng. Đánh giá này sẽ đưa vào tài khoản không chỉ những lợi ích và chi phí của việc áp dụng các công nghệ, nhưng cũng thay đổi trong kinh tế và điều kiện regula-tory, dự đoán thải quy định khí thải, dự đoán các xu hướng trong giá nhiên liệu, và báo cáo khách hàng sở thích.Các công nghệ được nhận xét ở đây đã sử dụng trong một số xe hoặc có khả năng được giới thiệu trong châu Âu và Nhật bản xe trong vòng 15 năm. Họ được thảo luận dưới đây dưới ba nhóm chung: công nghệ, công nghệ transmis-sion, và công nghệ xe động cơ. Họ được liệt kê trong thứ tự chung của dễ thực hiện hoặc sự trưởng thành của công nghệ (mô tả như là "sản xuất ý định" hoặc "emerg- ing"). Ủy ban kết luận của nó đánh giá tiềm năng công nghệ với một số cuộc thảo luận chi tiết của các thế hệ hiện tại và tương lai của xe hybrid và các tế bào nhiên liệu điện nguồn.Đối với mỗi công nghệ đánh giá, Ủy ban ước tính không chỉ cải thiện tỷ lệ phần trăm gia tăng trong tiêu thụ nhiên liệu (mà có thể được chuyển đổi sang nền kinh tế nhiên liệu trong dặm / gallon [mpg] cho phép so sánh với hiện tại EPA mileage xếp hạng) nhưng cũng chi phí gia tăng mà ap-miệt mài công nghệ thêm nào với giá bán lẻ của ve hicle. Tiểu mục tiếp theo của chương này, "Đánh giá công nghệ," giá các công nghệ và ben-efits chung và những thách thức của họ.Sau đó, phần này là "Estimating tiềm năng lợi nhuận Econ-omy nhiên liệu và chi phí" trình bày các ước tính của lợi ích con-sumption nhiên liệu và liên quan đến bán lẻ chi phí của việc áp dụng các kết hợp của các công nghệ trong các lớp học 10 sản phẩm-tion xe. Cho mỗi lớp xe, Ủy ban hypothesizes ba đường dẫn gương mẫu công nghệ (công nghệ kịch bản dẫn đến các cải tiến liên tục lớn trong tiêu thụ nhiên liệu và lớn hơn chi phí).Công nghệ đánh giáCác động cơ, truyền tải, và xe công nghệ dis-cussed trong phần này được coi là có khả năng có sẵn trong 15years tiếp theo. Một số (gọi là "sản xuất ý định" trong cuộc thảo luận này) đã có sẵn, cũng được biết đến để nhà sản xuất và nhà cung cấp của họ, và có thể được kết hợp trong xe khi đạt đến một quyết định để sử dụng chúng. Những người khác (gọi là "xuất hiện" trong cuộc thảo luận này) thường vượt quá giai đoạn nghiên cứu và đang được triển khai. Họ là suf-ficiently cũng hiểu rằng họ nên có sẵn trong vòng 10-15 năm.Công nghệ động cơCông nghệ động cơ được thảo luận tại đây nâng cao hiệu quả năng lượng động cơ bằng cách giảm ma sát và các thiệt hại cơ khí hoặc bằng cách cải thiện chế biến và com-bustion của nhiên liệu và không khí.Mục đích sản xuất công nghệ động cơ động cơ công nghệ-nologies thảo luận ở đây có thể được dễ dàng áp dụng cho sản phẩm-tion xe sau khi một quyết định được thực hiện để tiến hành, mặc dù nhiều hạn chế có thể giới hạn mức độ mà họ xâm nhập đội xe mới:. Ma sát động cơ và khácgiảm cân. Tiếp tục cải tiến ở động cơthành phần và hệ thống thiết kế, phát triển và com-puter hỗ trợ kỹ thuật (CAE) công cụ mời các poten-chướng cho tiếp tục cắt giảm của quản lý trọng lượng và nhiệt thành phần và hệ thống thủy cải thiện cụ thể phanh tổng thể hiệu quả. Một
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TECHNOLOGIES FOR IMPROVING THE FUEL ECONOMY OF PASSENGER CARS AND TRUCKS 35
that will be available in 2006 (EPA, has delayed production decisions. In general, the committee believes that the Tier 2 NO, and PM standards will inhibit, or possibly preclude, the introduction of diesels into vehicles under 8,500 lb unless cost-effective, reliable, and pliant exhaust gas aftertreatment technology develops rap- idly. A key challenge is the development of emission control systems that can be certified for a 120,000-mile lifetime.
In theory, the bin system will allow diesels to penetrate the light-duty vehicle market, but manufacturers must still meet the stringent fleet average standard. For example, for every vehicle in bin 8 (0.2 NO,), approximately seven vehicles in bin 3 would have to be sold in order to meet the 0.07 fleet-average NO, standard.
These same factors have caused the committee to con- clude that major market penetration of gasoline tion engines that operate under lean-burn combustion, which is another emerging technology for improving fuel economy, is unlikely without major emissions-control advancements.
California’s exhaust emission requirements- super emission vehicle (SULEV) and partial zero emis- sion vehicle also extremely challenging for the introduction of diesel engines. In particular, the California Air Resources Board (CARB) has classified PM emissions from diesel-fueled engines as a toxic air contaminant (CARB, 1998). (Substances classified as toxic are required to be controlled.)
TECHNOLOGIES FOR FUEL ECONOMY
The 1992 report outlined various automotive tech- nologies that were either entering production at the time or were considered as emerging, based on their potential and production intent (NRC, 1992). Since then, many regulatory and economic conditions have changed. In addition, auto- motive technology has continued to advance, especially in microelectronics, mechatronics, sensors, control systems, and manufacturing processes. Many of the technologies identified in the 1992 report as proven or emerging have already entered production.
The committee conducted an updated assessment of various technologies that have potential for improving fuel economy in light-duty vehicles. This assessment takes into account not only the benefits and costs of applying the technologies, but also changes in the economic and regula- tory conditions, anticipated exhaust emission regulations, predicted trends in fuel prices, and reported customer preferences.
The technologies reviewed here are already in use in some vehicles or are likely to be introduced in European and Japanese vehicles within 15 years. They are discussed below under three general headings: engine technologies, transmis- sion technologies, and vehicle technologies. They are listed in general order of ease of implementation or maturity of the technology (characterized as “production intent” or “emerg-
ing”). The committee concludes its assessment of potential technologies with some detailed discussion of the current and future generations of hybrid vehicles and fuel- cell power sources.
For each technology assessed, the committee estimated not only the incremental percentage improvement in fuel consumption (which can be converted to fuel economy in miles per gallon [mpg] to allow comparison with current EPA mileage ratings) but also the incremental cost that ap- plying the technology would add to the retail price of a ve- hicle. The next subsection of this chapter, “Technologies Assessed,” reviews the technologies and their general ben- efits and challenges.
After that, the section “Estimating Potential Fuel Econ- omy Gains and Costs” presents estimates of the fuel con- sumption benefits and associated retail costs of applying combinations of these technologies in 10 classes of produc- tion vehicles. For each class of vehicle, the committee hypothesizes three exemplary technology paths (technology scenarios leading to successively greater improvements in fuel consumption and greater cost).
Technologies Assessed
The engine, transmission, and vehicle technologies dis- cussed in this section are all considered likely to be available within the next 15years. Some (called “production intent” in this discussion) are already available, are well known to manufacturers and their suppliers, and could be incorporated in vehicles once a decision is reached to use them. Others (called “emerging” in this discussion) are generally beyond the research phase and are under development. They are suf- ficiently well understood that they should be available within 10 to 15 years.
Engine Technologies
The engine technologies discussed here improve the energy efficiency of engines by reducing friction and other mechanical losses or by improving the processing and com- bustion of fuel and air.
Production-Intent Engine Technologies The engine tech- nologies discussed here could be readily applied to produc- tion vehicles once a decision is made to proceed, although various constraints may limit the rate at which they penetrate the new vehicle fleet:
. Engine friction and other
loss reduction. Continued improvement in engine
component and system design, development, and com- puter-aided engineering (CAE) tools offers the poten- tial for continued reductions of component weight and thermal management and hydrodynamic systems that improve overall brake-specific efficiency. An
that will be available in 2006 (EPA, has delayed production decisions. In general, the committee believes that the Tier 2 NO, and PM standards will inhibit, or possibly preclude, the introduction of diesels into vehicles under 8,500 lb unless cost-effective, reliable, and pliant exhaust gas aftertreatment technology develops rap- idly. A key challenge is the development of emission control systems that can be certified for a 120,000-mile lifetime.
In theory, the bin system will allow diesels to penetrate the light-duty vehicle market, but manufacturers must still meet the stringent fleet average standard. For example, for every vehicle in bin 8 (0.2 NO,), approximately seven vehicles in bin 3 would have to be sold in order to meet the 0.07 fleet-average NO, standard.
These same factors have caused the committee to con- clude that major market penetration of gasoline tion engines that operate under lean-burn combustion, which is another emerging technology for improving fuel economy, is unlikely without major emissions-control advancements.
California’s exhaust emission requirements- super emission vehicle (SULEV) and partial zero emis- sion vehicle also extremely challenging for the introduction of diesel engines. In particular, the California Air Resources Board (CARB) has classified PM emissions from diesel-fueled engines as a toxic air contaminant (CARB, 1998). (Substances classified as toxic are required to be controlled.)
TECHNOLOGIES FOR FUEL ECONOMY
The 1992 report outlined various automotive tech- nologies that were either entering production at the time or were considered as emerging, based on their potential and production intent (NRC, 1992). Since then, many regulatory and economic conditions have changed. In addition, auto- motive technology has continued to advance, especially in microelectronics, mechatronics, sensors, control systems, and manufacturing processes. Many of the technologies identified in the 1992 report as proven or emerging have already entered production.
The committee conducted an updated assessment of various technologies that have potential for improving fuel economy in light-duty vehicles. This assessment takes into account not only the benefits and costs of applying the technologies, but also changes in the economic and regula- tory conditions, anticipated exhaust emission regulations, predicted trends in fuel prices, and reported customer preferences.
The technologies reviewed here are already in use in some vehicles or are likely to be introduced in European and Japanese vehicles within 15 years. They are discussed below under three general headings: engine technologies, transmis- sion technologies, and vehicle technologies. They are listed in general order of ease of implementation or maturity of the technology (characterized as “production intent” or “emerg-
ing”). The committee concludes its assessment of potential technologies with some detailed discussion of the current and future generations of hybrid vehicles and fuel- cell power sources.
For each technology assessed, the committee estimated not only the incremental percentage improvement in fuel consumption (which can be converted to fuel economy in miles per gallon [mpg] to allow comparison with current EPA mileage ratings) but also the incremental cost that ap- plying the technology would add to the retail price of a ve- hicle. The next subsection of this chapter, “Technologies Assessed,” reviews the technologies and their general ben- efits and challenges.
After that, the section “Estimating Potential Fuel Econ- omy Gains and Costs” presents estimates of the fuel con- sumption benefits and associated retail costs of applying combinations of these technologies in 10 classes of produc- tion vehicles. For each class of vehicle, the committee hypothesizes three exemplary technology paths (technology scenarios leading to successively greater improvements in fuel consumption and greater cost).
Technologies Assessed
The engine, transmission, and vehicle technologies dis- cussed in this section are all considered likely to be available within the next 15years. Some (called “production intent” in this discussion) are already available, are well known to manufacturers and their suppliers, and could be incorporated in vehicles once a decision is reached to use them. Others (called “emerging” in this discussion) are generally beyond the research phase and are under development. They are suf- ficiently well understood that they should be available within 10 to 15 years.
Engine Technologies
The engine technologies discussed here improve the energy efficiency of engines by reducing friction and other mechanical losses or by improving the processing and com- bustion of fuel and air.
Production-Intent Engine Technologies The engine tech- nologies discussed here could be readily applied to produc- tion vehicles once a decision is made to proceed, although various constraints may limit the rate at which they penetrate the new vehicle fleet:
. Engine friction and other
loss reduction. Continued improvement in engine
component and system design, development, and com- puter-aided engineering (CAE) tools offers the poten- tial for continued reductions of component weight and thermal management and hydrodynamic systems that improve overall brake-specific efficiency. An
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- For the core model we can calculate this
- Where is this incredible salt formation?
- Then, how one ?
- sâu sắc
- Currently we have about 500 TMs’ card fo
- Compensation in compulsory land acquisit
- Currently we have about 500 TMs’ card fo
- Tissue
- nhân viên phục vụ
- nhập cảnh
- 6.Press the Reference button
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- Urine
- A system of human body means a collectiv
- tôi đang chán
- nhưng cũng có thể do cách làm việc của t
- dịch Ebola
