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Поповка, Сніжана Андріївна, and Snizhana Andreevna Popovka. "Sustainable aviation: fuel economy." Thesis, National Aviation University, 2021. https://er.nau.edu.ua/handle/NAU/50767.
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1. Sustainable development – the key for green aviation. URL: https://www.researchgate.net/publication/275566792_Sustainable_development_-_the_key_for_green_aviation
2. Fuel Management at Ukraine International Airlines. URL: https://www.aircraftit.com/articles/fuel-management-at-ukraine-international-airlines/
3. Action plan of Ukraine for reducing aviation CO2 emissions by State Aviation Administration of Ukraine. URL: https://avia.gov.ua/wp-content/uploads/2018/11/ACTION-PLAN-OF-UKRAINE-2018.pdfAviation industry plays an important role in our modern life. It is an essential part not only in the economy and other fields of our life, but also it has extremely large effects on the environment system. Global warming, ozone depletion and other changes in nature are the results of the engine noises, air emissions. Approximately 2.46% of the global human-made CO2 emissions are from the aviation industry, and this number is increasing faster and faster as the demand for air transportations is skyrocketing. So, one of the main challenges in our days is to reduce CO2 emissions in the aviation industry. Also, this direction is strongly connected with the 17 United Nations Sustainable Development Goals. To protect, restore the environment and provide sustainable development, some airlines have started using biofuels. For instance, the Lufthansa Group made Sustainable Aviation Fuels (SAF), with the help of which flights have become CO2 - neutral. But not every airline can afford it because of large expanses. To reduce CO2 emissions, other methods for fuel economy are used in the aviation industry. Because when an airline reduces fuel consumption, then air emissions are also reduced
Авіаційна промисловість відіграє важливу роль у нашому сучасному житті. Він є важливою складовою не лише в економіці та інших сферах нашого життя, але також має надзвичайно великий вплив на систему навколишнього середовища. Глобальне потепління, руйнування озонового шару та інші зміни в природі - це результати шумів у двигуні, викидів в атмосферу. Приблизно 2,46% світових викидів CO2, вироблених людиною, припадає на авіаційну промисловість, і ця кількість зростає все швидше і швидше, оскільки попит на повітряні перевезення стрімко зростає. Отже, однією з головних проблем у наші дні є зменшення викидів CO2 в авіаційній галузі. Крім того, цей напрямок тісно пов'язаний з 17 цілями сталого розвитку ООН. Для захисту, відновлення навколишнього середовища та забезпечення сталого розвитку деякі авіакомпанії почали використовувати біопаливо. Наприклад, Lufthansa Group створила стійке авіаційне паливо (SAF), за допомогою якого рейси стали CO2 - нейтральними. Але не кожна авіакомпанія може собі це дозволити через великі простори. Для зменшення викидів CO2 в авіаційній промисловості використовуються інші методи економії палива. Тому що, коли авіакомпанія зменшує споживання палива, тоді викиди в атмосферу також зменшуються
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Salih, Fawzi Mohamed. "Automotive fuel economy measures and fuel usage in Sudan." Thesis, University of Leeds, 1990. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.293763.
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Lee, Shin. "Intelligent techniques for improved engine fuel economy." Thesis, University of Brighton, 2011. https://research.brighton.ac.uk/en/studentTheses/da615c38-5aaa-4b64-b857-eecb1e3a061c.
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This thesis presents an investigation into a novel method of estimating the trajectory (future direction and elevation) of a vehicle, and subsequently influencing the control of an engine. The technique represents a convenient and robust method of achieving road prediction, to form a fuzzy system that „looks ahead‟, leading potentially to improved fuel consumption and a consequent reduction in exhaust emissions. The work described in this thesis brings together two modern technologies, Neuro-fuzzy techniques and Global Positioning System, and applies them to engine/vehicle control.
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Olofsson, Oscar. "Investigation of Accuracy in Fuel Economy Measurement Methods." Thesis, KTH, Fordonsdynamik, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-180458.
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Bakgrunden till det här examensarbetet är den ökade relevansen av att minska fordons bränsleförbrukning på grund av faktorer så som minskade oljeresurser och ökande bränslepriser. Tidigare utförda tester har visat att verklig bränsleekonomi skiljer sig nämnvärt från bränsleekonomi uppmätt med hjälp av simulerad vägkorsning i chassidynamometer. I det här arbetet undersöks noggranhet och repeterbarhet för olika mätmetoder som ofta används vid bränsleförbrukningsmätningar. Detta görs genom en teoretisk undersökning av noggrannheten för tillgänglig mätutrustning och en testserie med gradvis ¨okad komplexitet bestående av tester på chassidynamometer och väg. Testerna utförs med en Scania G450 lastbil som utrustats med en portabel bränsleflödesmätare och portabel avgasanalysator (PEMS). Variabler såsom temperaturer, motor-mod och vridmoment upptaget av olika externa aggregat analyseras för att ¨oka förståelsen för hur fordonets tillstånd skiljer sig mellan olika korningar. Vidare undersöks möjligheter inom sensorfusion för förbättring av mätnoggrannheten. Erhållna resultat visar att mätnoggrannheten för de olika utrustningarna ¨ar av storleksordningen 1 % vid vägkorsning men betydligt bättre vid körning i chassi-dynamometer. Det kan konstateras att ¨andringar av interna motorförluster påverkar bränsleekonomin i stor utsträckning även i kontrollerade testmiljöer. Slutligen kan det fastställas att bränsleflödesmätaren och den fordonsinterna bränsleförbrukning-uppskattningen reagerar likvärdigt på ändringar i bränsleförbrukning, medan den på avgasanalys baserade metoden reagerar annorlunda.The background of this master thesis is the increased importance of improving vehicle fuel economy due to factors such as decreasing oil resources and growing fuel prices. Earlier performed tests have shown that real-world fuel economy is deviating signif-icantly from fuel economy (FE) measured in simulated road driving. In this thesis the accuracy of the fuel economy measurement methods used in such measurements are investigated. It is done by examining the performance of different fuel economy measurement devices and by performing a test series with subsequently increased complexity. The test series consists both of chassis dynamometer and on road test-ing. All tests are performed with a Scania G450 long haulage truck which has been equipped with a portable fuel flow meter and a portable emissions measurement sys-tem (PEMS). Variables such as temperatures, engine mode and torques taken up by different auxiliary devices are analysed to improve the understanding about how the vehicle state is differing between different test drives. It is investigated if sensor fusion can be used to improve accuracy and repeatability in cases when multiple fuel consumption (FC) measurement devices are used. Obtained results show that the accuracy of the different fuel economy measurement methods investigated has an order of magnitude of 1 % for real-world on-road testing. The results do also show that a change of engine frictional losses are influencing the fuel economy significant in controlled environments. Finally it is concluded that the vehicle internal fuel economy estimation is reacting to changes in fuel economy in a similar way as the fuel flow meter estimation. The method based on exhaust gas analysis is deviating from this behaviour.
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Lake, Timothy Hugh. "Gasoline combustion systems for improved fuel economy and emissions." Thesis, University of Brighton, 1999. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.302289.
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This document is the statement of independent and original contribution to knowledge represented by the published works in partial fulfilment of the requirements of the University of Brighton for the degree of Doctor of Philosophy (by publication). The thesis reviews the impact of research work conducted between 1992 and 1998 on various concepts to improve the economy and emissions of gasoline engines in order to address environmental and legislative pressures. The research has a common theme, examining the dilution of the intake charge (with either recycled exhaust gas [EGR], excess air, or the two in combination) in both conventional port injected [MPI] and direct injection [G-DI] combustion systems. After establishing the current status of gasoline engine technology before the programme of research was started, the thesis concentrates on seven major pieces of research between 1992 and 1996. These explored a subsequently patented method of applying recycled exhaust gas to conventional port injected gasoline engines to improve their economy and emissions whilst staying compatible with three-way catalyst systems. Nine other studies are reviewed which took place between 1992 and 1999 covering other methods of improving gasoline engines, specifically direct injection and two-stroke operation. Together, all the studies provide a treatise on methods to improve the gasoline engine and the thesis allows a view from a broader perspective than was possible at the time each study was conducted. In particular, the review identifies a range of strategies that use elements of the research that can be used to improve economy and emissions. Four major categories of systems researched include: conventional stoichiometric MPI engines developed to tolerate high EGR rates [CCVS]; two-stroke G-DI engines; G-DI engines operating stoichiometrically with high EGR rates; and G-DI engines operating with high dilution from both excess air and EGR. The findings of the studies illustrate that although good fuel economy improvements and emissions can be obtained with EGR dilution of stoichiometric engines, the highest fuel economy improvements require lean deNOx aftertreatment [LNA] and these, in turn, require new aftertreatment technologies and preferably new fuel specifications. The development of suitable LNA and the cost of implementation of these approaches represents one of the main barriers to improving gasoline engine fuel economy and emissions.
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Torres, Arevalo Arturo Alejandro, and Changhao Han. "Air conditioning system modeling for car fuel economy simulation." Thesis, KTH, Energiteknik, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-246125.
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The automotive air conditioning system is the greatest auxiliary load of a vehicle, having a considerable impact on its fuel consumption and CO2 emissions. For this reason, forecasting the influence that this sys-tem has on the fuel economy of a car is desired. The present work is dedicated to model the air conditioning system of a plug-in hybrid ve-hicle in order to predict its energy consumption. GT-SUITE was chosen as the simulation tool, where the air condi-tioner, which is a vapor-compression refrigeration system, was mod-eled by specifying its components: compressor, evaporator, thermal expansion valve and condenser. Moreover, additional sub-systems which influence the energy consumption were also considered, these are the vehicle’s cabin and the battery cooling loop. The simulated model shows good agreement with test data for impor-tant parameters such as the compressor power consumption and the air temperature after the evaporator. The percent difference between the test data and the simulation for the auxiliary power consumption (energy consumed by the A/C compressor and the charging load of the low voltage battery) is 6.25%.På ett fordon utgör luftkonditioneringssystem den främsta extraordi-nära energibelastningen, vilket har stor påverkan på bränsleförbruk-ning och koldioxidutsläpp. Av detta skäl är det önskvärt att förutse det inflytande som detta system har på fordonets bränsleekonomi. Detta arbete är har för avsikt att simulera luftkonditioneringssystemet för ett plug-in hybridfordon för att förutsäga energiförbrukningen. GT-SUITE valdes som simuleringsverktyg, där klimatanläggningen, som är ett ångkomprimerat kylsystem, modellerades genom att speci-ficera komponenterna: kompressor, förångare, värmeutvidgningsven-til och kondensor. Dessutom beaktades ytterligare delsystem som på-verkar energiåtgången, nämligen fordonets hytt och batterikylnings-loop. Den simulerade modellen visar en god korrelation med testdata för be-tydelsefulla parametrar såsom kompressorns energiförbrukning och lufttemperaturen efter förångarsteget. Den procentuella skillnaden mel-lan testdata och simuleringen för den extra energiförbrukningen (ener-gi som förbrukas av A/C-kompressorn och laddningen av lågspän-ningsbatteriet) är 6,25%.
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Fan, Qin. "Hedonic Price Model for Light-Duty Vehicles: Consumers' Valuations of Automotive Fuel Economy." Fogler Library, University of Maine, 2009. http://www.library.umaine.edu/theses/pdf/FanQ2009.pdf.
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Nicklin, Timothy J. "Automation of vehicle testing for fuel economy and emissions optimisation." Thesis, Brunel University, 1999. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.488732.
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McCoy, Colleen (Colleen M. ). "Fuel economy of a turbocharged, single-cylinder, four-stroke engine." Thesis, Massachusetts Institute of Technology, 2017. http://hdl.handle.net/1721.1/112556.
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Thesis: S.B., Massachusetts Institute of Technology, Department of Mechanical Engineering, 2017.Cataloged from PDF version of thesis.
Includes bibliographical references (pages 56-57).
Agriculture is the main source of livelihood for a majority of India's population. However, despite the number of workers, the yield and the yield of principal crops in India is much lower than that in developed nations. One of the reasons for this is the lack of farming mechanization in India. One of the common ways to run farming equipment is by using a single-cylinder, four-stroke diesel engine. Diesel engines can be turbocharged in order to make them more efficient for less cost. A method has been found to turbocharge a single-cylinder diesel engine by adding an air capacitor to form a buffer between the intake and exhaust strokes. This thesis analyzes how the size and heat transfer of the air capacitor for this turbocharged diesel engine are correlated to engine performance and fuel economy. According to the modeled engine, a 3.0 liter capacitor had better peak power and fuel economy at high loads and speeds than a 2.4 or 1.25 liter capacitor. Additionally, forced convection cooling on the capacitor using a fan allowed the intake air density to increase, and the engine to have better fuel economy than the . However the peak power and fuel economy of the modeled naturally aspirated engine was better than the turbocharged engine for speeds below 2500 rpm. The general trends from the model were reflected in the experimental data. The forced convection increased cooling, and improved the intake air density. However, it was difficult to make any confident recommendations about the fuel economy based on the experimental data.
by Colleen McCoy.
S.B.
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Rentschler, Jun Erik. "The economics and political economy of fossil fuel subsidy reforms." Thesis, University College London (University of London), 2018. http://discovery.ucl.ac.uk/10040899/.
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There is a strong international consensus that fossil fuel subsidies (FFS) are detrimental to sustainable development – including the economic, social, and environmental dimensions of sustainability. Yet, despite strong drivers, the overall progress in reforming FFS has been limited. Various failed FFS reform attempts have demonstrated the complex economic and political challenges that must be understood and addressed. This thesis provides a systematic account of the factors that policy makers must consider in order to design and implement effective reforms. It recognises that the rationale for FFS reforms is determined within a complex – and sometimes conflicting – context of fiscal, macroeconomic, political, environmental, and social factors. By considering FFS reforms from these different perspectives, this thesis provides a comprehensive analytical assessment which yields crucial insights for the design of reforms. Specifically, this thesis provides analytical estimates of the impacts of FFS reforms on poverty levels, household consumption, welfare, competitiveness, and macroeconomic performance. It finds that consumption shocks incurred by poor households can be substantial, though cash transfers can provide effective compensation and social protection. It also shows that firms tend to be able to absorb energy price changes into profit margins, and respond by adjusting their long-term energy mix. At the macro-level, it shows that illicit activities (including tax evasion and smuggling) can play a crucial role in determining the welfare costs of FFS reform. The thesis also argues that removing FFS alone may not yield the efficiency gains and environmental benefits that policy makers envisage: Market distortions create barriers for economic agents to adjust their technology and behaviour in response to increasing fossil fuel prices. Overall, this thesis shows that FFS reforms are not only about removing subsidies, but also require an integrated strategy featuring carefully designed and sequenced complementary policy measures. These are summarised in the final chapter, which distils the key insights and provides a policy blueprint for designing effective FFS reforms.
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Best, Robert David. "Modelling and analysis of automotive drive cycles for improved fuel economy." Thesis, Queen's University Belfast, 2013. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.600002.
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This study applies the process of drive cycle simulation to analyse the fuel efficiency of both drivers and the vehicles they drive. Over 200 drive cycles were recorded in ten different vehicles in and around Belfast using a portable datalogger. All drive cycles are analysed to show how they diffe r and the effects this may have. Three modelling techniques are then used to create vehicle models. A spread sheet model, a more detailed backward facing Simulink model and then a forward facing model using AVL CRUISE are developed. A coast down technique was developed to calculate rolling and mechanical resistance and check vehicle mass and drag coefficients. The final step in the validation process sees the creation of SFC maps. The drive cycle data and vehicle models are then combined to study both the influence of the driver and vehicle technology. The driver study showed that aggressive driving can add a fuel economy penalty of up to 50%; Up-shifting around 1800 RPM can save up to 20% fuel economy; that drivers are particularly poor in Urban conditions and that road elevation can contribute up to a 30% fuel economy penalty. The vehicle technology study showed that a 20% reduction in rolling resistance, mass and drag coefficient would see fuel economy savings of 3.5%, 5% and 4.5% respectively; Repositioning the power curve by a reduction of 100 to 200 RPM can yield a fuel economy improvement of over 4% for Extra-Urban condit ions or over 20% for Urban drive cycles; Adding a mechanical flywheel to a vehicle could save upwards of 25% fuel economy. The study concludes with an industrial appli cation analysing the performance and fuel economy of the DUKW amphibious buses operating on the Viking Tours in Dublin and makes suitable recomondations for building replacement powertrains using the tools developed.
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Adcock, Christiane. "Evaluating Trends in Light-Duty Vehicle Technologies to Project Fuel Economy." Thesis, Massachusetts Institute of Technology, 2018. http://hdl.handle.net/1721.1/117803.
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Thesis: S.B., Massachusetts Institute of Technology, Department of Mechanical Engineering, 2018.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (pages 39-40).
Predicting the fuel economy of future light-duty vehicles provides insight into the expected greenhouse gas emissions, oil consumption, and operating costs in the transportation sector. Fuel economy is difficult to directly predict, however, due to the large number of vehicle characteristics that influence fuel economy. These characteristics include curb weight, powertrain efficiency, tire properties, and aerodynamic properties. In addition, the characteristics vary by powertrain technology and vehicle class. This study evaluates past trends and literature projections for each attribute. It then projects fuel economy for three powertrain technologies and eight vehicle classes using current values, past trends, and literature projections for the vehicle characteristics and the Environmental Protection Agency's drive cycles. Fuel economy for internal combustion engine vehicles (ICEVs), hybrid electric vehicles (HEVs), and battery electric vehicles (BEVs) are projected to increase at rates similar to past years. At these rates, average HEVs and BEVs will significantly exceed Corporate Average Fuel Economy standards for 2021 and 2025, and ICEVs will fall significantly short of these standards. This analysis provides an easily adaptable framework to project fuel economy that accounts for the large number of contributing vehicle characteristics.
by Christiane Adcock.
S.B.
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Marlowe, Christopher L. "Development of computational tools for modeling engine fuel economy and emissions." Morgantown, W. Va. : [West Virginia University Libraries], 2009. http://hdl.handle.net/10450/10469.
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Thesis (M.S.)--West Virginia University, 2009.Title from document title page. Document formatted into pages; contains viii, 84 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 65-66).
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Meyer, Mark J. "Understanding the challenges in HEV 5-cycle fuel economy calculations based on dynamometer test data." Thesis, Virginia Tech, 2011. http://hdl.handle.net/10919/35648.
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EPA testing methods for calculation of fuel economy label ratings, which were revised beginning in 2008, use equations that weight the contributions of fuel consumption results from multiple dynamometer tests to synthesize city and highway estimates that reflect average U.S. driving patterns. The equations incorporate effects with varying weightings into the final fuel consumption, which are explained in this thesis paper, including illustrations from testing. Some of the test results used in the computation come from individual phases within the certification driving cycles. This methodology causes additional complexities for hybrid electric vehicles, because although they are required to have charge-balanced batteries over the course of a full drive cycle, they may have net charge or discharge within the individual phases. The fundamentals of studying battery charge-balance are discussed in this paper, followed by a detailed investigation of the implications of per-phase charge correction that was undertaken through testing of a 2010 Toyota Prius at Argonne National Laboratoryâ s vehicle dynamometer test facility. Using the charge-correction curves obtained through testing shows that phase fuel economy can be significantly skewed by natural charge imbalance, although the end effect on the fuel economy label is not as large. Finally, the characteristics of the current 5-cycle fuel economy testing method are compared to previous methods through a vehicle simulation study which shows that the magnitude of impact from mass and aerodynamic parameters vary between labeling methods and vehicle types.Master of Science
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Nilsson, Arvid. "Fuel and ride comfort optimization in heavy vehicles." Thesis, Linköping University, Linköping University, Vehicular Systems, 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-53682.
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In modern heavy vehicles low fuel consumption as well as good ride comfort and driveability is desired. Assuming that the road altitude ahead of the vehicle is known the optimal control regarding fuel and time consumption can be calculated. However this results in a bang-singular-bang control which decreases the ride comfort by introducing high jerk levels and oscillations in acceleration as well as jerk originating from the dynamics in the driveline.
In this thesis several methods to supress these behaviours are presented. A qualitative study of the methods impact on ride comfort as well as fuel and time consumption is carried out. A driveline model is implemented in Simulink and used for the evaluations. The aim is not to find a optimal strategy but rather to suggest methods and evaluate these as far as can be done in simulation to enable for future test runs.
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Venkataraman, Prakash. "Effect of nitrogen filling on tire rolling resistance and vehicle fuel economy." Connect to this title online, 2007. http://etd.lib.clemson.edu/documents/1202498590/.
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Heffernan, Matthew Evan Bevly David M. "Simulation, estimation, and experimentation of vehicle longitudinal dynamics that effect fuel economy." Auburn, Ala., 2006. http://repo.lib.auburn.edu/2006%20Summer/Theses/HEFFERNAN_MATTHEW_41.pdf.
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Samuel, Stephen. "Transient vehicle emission levels and fuel economy in real-world driving conditions." Thesis, Oxford Brookes University, 2004. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.444341.
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Chappell, Edward. "Improving the precision of vehicle fuel economy testing on a chassis dynamometer." Thesis, University of Bath, 2015. https://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.681048.
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In the European Union the legislation governing fleet CO2 emissions is already in place with a fleet average limit of 130g/km currently being imposed on all vehicle manufacturers. With the target for this legislation falling to 95g/km by 2020 and hefty fines for noncompliance automotive engineers are working a pace to develop new technologies that lower the CO2 emissions and hence fuel consumption of new to market vehicles. As average new vehicle CO2 emissions continue to decline the task of measuring these emissions with high precision becomes increasingly challenging. With the introduction of real world emissions legislation planned for 2017 there is a development driven need to precisely assess the vehicle CO2 emissions on chassis dynamometers over a wide operating range. Furthermore since all type approval and certification testing is completed on chassis dynamometers, any new technology must be proven against these test techniques. Typical technology improvements nowadays require repeatability limits which were unprecedented 5-10 years ago and the challenge now is how to deliver this level of precision. Detailed studies are conducted into the four key areas that cause significant noise to the CO2 emissions results from chassis dynamometer tests. These are the vehicle electrical system, driver behaviour, procedural factors and the chassis dynamometer itself. In each of these areas, the existing contribution of imprecision is quantified, methods are proposed then demonstrated for improving the precision and the improved case is quantified. It was found that the electrical system can be controlled by charging the vehicle battery, not using auxiliary devices and installing current measurement devices on the vehicle. Simply charging the vehicle battery prior to each test was found to cause a change to the CO2 emissions of 2.2% at 95% confidence. Whilst auxiliary devices were found to cause changes to the CO2 emissions of up to 43% for even a relatively basic vehicle. The driver behaviour can be controlled by firstly removing the tolerances from the driver’s aid which it was found improved the precision of the CO2 emissions by 43.5% and secondly by recording the throttle pedal movements to enable the validation of test results. Procedural factors, such as tyre pressures can be easily controlled by resisting the temptation to over check and by installing pressure sensing equipment. Using a modern chassis dynamometer with low parasitic losses will make the job of controlling the dynamometer easier, but all dynamometers can be controlled by following the industry standard quality assurance procedures and implementing statistical process control tools to check the key results. The implementation of statistical process control alone improved the precision of unloaded dynamometer coastdown checks by reducing the coefficient of variation from 6.6 to 4.0%. Using the dynamometer to accelerate the vehicle before coastdown checks was found to approximately halve the variability in coastdown times. It was also demonstrated that verification of the dynamometer inertia simulation and response time are both critically important, as the industry standard coastdown test is insufficient, in isolation, to validate the loading on a vehicle. Six sigma and statistical process control techniques have shown that for complex multiple input single output systems, such as chassis dynamometer fuel economy tests, it is insufficient to improve only one input to the system to achieve a change to the output. As a result, suggested improvements in each noise factor often have to be validated against an input metric rather than the output CO2 emissions. Despite this, the overall level of precision of the CO2 emissions and fuel consumption seen at the start of the research, measured by the coefficient of variation of approximately 2.6%, has been improved by over six times through the simultaneous implementation of the findings from this research with the demonstration of coefficient of variation as low as 0.4%. Through this research three major contributions have been made to the state of the art. Firstly, from the work on driver behaviour an extension is proposed to the Society of Automotive Engineers J2951 drive quality metric standard to include the a newly developed Cumulative Absolute Speed Error metric and to suggest that metrics are reviewed across the duration of a test to identify differences in driving behaviours during a test that do not cause a change to the end of test result. Secondly, the need to instrument the vehicle and test cell to record variability in the key noise factors has been demonstrated. Thirdly, a universal method has been developed and published from this research, to use response modelling techniques for the validation of test repeatability and the correction of CO2 emissions. The impact of these contributions is that the precision of chassis dynamometer emissions tests can be improved by a factor of 6.5 and this is of critical importance as the new real world driving and world light-duty harmonised emissions legislation comes into force over the next two to five years. This legislation will require an unprecedented level of precision for the effective testing of full vehicle system interactions over a larger operating range but within a controlled laboratory environment. If this level of precision is not met then opportunities to reduce vehicle fuel consumption through technology that only has a small improvement on fuel consumption, which is likely given the large advances that have be achieved over the last few decades, will be missed.
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MacKenzie, Donald Warren. "Trends and drivers of the performance : fuel economy tradeoff in new automobiles." Thesis, Massachusetts Institute of Technology, 2009. http://hdl.handle.net/1721.1/52758.
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Thesis (S.M. in Technology and Policy)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2009.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Includes bibliographical references (p. 107-111).
Cars sold in the United States have steadily become more fuel-efficient since the 1970s, and assessments of emerging technologies demonstrate a significant potential for continued evolutionary improvements. However, historic efficiency improvements have not always translated into reduced rates of fuel consumption. Instead, most of the technological progress of the past 20 years has been dedicated to offsetting increased acceleration performance, while fuel consumption has languished. This work addresses the questions of (1) why new technology is dedicated to performance rather than fuel consumption, and (2) what policy structures and stringencies can most effectively encourage new technology to be dedicated to reducing fuel consumption. A technology allocation model was developed which couples projections of fuel consumption and performance tradeoffs to consumers' willingness to pay for these attributes, in order to maximize the combined value of these attributes to consumers. The model was calibrated using stated willingness to pay, car price data, and historic trends in performance and fuel consumption. The model was used to investigate the effects of various policies on the balance between performance and fuel consumption. Particular attention was paid to the Emphasis on Reducing Fuel Consumption (ERFC), which quantifies the amount of technology dedicated to improving fuel consumption rather than other attributes. Under baseline conditions of constant gasoline price and no policy intervention, the majority of new technology continues to flow to increasing performance. The performance-fuel consumption balance is sensitive to policy signals. Fuel taxes, incentives (e.g. feebates), and fuel economy standards are all shown to be effective for increasing ERFC, although they have different implications for consumers' costs and automakers' profitability. Policies that merely increase the rate of technology deployment are found to be less effective for increasing emphasis on reducing fuel consumption.
by Donald Warren MacKenzie.
S.M.in Technology and Policy
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MacKenzie, Donald Warren. "Fuel economy regulations and efficiency technology improvements in U.S. cars since 1975." Thesis, Massachusetts Institute of Technology, 2013. http://hdl.handle.net/1721.1/80888.
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Thesis (Ph. D. in Engineering Systems: Technology, Management, and Policy)--Massachusetts Institute of Technology, Engineering Systems Division, 2013.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (p. 183-186).
Light-duty vehicles account for 43% of petroleum consumption and 23% of green- house gas emissions in the United States. Corporate Average Fuel Economy (CAFE) standards are the primary policy tool addressing petroleum consumption in the U.S., and are set to tighten substantially through 2025. In this dissertation, I address several interconnected questions on the technical, policy, and market aspects of fuel consumption reduction. I begin by quantifying historic improvements in fuel eciency technologies since the 1970s. First, I develop a linear regression model of acceleration performance conditional on power, weight, powertrain, and body characteristics, showing that vehicles today accelerate 20-30% faster than vehicles with similar specifications in the 1970s. Second, I nd that growing use of alternative materials and a switch to more weight-ecient vehicle architectures since 1975 have cut the weight of today's new cars by approximately 790 kg (46%). Integrating these results with model-level specification data, I estimate that the average fuel economy of new cars could have tripled from 1975{2009, if not for changes in performance, size, and features over this period. The pace of improvements was not uniform, averaging 5% annually from 1975{1990, but only 2% annually since then. I conclude that the 2025 standards can be met through improvements in eciency technology, if we can return to 1980s rates of improvement, and growth in acceleration performance and feature content is curtailed. I next test the hypotheses that higher fuel prices and more stringent CAFE standards cause automotive rms to deploy eciency technologies more rapidly. I nd some evidence that higher fuel prices cause more rapid changes in technology, but little to no evidence that tighter CAFE standards increase rates of technology change. I conclude that standards alone, without continued high gasoline prices, may not drive technology improvements at rates needed to meet the 2025 CAFE standards. Finally, I discuss the political economy of state and federal fuel economy standards. I develop a simple model of automotive manufacturers' responses to alternative systems of fuel economy regulation, using it to demonstrate the importance of several factors determining industry support for nationwide fuel economy regulations.
by Donald Warren MacKenzie.
Ph.D.in Engineering Systems: Technology, Management, and Policy
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Grimm, Benjamin Mihuta. "Modeling and Analysis of Crankshaft Energy Harvesting for Vehicle Fuel Economy Improvement." The Ohio State University, 2012. http://rave.ohiolink.edu/etdc/view?acc_num=osu1339685318.
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Michlberger, Alexander. "Development of Test Methodology for Evaluation of Fuel Economy in Motorcycle Engines." Cleveland State University / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=csu1397567798.
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Lott, Tawney. "A political economy analysis of liquid fuel production incentives in South Africa." Master's thesis, University of Cape Town, 2017. http://hdl.handle.net/11427/27233.
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The purpose of this study is to analyse the development of South Africa's liquid fuels industry from 1930s to the present and the various ways in which the state has extended subsidies and other measures of support to liquid fuels producers. The nature and extent of government support to the South African liquid fuels industry has remained hidden for many years, due to the veil of secrecy surrounding the industry prior to the country's transition to democracy. The study expands past analyses to identify and estimate the magnitude of subsidies to liquid fuels production in South Africa in the present. Using the historical institutional approach, the study then places these measures of support in the South African political economy environment so as to understand the institutional barriers to their reform. In doing so, the study sheds light on the drivers informing the endurance of the liquid fuels subsidy regime and state support to the liquid fuels industry following the transition to democracy.
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Rotenberg, Dean. "Ultracapacitor assisted powertrains modeling, control, sizing, and the impact on fuel economy /." Connect to this title online, 2008. http://etd.lib.clemson.edu/documents/1233080799/.
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Stichter, Jonathan Seth. "Investigation of vehicle and driver aggressivity and relation to fuel economy testing." Thesis, University of Iowa, 2012. https://ir.uiowa.edu/etd/3541.
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As vehicle technologies continue to improve it is becoming more evident one of the last major factors impacting fuel economy left today is the driver. In this study the driver is defined as the operator of a vehicle and the difference between driving styles of the driver and vehicle is defined as aggressivity. Driver aggressivity is proven to have a substantial impact on fuel economy in many studies. Many fuel economy tests have been created, all to measure the fuel efficiency of today's vehicles and their related technologies. These tests typically require that the drivers be trained or experienced in fuel economy testing unless the impact of the driver on fuel economy is the variable being tested. It is also recommended, for certain tests, that the driver stay with the same vehicle for the tests entirety. Although these are the requirements, having the same trained drivers for the entirety of a fuel economy test may not always be a viable option. This leads to the question of, what impact can a set of drivers, who are asked to drive the same, have on fuel consumption during a fuel consumption test? The SAE J1321 Type II Fuel Consumption Test Procedure was followed on two identical trucks with two drivers that were untrained in fuel economy testing in order to answer this question. It was found in this particular study that the driver variability can impose up to a 10% fuel economy difference on shorter distance routes where the driver is kept the same. By increasing the distance of the route and swapping drivers variability in fuel economy reduced to 5%. It was shown by this particular test that the impact of the driver when asked to drive the same is minimal compared to real world results of up to 30%. A larger data set and more testing is still necessary to completely understand and validate the impact of the driver on fuel economy testing.
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Janowski, Nils Peter. "Targeted heating of powertrain components to improve vehicle fuel economy during warm-up." Thesis, University of Nottingham, 2011. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.605156.
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When the powertrain of a vehicle is running cold, a fuel consumption penalty is incurred overcoming the higher friction losses within the engine, transmission and differential. The investigations described in this thesis concern computational studies of a vehicle powertrain to optimize the warm-up behaviour from a cold start to achieve minimum fuel consumption by reducing the cold start penalty. The newly developed vehicle model represents a premium sector, medium sized saloon based on a Jaguar S-Type with rear wheel drive and a powertrain composed of a V6 2.71 diesel engine, a six-speed ZF 6HP26 automatic transmission and a rear differential. The formulation of a powertrain model within GT-Suite, and the use of sub-models for engine friction levels, fuel flow rates and gas-side heat transfer rates, including the effect of EGR, are described. The engine's thermal behaviour is modelled using a lumped capacity approach. A 2-mass model was adequate to describe the thermal coupling between the coolant, engine oil and the engine structure. For the gas-side heat transfer a correlation is applied that is related to a commonly used form developed by Taylor and Toong. The friction model integrated is a modified version of the Patton, Nitschke and Heywood model. The descriptions of automatic transmission and differential losses and their dependence on operating state are based on empirical maps. The model validation was based on experimental data from the testbed at the University of Nottingham, and against experimental performance data from Jaguar Cars Ltd. over the NEDC. The characteristics of heat exchangers in the coolant, oil and transmission fluid circuits have been investigated through test-bed studies. The performance of the model relative to test data illustrates the accuracy of and confidence in model predictions. Following this, the application of the model was to investigate the sensitivity and enhancement of the powertrain warm-up. First, factors influencing and improving the internal heat flows of the powertrain were investigated. Different approaches were applied to establish their effectiveness. The total fuel consumption over the NEDC was used as a measure of effectiveness. Optimisation of the internal heat flows of the powertrain through the use of a transmission cooler during the warm-up showed a positive influence on the fuel consumption. A small improvement in fuel consumption was found by using a more effective transmission cooler at a later point of the warm-up, which at the same time promoted the cabin heater performance. A vailable literature lacks the knowledge of how the coolant, engine oil, automatic transmission fluid and differential oil respond to time and magnitude of heat input. This was investigated and the information was used to develop a heating strategy for an overall powel" train improvement. The lower the heat available, the greater is the relative advantage from heating the differential oil compared to the other fluids. A clear difference was found between applying a heating strategy to a powertrain with a transmission cooler or without. The heating strategy show little sensitivity to magnitude and time and were illustrated with examples of recovered exhaust gas enthalpy and regenerative braking. For the use of a transmission cooler a clear indication is given that concentrating the heat on the differential singly or in combination is the most effective way to improve fuel economy. To heat the differential in combination the ranking for the other fluids is: engine oil, coolant and then the ATF. For a gearbox without cooling equipment the benefit of heating the gearbox oil is most favourable, followed by the differential oil and then the engine oil and coolant.
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Ramaswamy, Nikhil. "Development of control strategies to optimize the fuel economy of hybrid electric vehicles." Thesis, Georgia Institute of Technology, 2014. http://hdl.handle.net/1853/51887.
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This thesis (1) reports a new Dynamic Programming (DP) approach, and (2) reports a Real Time Control strategy to optimize the energy management of a Hybrid Electric Vehicle(HEV). Increasing environmental concerns and rise in fuel prices in recent years has escalated interest in fuel efficient vehicles from government, consumers and car manufacturers. Due to this, Hybrid electric vehicles (HEV) have gained popularity in recent years. HEV’s have two degrees of freedom for energy flow controls, and hence the performance of a HEV is strongly dependent on the control of the power split between thermal and electrical power sources. In this thesis backward-looking and forward-looking control strategies for two HEV architectures namely series and parallel HEV are developed.
The new DP approach, in which the state variable is not discretized, is first introduced and a theoretical base is established. We then prove that the proposed DP produces globally optimal solution for a class of discrete systems. Then it is applied to optimize the fuel economy of HEV's. Simulations for the parallel and series HEV are then performed for multiple drive cycles and the improved fuel economy obtained by the new DP is compared to existing DP approaches. The results are then studied in detail and further improvements are suggested.
A new Real Time Control Strategy (RTCS) based on the concept of preview control for online implementation is also developed in this thesis. It is then compared to an existing Equivalent Cost Minimization Strategy (ECMS) which does not require data to be known apriori. The improved fuel economy results of the RTCS for the series and parallel HEV are obtained for standard drive cycles and compared with the ECMS results
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Hardy, AliciA Jillian Jackson 1978. "Vehicle fuel economy benefit and aftertreatment requirement of an HCCI-SI engine system." Thesis, Massachusetts Institute of Technology, 2007. http://hdl.handle.net/1721.1/42986.
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Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2007.Includes bibliographical references (v. 2, p. 821-823).
This body of work dimensions the HCCI fuel economy benefits and required aftertreatment performance for compliance with emissions regulations in North America and Europe. The following parameters were identified as key factors influencing the benefit of implementing HCCI over driving cycle: * Power-to-weight ratio * Operation range of HCCI * Conditions of the driving cycle * Application of constraints that cause "un-natural" mode transitions * Application of transition penalties * Available after-treatment performance * Constraints imposed by emissions regulations This study shows that development priorities for attaining maximal fuel economy benefit during urban driving cycles differ greatly in North America and in Europe due to differences in emissions regulations. The combined effect of increasing power-to-weight ratio, increasing the operation range of HCCI, removing operational constraints on HCCI implementation, and reducing fuel penalties associated with transitions into and out of HCCI mode is shown to double the emissions-constrained fuel economy benefit of HCCI during the new European driving cycle. These factors are shown to have modest impact on fuel economy benefit of HCCI during the North American city driving cycle when compliance with the more stringent emissions regulations is required. In order to attain maximal fuel economy benefit and comply with emissions regulations in California, improving conversion efficiencies in the aftertreatment of lean engine exhaust must be a primary focus. Fuel economy benefit of HCCI during the highway driving cycles is shown to be most responsive to the amount of time the engine spends in the speed and load range of HCCI operation. Time spent in HCCI mode during these driving cycles is most heavily influenced by changes in power-to-weight ratio and upper load limit for HCCI.
by AliciA Jillian J Hardy.
Ph.D.
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Schneider, Markus, Oliver Koch, and Jürgen Weber. "Green Wheel Loader – improving fuel economy through energy efficient drive and control concepts." Saechsische Landesbibliothek- Staats- und Universitaetsbibliothek Dresden, 2016. http://nbn-resolving.de/urn:nbn:de:bsz:14-qucosa-199988.
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The drive train components and the machine control system significantly influence the fuel consumption of mobile machinery. The demonstrator vehicle “Green Wheel Loader” developed within the joint research project “TEAM” combines the most promising drive concepts currently available for mobile machines with an innovative operating strategy.
The developed drive and control system proved its functionality and performance under realistic operation conditions in a gravel pit. Reference test showed 10 – 15 % fuel savings of the prototype vehicle compared to a state-of-the-art series machine.
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Munyon, Vinola Vincent. "Vehicle Fuel Economy And Vehicle Miles Traveled: An Empirical Investigation Of Jevons’ Paradox." Cleveland State University / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=csu1415710122.
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Ghauri, Ahmar. "An investigation into the effects of variable valve actuation on combustion and emissions in an SI engine." Thesis, University College London (University of London), 1999. http://discovery.ucl.ac.uk/1317999/.
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The work reported in this thesis was conducted to study the effects of variable valve actuation on combustion, emissions, and fuel economy in a modern design of 4-valve per cylinder SI engine. The use of statistically-based procedures for the design of experiments allowed a limited number of tests to be used to explore a wide region of each of the experimental variables. A series of steady-flow tests was conducted to assess the effects of valve lift on flow past the valves and the nature of any in-cylinder motion generated. Results from the former were incorporated into a filling and emptying model that allowed levels of trapped residuals and pumping work to be estimated for different valve strategies. The in-cylinder motion tests explored asymmetric valve lifts, that is to say where the two valves were opened by a different amount. These results allowed a pair of response surfaces to be established to model the intensity of both axial and barrel swirl within the cylinder over the range of valve lifts. Engine tests were conducted in two parts. The first explored the effects of changes in exhaust event phasing, intake event phasing, intake event duration, and peak intake valve lift. The design of the experiment allowed linear, quadratic, and interactions between the variables to be modelled using regression analysis. Statistical analysis allowed the most influential factors (both main effects and interactions) to be identified. Contour plots of the modelled response were used to draw conclusions about the nature of the response surface and to isolate the effects of valve opening and closure angles as well as overlap. The results were correlated with those from the steady-flow tests and from the computer model. The strategy for the second phase of tests was chosen after considering the previous results. The steady-flow tests indicated that there was considerable potential for enhancing in-cylinder motion by adopting a valve deactivation strategy and combining it with a low lift of the active intake valve. The second phase investigated the use of such a technique in conjunction with large overlaps over a range of duration of the intake valve event. The results from both phases of engine tests indicated possible strategies to reduce emissions from future engines.
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Clark, Lee A. "Experimental studies and systems modelling to investigate the behaviour of direct injection diesel engines." Thesis, University of Nottingham, 2003. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.289480.
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Tamilarasan, Santhosh. "Use of Connected Vehicle Technology for Improving Fuel Economy and Driveability of Autonomous Vehicles." The Ohio State University, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=osu1543787677995516.
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Koprubasi, Kerem. "Modeling and control of a hybrid-electric vehicle for drivability and fuel economy improvements." The Ohio State University, 2008. http://rave.ohiolink.edu/etdc/view?acc%5Fnum=osu1220543044.
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Neville, Kathryn. "The contentious political economy of biofuels : transnational struggles over food, fuel, and the environment." Thesis, University of British Columbia, 2012. http://hdl.handle.net/2429/43709.
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The quintessential image of a farmer in a field summons to mind an industry at the heart of debates over land, environment, and food. A picture of an oil rig, silhouetted against the sky, conjures its own questions of progress, growth, and power. As agricultural products modified into energy commodities, biofuels—liquid fuels derived from plants—are located at the intersection of these industrial complexes, and, consequently, at the crux of these concerns.
Over the course of a decade, starting in the early 2000s, public discourse over biofuels has spanned early optimism to uproar over food security to outcry over land appropriation. This project investigates why both the rules governing and the actual implementation of biofuels investments underwent such rapid and continuous revision. What, it asks, explains these seemingly-stochastic shifts? Why do state, society, and corporate actors not align into and remain part of more coherent pro- and anti-biofuels camps? And why, in spite of media reports of protests, campaigns, and lawsuits against biofuels projects, can we not identify consistent movements and counter-movements?
Drawing on original fieldwork in coastal Kenya and Tanzania from 2010-2011, and triangulating field-based interview and observational findings with media reports, policy documents, and secondary literature, this dissertation argues that biofuels are challenging objects of contention for claim-makers and power-holders alike, for two reasons. First, their position at the junction of commercialized energy and agriculture implicates them in difficult-to-track, globalizing, and distant political economy relationships. Second, at the production level, biofuels are a diverse set of crops that affect local ecologies and livelihoods in geographically-specific ways, while in energy markets, they are a largely-unified fuel alternative. These differences across sectors make them difficult to promote, regulate, and resist.
This dissertation proposes a framework of contentious political economy to analyze these complex claims and responses. The project brings together a dynamic, cyclical understanding of the capture and appropriation of identities, interests, and historical grievances with a political economy perspective on new market forces and commodities. Beyond biofuels, the project considers the social and environmental repercussions of the intersection of new resource economies with long-standing grievances.
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Nolan, Cathal. "Application of the organic rankine cycle to improve fuel economy on a hybrid vehicle." Thesis, Queen's University Belfast, 2015. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.696154.
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This thesis investigates how current hybrid bus technology can be improved, through the application of a waste heat recovery system capable of operating on a hybrid bus. At present modem internal combustion engines reject the majority of fuel energy consumed as waste heat through the engine coolant and exhaust streams. By employing innovative technology it is proposed that this, otherwise wasted, heat can be captured and converted to power or to provide useful heating or cooling on the hybrid bus. This recaptured heat will therefore allow an improvement in fuel consumption and a reduction in exhaust emissions. The research carried out in this thesis attempts to determine if the fuel economy of a hybrid bus can be improved by using a waste heat recovery system. The work also aims to discover which type of system is the most suitable for installation on such a vehicle. To achieve this, the modeling of system performance, as well as the design and testing of a fully operational waste heat recovery system on a hybrid bus is presented. The result of the system modeling is benchmarked against the actual, installed system, experimental results which were conducted at M ill brook proving ground U. K. A novel model of an expander was also developed during the research. This model was compared to test data obtained during experimental testing of an expander at Queen's University Belfast. The purpose of the model was to gain a greater understanding of expander leakage and performance while operating in a waste heat recovery system.
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Acharya, Gopalakrishna. "Experimental investigation on impact of soot on performance of lubricating oil in compression ignition engines." Thesis, IIT Delhi, 2017. http://localhost:8080/xmlui/handle/12345678/7244.
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Fubara, Tekena Craig. "Techno-economic modelling of sustainable energy future scenarios with natural gas as a transition fuel to a low carbon economy." Thesis, University of Surrey, 2016. http://epubs.surrey.ac.uk/812554/.
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A sustainable energy system defines the pattern of energy generation and uses that can be sustained into the future. This study develops possible transition paths towards the future low carbon energy by proposing various energy flow scenarios using natural gas as a clean source of energy for micro-CHPs, and then renewable biogas/biomethane as a replacement fuel. In Part 1, mathematical modelling/optimization of the natural-gas based Distributed Energy Supply System (DESS), both at the building and overall energy supply network level was carried out for three types of micro-CHPs – SOFCs, Stirling Engines, ICEs – and for various operating strategies – cost-driven, primary energy-driven, CO2-emission-driven, with a novel cap on electricity export. In Part 2, Mathematical modelling/optimization at both levels was also developed for a retrofit energy supply network with biogas/biomethane generation from different feedstocks. The biogas utilization framework consisted of a novel approach suggested by this study for upgrading biogas in an existing natural gas processing plants. Optimization criteria included maximizing the NPV, the GHG reduction, the use of biogas/biomethane, and minimizing the use of natural gas. All optimization was carried out using the General Algebraic Modelling System (GAMS). Utilizing micro-CHPs on a natural gas-based energy network showed the primary energy consumption driven options achieving a 6-10% reduction of total primary energy use compared to the base case. When the system was optimized for cost, applying a cap on the electricity export did not change the selected optimal PGU technology/capacity, but affected some quantitative assessments significantly – primary energy consumption; or at least moderately – payback time. It was established that biogas/biomethane could replace 25% to 84% of the domestic natural gas demand for the UK, with GHG savings of 1.61 – 3.23 tonnes CO2e/year/household (42% to 85% reduction from the base case). Total capital spend ranged from £5,133 to £29,955/household with NPVs ranging from £7,036 to -£19,202 per household, propped up by government subsidies. Gasification had a greater potential than Anaerobic Digestion (AD). Also, centralized CHP heat was established as too expensive at current prices, and its use made no significant impact to the overall energy flow. Sensitivity for subsidies, CO2 price and capital costs revealed both several positive and negative effects.
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Houston, Samantha L. "Automaker technology strategy and the cost of complying with the corporate average fuel economy standards." Thesis, Massachusetts Institute of Technology, 2017. http://hdl.handle.net/1721.1/111299.
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Thesis: S.M. in Technology and Policy, Massachusetts Institute of Technology, School of Engineering, Institute for Data, Systems, and Society, Technology and Policy Program, 2017.Cataloged from PDF version of thesis.
Includes bibliographical references (pages 73-75).
In this paper, I examine the question of how the technology choices of automakers, responding to the regulatory obligations placed on them by policymakers, influence the trajectory of technology diffusion and the cost of compliance with CAFE Standards for Light Duty Vehicles (LDVs). Automakers have two main strategies to close the gap between current new vehicle fuel economy and the fuel economy mandated by CAFE: (1) deployment of fuel saving technologies to improve the fuel economy of conventional internal combustion engine (ICE) vehicles; or (2) increasing the share of high-efficiency electric vehicles (EVs) in the sales mix. I develop a model of the LDV fleet to determine the long term CAFE target compatible with limit global warming to two degrees Celsius. I then use this result to study the options for automaker strategy, and I optimize the strategy for both the short term (2012-2025) and long term (2012-2050) compliance cost for two CAFE regulatory regimes. I find that the extent to which automakers use the two main compliance strategies impacts the cumulative cost of complying with the CAFE standards to 2025, the cost of meeting long-term climate change goals, and the pace at which EVs penetrate the U.S. fleet. Specifically, I find that early emphasis on EVs reduces the overall cost of CAFE compliance through 2050 by allowing automakers benefit from time-dependent learning feedbacks. Although the pace of EV penetration into the market varies with automaker strategy, the 2050 market share of EVs reaches or very nearly reaches 100 percent under a 2050 CAFE target that is compatible with limiting global warming to two degrees Celsius.
by Samantha L. Houston.
S.M. in Technology and Policy
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Wei, Xi. "Modeling and control of a hybrid electric drivetrain for optimum fuel economy, performance and driveability." The Ohio State University, 2004. http://rave.ohiolink.edu/etdc/view?acc_num=osu1095960915.
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Zia, Seiar Ahmad. "The effect of different road load implementation strategies on fuel economy of USPS step vans." Morgantown, W. Va. : [West Virginia University Libraries], 2009. http://hdl.handle.net/10450/10375.
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Thesis (M.S.)--West Virginia University, 2009.Title from document title page. Document formatted into pages; contains xii, 92 p. : ill. (some col.), col. map. Includes abstract. Includes bibliographical references (p. 79-81).
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Bech, Alexander. "Thermal analysis and fuel economy benefits of cylinder deactivation on a 1.0l spark ignition engine." Thesis, University of Nottingham, 2018. http://eprints.nottingham.ac.uk/49777/.
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The deactivation of a cylinder on a 1.0litre three cylinder turbocharged gasoline engine has been investigated providing novel information on thermal and fuel consumption effects associated with the technology. This comes in light of providing solutions to reduce fuel consumption and CO2 emissions resulting from internal combustion engines. The investigation has been carried out through the PROgram for Modelling of Engine Thermal Systems (PROMETS). A version of PROMETS was extensively developed to characterise a commercially produced TCE not fitted with cylinder deactivation technology. Developments include an improved gas-side heat transfer expression to account for increased heat transfer to coolant due to the addition of an integrated exhaust manifold; addition of an expression to represent natural convection to model heating of quiescent coolant in the block; and a method to estimate the boosted intake manifold pressure past the throttle due to turbocharging on a gasoline engine. The 0-D approach used in this thesis compared to higher resolution computational tools has allowed for thermal and performance predictions to be made within a couple of minutes compared to several hours or days. In effect, PROMETS has been a time and cost effective tool during the development stages of a prototype engine. The PROMETS model indicated that no adverse changes in engine thermal behaviour arose with cylinder deactivation. The largest temperature change of < 400 occurs in the exhaust valve lower stem for the deactivated cylinder. Temperature changes in other components throughout the engine are an order of magnitude smaller. Although the largest temperature differences between the deactivated and firing cylinders were found to be in the range of < 70 , these remain within normal engine operating temperatures of < 100 . Also, by on-setting deactivation past an oil temperature of 40 , warm-up times were marginally extended compared to operation on all cylinders from key-on. Experimental inputs representing changes in engine gross indicated thermal efficiency and the work loss associated with the motoring of a piston complemented modelling work in predicting fuel consumption changes due to deactivation. Reductions in pumping losses account for the majority of the fuel consumption benefit associated with deactivating a cylinder. The main limitation in the employment of cylinder deactivation stems from the deterioration in the gross indicated thermal efficiency. Modelled results show that fuel consumption improvements are highest on low and part load operation envelopes. As such over the NEDC and FTP-75 benefits are in the range of 3.5%. Applying the technology over dynamically loaded cycles such as the WLTC and ARTEMIS, results in benefits of less than 1.6%. Further to modelling work on cylinder deactivation, experimental work has been carried out with the aim of allowing any engine size to be tested to cover transient drive cycles for future research. Future research could be in the aim of investigating technologies to reduce CO2 and emissions resulting from ICEs. Results show that the control solution implemented has allowed eddy-current dynamometers normally used for constant speed and brake load conditions to operate cycles such as the WLTC or any transient brake torque and engine speed pattern. Benchmark fuel consumption values for two engines of differing swept volume are within a 4g error band equivalent to a 0.36% and 0.67% percentage error band demonstrating the excellence of the control system.
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Lusk, Shannon Perry. "Analysis of the holistic impact of the hydrogen economy on the coal industry." Diss., Rolla, Mo. : University of Missouri-Rolla, 2007. http://scholarsmine.mst.edu/thesis/pdf/Lusk_Dissertation_09007dcc805b8a35.pdf.
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Thesis (Ph. D.)--University of Missouri--Rolla, 2007.Vita. The entire thesis text (excluding Appendix B) is included in file. Title from title screen of thesis/dissertation PDF file (viewed December 1, 2008) Includes bibliographical references (p. 144-150).
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Park, Jong-Kyu. "Modelling and control of a light-duty hybrid electric truck." Thesis, Cranfield University, 2006. http://dspace.lib.cranfield.ac.uk/handle/1826/4628.
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This study is concentrated on modelling and developing the controller for the light-duty
hybrid electric truck. The hybrid electric vehicle has advantages in fuel economy.
However, there have been relatively few studies on commercial HEVs, whilst a
considerable number of studies on the hybrid electric system have been conducted in the
field of passenger cars. So the current status and the methodologies to develop the LD
hybrid electric truck model have been studied through the literature review.
The modelling process used in this study is divided into three major stages. The first
stage is to determine the structure of the hybrid electric truck and define the hardware.
The second is the component modelling using the AMESim simulation tool to develop a
forward facing model. In order to complete the component modelling, the information
and data were collected from various sources including references and ADVISOR. The
third stage is concerned with the controller which was written in Simulink. This was run
in a co-simulation with the AMESim vehicle model. Through the initial simulation, the
charge-sustaining performance of this controller was verified and improved.
Finally, the simulations for the complete model were carried out over a number of drive
cycles, such as CBDTRUCK, JE05, and TRL LGV drive cycle, to evaluate and analyse
the effect on the fuel economy and the vehicle performance by the engine operating
zone and the EM power capacity. The report presents a comparison of the fuel
efficiency of the conventional vehicle and the LD hybrid electric truck. The results
obtained by the simulation show the feasibility to build the complete vehicle with the
designed controller.
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Roy, Hillol K. "A generalised powertrain component size optimisation methodology to reduce fuel economy variability in hybrid electric vehicles." Thesis, University of Warwick, 2014. http://wrap.warwick.ac.uk/62732/.
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Although hybrid electric vehicles (HEVs) generally improve fuel economy (FE) compared to conventional vehicles, evidence of higher FE variability in HEVs compared to conventional vehicles indicates that apart from the improvement in FE, the reduction of FE variability is also of significant importance for HEVs. Over the years research on how to optimise powertrain component sizes of HEVs has generally focused on improving FE over a given driving pattern; FE variability over a realistic range of driving patterns has generally been overlooked, and this can lead to FE benefits of HEVs not being fully realised in real-world usage. How to reduce the FE variability in HEVs due to variation in driving patterns through the optimisation of powertrain component sizes is considered as the research question. This research proposes a new methodology in which powertrain components are optimised over a range of driving patterns representing different traffic conditions and driving styles simultaneously. This improves upon the traditional methodology followed in the reviewed literature, where an optimisation is performed for each individual driving pattern. An analysis shows that the traditional methodology could produce around 20% FE variability due to variation in driving patterns. This study considers a computer simulation model of a series-parallel Toyota Prius HEV for the investigation. Four powertrain components, namely, internal combustion engine, generator, motor, and battery of the Toyota Prius are optimised for FE using a genetic algorithm. For both the proposed and traditional methodologies, the powertrain components are optimised based on 5 standard driving patterns representing different traffic conditions and driving styles. During the optimisation, the proposed methodology considers all the 5 driving patterns simultaneously, whereas the traditional methodology considers each driving pattern separately. The optimum designs of both the methodologies and the simulation model of the Toyota Prius which is the benchmark vehicle for this study are evaluated for FE over the aforementioned 5 standard driving patterns and also 10 real-world driving patterns of a predefined route consisting of urban and highway driving patterns. The proposed methodology provides a single optimum design over the 5 standard driving patterns, whereas the traditional methodology provides 5 different optimum designs, one for each driving pattern. The single optimum design produced by the proposed methodology is independent of the sequence of driving patterns. The proposed methodology reduces FE variability by 5.3% and up to 48.9% with comparable average FE compared to the Toyota Prius and traditional methodology, respectively over the 10 real-world driving patterns, whereas none of the optimum designs of the traditional methodology is able to reduce FE variability compared to the Toyota Prius. This research provides a promising direction to address customer concerns related to FE in the real-world and improves understanding of the effect of driving patterns on the design of powertrain components.
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Jing, Junbo. "Vehicle Predictive Fuel-Optimal Control for Real-World Systems." The Ohio State University, 2018. http://rave.ohiolink.edu/etdc/view?acc_num=osu1534506777487814.
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Chidziva, Stanford. "Green hydrogen production for fuel cell applications and consumption in SAIAMC research facility." University of Western Cape, 2020. http://hdl.handle.net/11394/7859.
Full textAbstract:
Philosophiae Doctor - PhDToday fossil fuels such as oil, coal and natural gas are providing for our ever growing energy needs. As the world’s fossil fuel reserves fast become depleted, it is vital that alternative and cleaner fuels are found. Renewable energy sources are the way of the future energy needs. A solution to the looming energy crisis can be found in the energy carrier hydrogen. Hydrogen can be produced by a number of production technologies. One hydrogen production method explored in this study is electrolysis of water.
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Horn, Gregory. "The prediction of fuel economy and pollutant emissions to assess the benefits of direct injection gasoline engines." Thesis, University of Nottingham, 2002. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.395492.
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Plumley, Michael J. "Design and prototype of dual loop lubricant system to improve engine fuel economy, emissions, and oil drain interval." Thesis, Massachusetts Institute of Technology, 2015. http://hdl.handle.net/1721.1/97842.
Full textAbstract:
Thesis: Ph. D., Massachusetts Institute of Technology, Department of Mechanical Engineering, 2015.Cataloged from PDF version of thesis.
Includes bibliographical references (pages 181-193).
Regulations aimed at improving fuel economy and reducing harmful emissions from internal combustion engines place constraints on lubricant formulations necessary for controlling wear and reducing friction. Viscosity reduction results in fuel economy improvement, with benefits of up to three percent reported in some studies. Such reductions are limited by engine durability constraints. Recent limits on oil additives, driven by emissions aftertreatment requirements, impose additional design tradeoffs. The benefit of segregating lubrication systems, in light of modern formulation constraints, is investigated through modeling and experiment. Many findings are applicable to spark and compression ignition engines, with an emphasis placed on diesel engines, given the implementation of the first heavy duty diesel fuel economy regulations. Nearly all engines used today employ a lubrication system with a pump delivering an oil to all engine regions. Axiomatic design concepts are applied to describe the associated design tradeoffs. Two dual loop prototypes were developed, incorporating independent oil systems for the engine valve train and power cylinder, decoupling many lubricant functional requirements. Oil analysis and friction measurement were used to quantify performance. A combination of high viscosity lubricant in the valve train, with low viscosity in the power cylinder, increased fuel economy while maintaining wear protection. Effective protection of subsystems from contamination and oil degradation, particularly the elimination of soot in the valve train, was demonstrated. Detailed friction and oil composition modeling was used to investigate opportunities for further friction and wear reduction. Techniques for investigating oil composition changes along the liner in modern friction models are developed. Differences in lubricant functional requirements along the liner are highlighted. Model results indicate that vaporization along the liner increases lubricant viscosity near piston top dead center, providing a potential wear reduction benefit.
by Michael J. Plumley.
Ph. D.