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Journal articles on the topic 'Fuel economy'

Author: Grafiati
Published: 4 June 2021
Last updated: 6 September 2023

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1

Ford CEng, Terry. "Fuel Economy." Aircraft Engineering and Aerospace Technology 61, no. 12 (December 1989): 2–7. http://dx.doi.org/10.1108/eb036872.

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2

von Hippel, Frank. "Automobile fuel economy." Energy 12, no. 10-11 (October 1987): 1063–71. http://dx.doi.org/10.1016/0360-5442(87)90062-4.

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3

Ha, Taehun, Seonwoo Choi, Yoonwoo Lee, and Hoimyung Choi. "Development of Driver Fuel Economy Index for Real Road Fuel Economy." International Journal of Automotive Technology 20, no. 3 (May 24, 2019): 597–605. http://dx.doi.org/10.1007/s12239-019-0057-0.

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4

Ahluwalia, Rajesh K., X. Wang, A. Rousseau, and R. Kumar. "Fuel economy of hydrogen fuel cell vehicles." Journal of Power Sources 130, no. 1-2 (May 2004): 192–201. http://dx.doi.org/10.1016/j.jpowsour.2003.12.061.

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5

Ahluwalia, Rajesh K., X. Wang, and A. Rousseau. "Fuel economy of hybrid fuel-cell vehicles." Journal of Power Sources 152 (December 2005): 233–44. http://dx.doi.org/10.1016/j.jpowsour.2005.01.052.

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6

Lin, Zhenhong, and David Greene. "Predicting Individual Fuel Economy." SAE International Journal of Fuels and Lubricants 4, no. 1 (April 12, 2011): 84–95. http://dx.doi.org/10.4271/2011-01-0618.

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7

Przekota, Grzegorz. "Do High Fuel Prices Pose an Obstacle to Economic Growth? A Study for Poland." Energies 15, no. 18 (September 9, 2022): 6606. http://dx.doi.org/10.3390/en15186606.

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Great attention has been paid in recent months to high energy prices, including fuel prices. Numerous studies present the threat this poses to economic growth, but history already knows such situations. Therefore, the elementary question was posed: How do fuel prices affect trade and economic growth? The research was based on the Polish economy between 2000 and 2020. Poland is an importer of energy commodities, so it should exhibit strong sensitivity to fuel price changes. A VAR model was created for the Polish economy, including fuel prices, seaborne trade, gross domestic product, and inflation. The results demonstrate that the Polish economy is quite resilient to fuel market turbulence. Obviously enough, it is easier to function in the conditions of lower fuel prices, but high prices are not a reason to panic. Moreover, ongoing technological progress allows economies to weather fuel market crises more easily than was the case back in the 20th century. Therefore, one may unequivocally state that low fuel prices are not a prerequisite for a country’s development. An economy may develop under conditions of higher fuel prices, and panic over high fuel prices only further fuels the inflationary spiral.
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8

Rodríguez-Fernández, José, Ángel Ramos, Javier Barba, Dolores Cárdenas, and Jesús Delgado. "Improving Fuel Economy and Engine Performance through Gasoline Fuel Octane Rating." Energies 13, no. 13 (July 7, 2020): 3499. http://dx.doi.org/10.3390/en13133499.

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The octane number is a measure of the resistance of gasoline fuels to auto-ignition. Therefore, high octane numbers reduce the engine knocking risk, leading to higher compression threshold and, consequently, higher engine efficiencies. This allows higher compression ratios to be considered during the engine design stage. Current spark-ignited (SI) engines use knock sensors to protect the engine from knocking, usually adapting the operation parameters (boost pressure, spark timing, lambda). Moreover, some engines can move the settings towards optimized parameters if knock is not detected, leading to higher performance and fuel economy. In this work, three gasolines with different octane ratings (95, 98 and 100 RON (research octane number)) were fueled in a high-performance vehicle. Tests were performed in a chassis dyno at controlled ambient conditions, including a driving sequence composed of full-load accelerations and two steady-state modes. Vehicle power significantly increased with the octane rating of the fuel, thus decreasing the time needed for acceleration. Moreover, the specific fuel consumption decreased as the octane rating increased, proving that the fuel can take an active part in reducing greenhouse gas emissions. The boost pressure, which increased with the octane number, was identified as the main factor, whereas the ignition advance was the second relevant factor.
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9

Barbir, Frano. "Fuel cells and hydrogen economy." Chemical Industry and Chemical Engineering Quarterly 11, no. 3 (2005): 105–13. http://dx.doi.org/10.2298/ciceq0503105b.

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Fuel cells with applications ranging from power generation to transportation need hydrogen as fuel. Hydrogen is not a source of energy, and hydrogen is not a readily available fuel. Hydrogen is more like electricity - an intermediary form of energy or an energy carrier. However, while electricity infrastructure is already in place, hydrogen infrastructure is practically nonexistent. It is this lack of hydrogen infrastructure that is considered to be one of the biggest obstacles to fuel cell commercialization. Commercialization of fuel cells, particularly for transportation and stationary electricity generation markets, must be accompanied by commercialization of hydrogen energy technologies, i.e., technologies for hydrogen production, distribution and storage. In other words, hydrogen must become a readily available commodity (not as a technical gas but as an energy carrier) before fuel cells can be fully commercialized. On the other hand, it may very well be that the fuel cells will become the driving force for development of hydrogen energy technologies. Fuel cells have many unique properties, such as high energy efficiency, no emissions, no noise, modularity, and potentially low cost, which may make them attractive in many applications even with a limited hydrogen supply. This creates what is often referred to as a 'chicken and egg problem' - does the development and commercialization of fuel cells come before development of hydrogen energy technologies or must hydrogen infrastructure be in place before fuel cells can be commercialized? Hydrogen as fuel cannot compete in today's market with the very fuels it is produced from (including electricity). Also, as any new technology, hydrogen energy technologies, such as fuel cells, are in most cases initially more expensive than the existing mature technologies, even when real economics is applied. Hydrogen energy technologies are expensive because the equipment for hydrogen production and utilization is not mass-produced. It is not mass-produced because there is no demand for it, and there is no demand because it is too expensive. This is a closed circle, or another chicken-and-egg problem. The only way for hydrogen energy technologies to penetrate into the major energy markets is to start with those technologies that may have niche markets, where the competition with the existing technologies is not as fierce and/or where they offer clear advantage over the existing technologies regardless of the price. Another push for commercialization may be gained through governmental and/or international subsidies for technologies that offer some clear advantages. Once developed, these technologies may help reduce the cost of other related hydrogen technologies, and initiate and accelerate their widespread market penetrations. This article discusses the role of fuel cells in the future Hydrogen Economy, and explores possible transition paths and strategies.
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10

Liu, Changzheng, Elizabeth C. Cooke, David L. Greene, and David S. Bunch. "Feebates and Fuel Economy Standards." Transportation Research Record: Journal of the Transportation Research Board 2252, no. 1 (January 2011): 23–30. http://dx.doi.org/10.3141/2252-04.

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11

Sallee, James M. "The Taxation of Fuel Economy." Tax Policy and the Economy 25, no. 1 (September 2011): 1–38. http://dx.doi.org/10.1086/658379.

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12

Abuzo, Anabel A., and Yasunori Muromachi. "Fuel Economy of Ecodriving Programs." Transportation Research Record: Journal of the Transportation Research Board 2427, no. 1 (January 2014): 34–40. http://dx.doi.org/10.3141/2427-04.

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13

Wagon, Stan. "Resolving the Fuel Economy Singularity." Math Horizons 26, no. 1 (August 2018): 5–9. http://dx.doi.org/10.1080/10724117.2018.1460120.

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14

Davis, Lucas W., and Christopher R. Knittel. "Are Fuel Economy Standards Regressive?" Journal of the Association of Environmental and Resource Economists 6, S1 (March 2019): S37—S63. http://dx.doi.org/10.1086/701187.

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15

Bezdec, Roger H., and Robert Wendling. "Fuel Efficiency and the Economy." American Scientist 93, no. 2 (2005): 132. http://dx.doi.org/10.1511/2005.52.960.

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16

Jevons, William Stanley. "Of the Economy of Fuel." Organization & Environment 14, no. 1 (March 2001): 99–104. http://dx.doi.org/10.1177/1086026601141006.

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17

Reddy, Ramana G. "Fuel Cell and Hydrogen Economy." Journal of Materials Engineering and Performance 15, no. 4 (August 1, 2006): 474–83. http://dx.doi.org/10.1361/105994906x117332.

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18

Turrentine, Thomas S., and Kenneth S. Kurani. "Car buyers and fuel economy?" Energy Policy 35, no. 2 (February 2007): 1213–23. http://dx.doi.org/10.1016/j.enpol.2006.03.005.

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19

Kryshtopa, Sviatoslav, Myroslav Panchuk, Fedir Kozak, Bohdan Dolishnii, Ivan Mykytii, and Olena Skalatska. "Fuel economy raising of alternative fuel converted diesel engines." Eastern-European Journal of Enterprise Technologies 4, no. 8 (94) (July 24, 2018): 6–13. http://dx.doi.org/10.15587/1729-4061.2018.139358.

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20

Choi, S. C., K. H. Ko, and I. S. Jeung. "Optimal fuel-cut driving method for better fuel economy." International Journal of Automotive Technology 14, no. 2 (March 28, 2013): 183–87. http://dx.doi.org/10.1007/s12239-013-0020-4.

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21

Wu, An Kang, Hua Zhu, and Ke Jiu Lu. "Influence of Fuel Supply Advance Angle on Fuel Economy of Diesel Engine with Ethanol–Diesel Blend Fuel." Applied Mechanics and Materials 385-386 (August 2013): 1045–48. http://dx.doi.org/10.4028/www.scientific.net/amm.385-386.1045.

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The test on the influence of changing fuel supply advance angle on fuel economy was carried out on single cylinder diesel engineseparately using diesel fuel and ethanoldiesel blend fue1. The test result shows that the influence is more sensible when the ethanoldiese1 blend rue1 is used, and it is beneficial for increasing the fuel economy to reduce suitably fuel supply advance angle.
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22

Simon Araya, Samuel, Vincenzo Liso, Xiaoti Cui, Na Li, Jimin Zhu, Simon Lennart Sahlin, Søren Højgaard Jensen, Mads Pagh Nielsen, and Søren Knudsen Kær. "A Review of The Methanol Economy: The Fuel Cell Route." Energies 13, no. 3 (January 29, 2020): 596. http://dx.doi.org/10.3390/en13030596.

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This review presents methanol as a potential renewable alternative to fossil fuels in the fight against climate change. It explores the renewable ways of obtaining methanol and its use in efficient energy systems for a net zero-emission carbon cycle, with a special focus on fuel cells. It investigates the different parts of the carbon cycle from a methanol and fuel cell perspective. In recent years, the potential for a methanol economy has been shown and there has been significant technological advancement of its renewable production and utilization. Even though its full adoption will require further development, it can be produced from renewable electricity and biomass or CO2 capture and can be used in several industrial sectors, which make it an excellent liquid electrofuel for the transition to a sustainable economy. By converting CO2 into liquid fuels, the harmful effects of CO2 emissions from existing industries that still rely on fossil fuels are reduced. The methanol can then be used both in the energy sector and the chemical industry, and become an all-around substitute for petroleum. The scope of this review is to put together the different aspects of methanol as an energy carrier of the future, with particular focus on its renewable production and its use in high-temperature polymer electrolyte fuel cells (HT-PEMFCs) via methanol steam reforming.
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23

Julien, Philippe, and Jeffrey M. Bergthorson. "Enabling the metal fuel economy: green recycling of metal fuels." Sustainable Energy & Fuels 1, no. 3 (2017): 615–25. http://dx.doi.org/10.1039/c7se00004a.

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24

Greene, David L., Rick Goeltz, Janet Hopson, and Elzbieta Tworek. "Analysis of In-Use Fuel Economy Shortfall by Means of Voluntarily Reported Fuel Economy Estimates." Transportation Research Record: Journal of the Transportation Research Board 1983, no. 1 (January 2006): 99–105. http://dx.doi.org/10.1177/0361198106198300114.

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25

Xie, Fei, Nawei Liu, Mingzhou Jin, and Zhenhong Lin. "Impacts of the consumer heterogeneity in fuel economy valuation on compliance with fuel economy standards." Energy 177 (June 2019): 167–74. http://dx.doi.org/10.1016/j.energy.2019.03.151.

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26

Mintz, Marianne M., Michael Q. Wang, and Anant D. Vyas. "Fuel-Cycle Energy and Emissions Effects of Tripled Fuel-Economy Vehicles." Transportation Research Record: Journal of the Transportation Research Board 1641, no. 1 (January 1998): 115–22. http://dx.doi.org/10.3141/1641-14.

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Estimates of the full fuel-cycle energy and emissions effects of lightduty vehicles with tripled fuel economy (3X vehicles) as currently being developed by the Partnership for a New Generation of Vehicles are presented. Seven engine and fuel combinations were analyzed: reformulated gasoline, methanol, and ethanol in spark-ignition, direct-injection engines; low-sulfur diesel and dimethyl ether in compression-ignition, direct-injection engines; and hydrogen and methanol in fuel-cell vehicles. Results were obtained for two market share scenarios. Under the higher of the two scenarios, the fuel-efficiency gain by 3X vehicles translated directly into reductions in total energy demand, petroleum demand, and carbon dioxide emissions. The combination of fuel substitution and fuel efficiency resulted in substantial reductions in emissions of nitrogen oxide, carbon monoxide, volatile organic compounds, sulfur oxide, and particulate matter smaller than 10 microns (PM10) for most of the engine-fuel combinations examined. The key exceptions were diesel- and ethanol-fueled vehicles, for which PM10 emissions increased.
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27

Bennett, Anthony. "Automotive: Fuel economy and emission controls challenge diesel fuel filtration." Filtration + Separation 50, no. 1 (January 2013): 17–21. http://dx.doi.org/10.1016/s0015-1882(13)70031-4.

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28

Shin, Donghwa, Kyungsoo Lee, and Naehyuck Chang. "Fuel economy analysis of fuel cell and supercapacitor hybrid systems." International Journal of Hydrogen Energy 41, no. 3 (January 2016): 1381–90. http://dx.doi.org/10.1016/j.ijhydene.2015.10.103.

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29

Bonilla, David. "Fuel demand on UK roads and dieselisation of fuel economy." Energy Policy 37, no. 10 (October 2009): 3769–78. http://dx.doi.org/10.1016/j.enpol.2009.07.016.

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30

Zheng, C. H., C. E. Oh, Y. I. Park, and S. W. Cha. "Fuel economy evaluation of fuel cell hybrid vehicles based on equivalent fuel consumption." International Journal of Hydrogen Energy 37, no. 2 (January 2012): 1790–96. http://dx.doi.org/10.1016/j.ijhydene.2011.09.147.

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31

Akena, Robert, Felix Schmid, and Michael Burrow. "Driving style for better fuel economy." Proceedings of the Institution of Civil Engineers - Transport 170, no. 3 (June 2017): 131–39. http://dx.doi.org/10.1680/jtran.15.00116.

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32

Beck, Corey, and David Schap. "The Consequences of Overstating Fuel Economy." American Economist 60, no. 1 (May 2015): 52–62. http://dx.doi.org/10.1177/056943451506000105.

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33

Şoica, A., A. Budală, and I. S. Comănescu. "Tyres influence on vehicle fuel economy." IOP Conference Series: Materials Science and Engineering 997 (December 25, 2020): 012134. http://dx.doi.org/10.1088/1757-899x/997/1/012134.

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34

HANSON, DAVID. "Fuel Economy Standards Out, Ethanol In." Chemical & Engineering News 80, no. 11 (March 18, 2002): 10. http://dx.doi.org/10.1021/cen-v080n011.p010a.

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35

Mersky, Avi Chaim, and Constantine Samaras. "Fuel economy testing of autonomous vehicles." Transportation Research Part C: Emerging Technologies 65 (April 2016): 31–48. http://dx.doi.org/10.1016/j.trc.2016.01.001.

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36

Donateo, Teresa, and Luigi Spedicato. "Fuel economy of hybrid electric flight." Applied Energy 206 (November 2017): 723–38. http://dx.doi.org/10.1016/j.apenergy.2017.08.229.

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37

Rahman, Mohammad Lutfor, Steven G. Gilmour, Peter J. Zemroch, and Pauline R. Ziman. "Bayesian analysis of fuel economy experiments." Journal of Statistical Research 54, no. 1 (August 25, 2020): 43–63. http://dx.doi.org/10.47302/jsr.2020540103.

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Statistical analysts can encounter difficulties in obtaining point and interval estimates for fixed effects when sample sizes are small and there are two or more error strata to consider. Standard methods can lead to certain variance components being estimated as zero which often seems contrary to engineering experience and judgement. Shell Global Solutions (UK) has encountered such challenges and is always looking for ways to make its statistical techniques as robust as possible. In this instance, the challenge was to estimate fuel effects and confidence limits from small-sample fuel economy experiments where both test-to-test and day-to-day variation had to be taken into account. Using likelihood-based methods, the experimenters estimated the day-to-day variance component to be zero which was unrealistic. The reason behind this zero estimate is that the data set is not large enough to estimate it reliably. The experimenters were also unsure about the fixed parameter estimates obtained by likelihood methods in linear mixed models. In this paper, we looked for an alternative to compare the likelihood estimates against and found the Bayesian platform to be appropriate. Bayesian methods assuming some non-informative and weakly informative priors enable us to compare the parameter estimates and the variance components. Profile likelihood and bootstrap based methods verified that the Bayesian point and interval estimates were not unreasonable. Also, simulation studies have assessed the quality of likelihood and Bayesian estimates in this study.
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38

Fischetti, Mark, and Kevin Schultz. "Who Has the Best Fuel Economy?" Scientific American 311, no. 5 (October 14, 2014): 90. http://dx.doi.org/10.1038/scientificamerican1114-90.

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39

Plotkin, Steven. "Examining New U.S. Fuel Economy Standards." Environment: Science and Policy for Sustainable Development 49, no. 6 (July 2007): 8–19. http://dx.doi.org/10.3200/envt.49.6.8-19.

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40

Bala, V., G. Brandt, and D. K. Walters. "Fuel economy of multigrade gear lubricants." Industrial Lubrication and Tribology 52, no. 4 (August 2000): 165–73. http://dx.doi.org/10.1108/00368790010333610.

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41

NORTON, H. H. "ECONOMY OF FUEL THROUGH INTELLIGENT OPERATION*." Journal of the American Society for Naval Engineers 36, no. 2 (March 18, 2009): 319–21. http://dx.doi.org/10.1111/j.1559-3584.1924.tb05457.x.

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42

Moreno-Cruz, Juan, and M. Scott Taylor. "Food, Fuel and the Domesday Economy." European Economic Review 128 (September 2020): 103501. http://dx.doi.org/10.1016/j.euroecorev.2020.103501.

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43

Harrington, Winston. "Fuel Economy and Motor Vehicle Emissions." Journal of Environmental Economics and Management 33, no. 3 (July 1997): 240–52. http://dx.doi.org/10.1006/jeem.1997.0994.

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44

Bala, V., G. Brandt, and D. K. Walters. "Fuel economy of multigrade gear lubricants." Tribotest 7, no. 4 (June 2001): 301–16. http://dx.doi.org/10.1002/tt.3020070404.

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45

OKADA, Manabu. "Development of Fuel Economy Competition Vehicles." Journal of the Japan Society for Precision Engineering 89, no. 3 (March 5, 2023): 229–32. http://dx.doi.org/10.2493/jjspe.89.229.

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46

Bizon, Nicu, Alin Gheorghita Mazare, Laurentiu Mihai Ionescu, Phatiphat Thounthong, Erol Kurt, Mihai Oproescu, Gheorghe Serban, and Ioan Lita. "Better Fuel Economy by Optimizing Airflow of the Fuel Cell Hybrid Power Systems Using Fuel Flow-Based Load-Following Control." Energies 12, no. 14 (July 19, 2019): 2792. http://dx.doi.org/10.3390/en12142792.

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In this paper, the results of the sensitivity analysis applied to a fuel cell hybrid power system using a fuel economy strategy is analyzed in order to select the best values of the parameters involved in fuel consumption optimization. The fuel economy strategy uses the fuel and air flow rates to efficiently operate the proton-exchange membrane (PEM) fuel cell (FC) system based on the load-following control and the global extremum seeking (GES) algorithm. The load-following control will ensure the charge-sustained mode for the batteries’ stack, improving its lifetime. The optimization function’s optimum, which is defined to improve the fuel economy, will be tracked in real-time by two GES algorithms that will generate the references for the controller of the boost DC-DC converter and air regulator. The optimization function and performance indicators (such as FC net power, FC electrical efficiency, fuel efficiency, and fuel economy) have a multimodal behavior in dithers’ frequency. Furthermore, the optimum in the considered range of frequencies depends on the load level. So, the best value could be selected as the frequency where the optimum is obtained for the most load levels. Considering a dither frequency of 100 Hz selected as the best value, the sensitivity analysis of the fuel economy is further analyzed for different values of the weighting parameter keff, highlighting the multimodal feature in the parameters for the optimization function and fuel economy as well. A keff value around of 20 lpm/W seems to give the best fuel economy in the full range of load.
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47

Liu, Jun, Zhen Bin Chen, Ming Wei Xiao, and Sheng Jun Jiang. "Economy and Emissions Characteristics of Emulsified Diesel Fuels from Diesel Engine." Advanced Materials Research 347-353 (October 2011): 3915–19. http://dx.doi.org/10.4028/www.scientific.net/amr.347-353.3915.

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To meet demands for improvements in the CO,NOx and smoke intensity and fuel economy from diesel engine,the emulsified diesel fuel are choose as alternative fuel .It is prepared through selecting appropriate compound-surfactants on the basis of the HLB (hydrophilic and lipop- hilic balance) value.Comparative experiments between the emulsified fuels and diesel are undertook based on engine bench test in the model 295A diesel engine without any modification. The results indicate that smoke intensity and NOx emissions are reduced greatly when using the emulsified fuels ,especially for those with glucose Solution.Besides,The fuel consumption of the emulsified fuels s are less than that of pure diesel and the economy characteristic from diesel engine is better.
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48

Pleshcheva, Vlada, and Daniel Klapper. "The Moderating Effect of Fuel Prices on the Market Value of Fuel Economy, Driving Intensity, and CO2 Emissions." Marketing ZFP 42, no. 1 (2020): 48–66. http://dx.doi.org/10.15358/0344-1369-2020-1-48.

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In this paper, we explore co-movements of the vehicle price sensitivity to fuel economy with changes in fuel prices. Previous literature has investigated the responsiveness of vehicle prices to fuel prices or fuel economy. We are interested in the interaction effect of fuel prices and fuel economy and answer the question of how exactly the market value of fuel economy depends on the fuel price. By looking at the role of fuel prices as a moderator for the market value of fuel economy, we are able to differentiate between consumers’ valuation of fuel economy versus their reaction to changes in fuel prices. We apply a hedonic price model to the German automobile market by using data on detailed technical specifications of high-sales vehicles of three consecutive model years. In contrast to previous research, where the marginal benefits of driving a car with a particular fuel economy remained constant, we allow it to vary with fuel prices. It enables us to investigate two sources of changes in the market value for fuel economy. The first source, as in the previous studies, corresponds to changes in the budget for driving a car, whereas the second source reflects changes in the capital investments in a better fuel economy. The total effect of these two sources may lead to either a decrease or an increase in the vehicle distance traveled. We study the differences in the impact of fuel prices for various car makes of both diesel and gasoline engines. Our results suggest that there are substantial differences in the market values of fuel economy between diesel and gasoline vehicles and their responsiveness to changes in fuel prices. Diesel cars are characterized by the more elastic price gradient of fuel economy to fuel prices compared to gasoline cars. The revealed high responsiveness of the market value of fuel economy to fuel prices results in an optimal annual driving intensity that is an increasing function of fuel prices. It implies that, during the period of investigation, the marginal benefit of driving a car of a specific fuel economy was higher than the corresponding fuel price effect on the budget for driving. Using the quantified impact of fuel prices on the market value of fuel economy, we also assess the implied changes in the kilometers driven with cars and the resulting CO2 emissions. The current study presents an empirical application of statistical analysis to a topic of interest to readers in the areas of quantitative economics and economic policy.
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49

Allcott, Hunt, and Christopher Knittel. "Are Consumers Poorly Informed about Fuel Economy? Evidence from Two Experiments." American Economic Journal: Economic Policy 11, no. 1 (February 1, 2019): 1–37. http://dx.doi.org/10.1257/pol.20170019.

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It is often asserted that consumers are poorly informed about and inattentive to fuel economy, causing them to buy low-fuel economy vehicles despite their own best interest. This paper presents evidence on this assertion through two experiments providing fuel economy information to new vehicle shoppers. Results show zero statistical or economic effect on average fuel economy of vehicles purchased. In the context of a simple optimal policy model, the estimates suggest that current and proposed US fuel economy standards are significantly more stringent than needed to address the classes of imperfect information and inattention addressed by our interventions. (JEL C93, D12, D83, D91, L62, Q48)
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50

Espey, Molly. "Watching the fuel gauge: An international model of automobile fuel economy." Energy Economics 18, no. 1-2 (April 1996): 93–106. http://dx.doi.org/10.1016/0140-9883(95)00050-x.

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