Lightweighting Impacts on Fuel Economy, Cost, and Component Losses

Brooker, Aaron; Ward, Jacob; Wang, Limin

doi:10.4271/2013-01-0381

Cited by 45 publications

(36 citation statements)

References 4 publications

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“…Although extreme lightweighting may negatively impact vehicle cost [30], fuel saving and lower power requirements can make it cost-effective for around 6 USD per kg of mass reduction in the case of EV, and up to 12 USD/kg for IC powered vehicles [31].…”

Section: Ic Engine Perspectivesmentioning

confidence: 99%

A Challenging Future for the IC Engine: New Technologies and the Control Role

Payri

Lujan

Guardiola

et al. 2014

Oil Gas Sci. Technol. – Rev. IFP Energies nouvelles

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-New regulations on pollutants and, specially, on CO 2 emissions could restrict the use of the internal combustion engine in automotive applications. This paper presents a review of different technologies under development for meeting such regulations, ranging from new combustion concepts to advanced boosting methods and after-treatment systems. Many of them need an accurate control of the operating conditions and, in many cases, they impose demanding requirements at a system integration level. In this framework, engine control disciplines will be key for the implementation and development of the next generation engines, taking profit of recent advancements in models, methods and sensors. According to authors' opinion, the internal combustion engine will still be the dominant technology in automotive applications for the next decades.Re´sume´-Un challenge pour le futur du moteur a`combustion interne : nouvelles technologies et roˆle du controˆle moteur -Les nouvelles normes sur les e´missions, en particulier le CO 2 , pourraient re´duire l'utilisation du moteur a`combustion interne pour les ve´hicules. Cet article pre´sente une revue de diffe´rentes technologies en cours de de´veloppement afin de respecter ces normes, depuis de nouveaux concepts de combustion jusqu'a`des syste`mes avance´s de suralimentation ou de post-traitement. La plupart de ces technologies demande un controˆle pre´cis des conditions de fonctionnement et impose souvent de fortes contraintes lors de l'inte´gration des syste`mes. Dans ce contexte et en profitant des dernie`res avance´es dans les mode`les, les me´thodes et les capteurs, le controˆle moteur jouera un roˆle clef dans la mise en oeuvre et le de´veloppement de la prochaine ge´ne´ration de moteurs. De l'avis des auteurs, le moteur ac ombustion interne restera la technologie dominante pour les ve´hicules des prochaines de´cennies.

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Section: Ic Engine Perspectivesmentioning

confidence: 99%

A Challenging Future for the IC Engine: New Technologies and the Control Role

Payri

Lujan

Guardiola

et al. 2014

Oil Gas Sci. Technol. – Rev. IFP Energies nouvelles

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“…The possible distortion generated by the mass allocation applied in the LCSA framework might be exacerbated in the future with the increase in electrified vehicles. With the use of regenerative braking systems, the mass of a vehicle becomes even less of an impact factor on its energy consumption in the use phase because kinetic energy is recuperated while braking (Redelbach et al, 2012;Brooker et al, 2013).…”

Section: Methodsological Limitations and Challengesmentioning

confidence: 99%

Introducing a product sustainability budget at an automotive company—one option to increase the use of LCSA results in decision-making processes

Tarne

Lehmann

Kantner³

et al. 2018

Int J Life Cycle Assess

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Purpose:The assessment and improvement of sustainability impacts of products is integral to achieve sustainable development. A way to assess the impact of a product over its entire life cycle on all three dimensions of sustainability (environment, economy and society) is Life Cycle Sustainability Assessment (LCSA). LCSA suggests to carry out three complementary assessments: Life Cycle Assessment (LCA), Life Cycle Costing (LCC) and Social Life Cycle Assessment (S-LCA). While LCA is widely applied across various industries, the use of LCSA at industrial companies is still scarce. This is, inter alia, due to the challenges in data acquisition in S-LCA and missing support in decision making based on LCSA results as well as their implementation in the decision processes at companies. This thesis aims at remediating these shortcomings to achieve its overarching goal: Increasing the applicability of LCSA to identify and implement product sustainability improvement potential. For this, three research objectives were defined to address the main impediments. First, an approach to select social indicators and to focus primary data collection in S-LCA. Second, a method to interpret LCSA results for decision makers. Third, a mechanism to integrate LCSA based results into product-related decision making at an automotive company. Methods:To put the LCSA framework into practice at an automotive company, it was applied to the component level of a vehicle to assess the impact of every component over its life cycle. In the proposed framework, criticality scores for every LCSA dimension were defined. They were calculated based on the relative performance of a component in the respective LCSA dimension (LCA, LCC and S-LCA) to the rest of the components of the assessed vehicle. This conceptual approach formed the bearing for the integration of the individual research objectives. The three research objectives were addressed in individual publications. The results of these separate papers were combined to increase the applicability of the conceptual approach of the LCSA framework. Multi-Regional Input-Output (MRIO) databases were assessed regarding their possible use to address the first research objective.The findings were applied to enable an assessment of the S-LCA dimension in the LCSA framework.A study on the weighting of sustainability dimensions by decision makers in an automotive company was carried out to tackle the second research objective. The results were used to determine an overall LCSA impact result for every component of a vehicle. To address the third research objective, the customer added value of product sustainability features was investigated. The results were used to create a mechanism that enabled the integration of the assessment results of the LCSA framework alongside other indicators in product-related decision processes at an automotive company. Results:Supply chain analysis based on MRIO analysis did not offer substantial support for focusing primary data collection in S-LCA. Therefore, a material-based appr...

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“…Prior studies have examined the relationship between vehicle mass reduction and fuel economy improvements for different types of vehicles. 16,[45][46][47] The fuel savings estimates adopted for this study are based on the WorldAutoSteel Energy and GHG model for mid-size vehicles, using a US driving cycle (SAE J1711) and accounting for engine resizing to maintain constant 0-100 km/h acceleration. 48 Use-phase savings are calculated by applying these relationships to the mass reductions considered in Tables 1 and 2 43 The projected fuel mix for electricity generation was based on AEO 2012.…”

Section: Modeling Of Energy Use Impacts Of Lightweighted Us Vehicle Fmentioning

confidence: 99%

Vehicle lightweighting energy use impacts in U.S. light-duty vehicle fleet

Das

Graziano

Upadhyayula

et al. 2016

Sustainable Materials and Technologies

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In this article, we estimate the potential energy benefits of lightweighting the light-duty vehicle fleet from both vehicle manufacturing and use perspectives using plausible lightweight vehicle designs involving several alternative lightweight materials, low-and high-end estimates of vehicle manufacturing energy, conventional and alternative powertrains, and two different market penetration scenarios for alternative powertrain light-duty vehicles at the fleet level. Cumulative life cycle energy savings (through 2050) across the nine material scenarios based on the conventional powertrain in the U.S. vehicle fleet range from-29 to 94 billion GJ, with the greatest savings achieved by multi-material vehicles that select different lightweight materials to meet specific design purposes. Lightweighting alternative-powertrain vehicles could produce significant energy savings in the U.S. vehicle fleet, although their improved powertrain efficiencies lessen the energy savings opportunities for lightweighting. A maximum level of cumulative energy savings of lightweighting the U.S. light-duty vehicle through 2050 is estimated to be 66.1billion GJ under the conventional-vehicle dominated business-as-usual penetration scenario.

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Lightweighting Impacts on Fuel Economy, Cost, and Component Losses

Cited by 45 publications

References 4 publications

A Challenging Future for the IC Engine: New Technologies and the Control Role

A Challenging Future for the IC Engine: New Technologies and the Control Role

Introducing a product sustainability budget at an automotive company—one option to increase the use of LCSA results in decision-making processes

Vehicle lightweighting energy use impacts in U.S. light-duty vehicle fleet

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