Powering or de-powering future vehicles to reach low carbon outcomes: the long term view 1930–2020

Cousins, Steven H.; Bueno, J. Garcia; Coronado, Osmar

doi:10.1016/j.jclepro.2006.05.023

Cited by 18 publications

(9 citation statements)

References 3 publications

(3 reference statements)

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“…A full approach to lightweighting therefore needs to consider what materials can be substituted for others, component downsizing and decompounding, fabrication methods, and whether components can be combined to reduce their number (Verbrugge et al 2009;Merklein, Geiger 2002;Cousins et al 2007). Fortunately, the main methods for lightweighting the largest vehicle systems can be based on the materials substituted for currently used materials, normally common ductile steels.…”

Section: Lightweighting Scenariosmentioning

confidence: 99%

Optimal Implementation of Lightweighting and Powertrain Effi Ciency Technology in Passengers' Vehicles

et al. 2012

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Improving powertrain efficiency and reducing vehicle weight are two options for reducing vehicle energy use, emissions, and operating cost that often increase the purchase cost of passenger vehicles. Increasing drivetrain efficiency shrinks the potential for reducing energy use by lightweighting and conversely lighter vehicles benefit less from efficiency improvement. This paper describes a methodology for finding the optimum combination of lightweighting and efficiency measures to achieve minimum lifetime vehicle cost. Using representative technology cost assumptions for a mid-sized passenger car, marginal efficiency improvement in the range of 20 to 30% and lightweighting between 200 and 600 kg are optimal, depending strongly on marginal cost curve characteristics. A reduction in the total cost of vehicle ownership of between 18 and 42% is possible for the representative technology implementation scenarios. In the absence of reliable cost data, a general strategy of designing lightweight vehicles with lower powertrain efficiency or else higher-efficiency powertrains which are integrated in heavier vehicles is recommended.

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Section: Lightweighting Scenariosmentioning

confidence: 99%

Optimal Implementation of Lightweighting and Powertrain Effi Ciency Technology in Passengers' Vehicles

et al. 2012

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“…For example, authors have considered: the contribution of LCVs to sustainable transport systems (Gilbert and Perl, 2007;Moriarty and Honnery, 2008;Wootton, 1999); the development of propulsion technologies (e.g. Duke et al, 2009;Lee et al, 2010); the role of government (Cousins et al, 2007;Marsden and Rye, 2010); the CO 2 substitution effect (Brady and O'Mahony, 2011;Bristow et al, 2008;Smith, 2010); the potential of different types of propulsion to meet various different duty cycles (Offer et al, 2011(Offer et al, , 2010Van Bree et al, 2010); and the challenges posed by the widespread production and uptake of LCVs, including development of refuelling infrastructure, battery production and vehicle range (Ogden and Nicholas, 2011;Sentance, 2009). At the same time, some consideration has been given to consumer attitudes to new technologies, focusing particularly on the barriers presented by substantial mediumterm price differentials when compared to existing petrol and diesel driven vehicles (Lane and Potter, 2007;Mourato et al, 2004;Potoglou and Kanaroglou, 2007).…”

Section: Literature Reviewmentioning

confidence: 99%

Capturing the economic benefits of a transformative shift to low carbon automobility

2012

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The policy framework to encourage the manufacture and adoption of low carbon vehicles presents new opportunities for traditional automotive manufacturing regions. This article examines such opportunities in the West Midlands region of the UK, where the automotive ‘cluster’ remains significant and where failure to adapt to changing markets could have adverse economic and social consequences. Our analysis argues that the region needs to capitalise on existing strengths at the upper end of the technology spectrum and establish itself as a leader in the area of low carbon vehicle technologies. In doing so, it is recognised that a coordinated and holistic approach is required, involving multiple layers of government, in order to support industry in the development and application of new technologies, and critically, to overcome barriers to consumer acceptance and adoption. The article finds that, whilst the West Midlands experience to date demonstrates the effectiveness of a joined-up and holistic approach to policy delivery, much more attention needs to be paid to a demand push if potential economic benefits are to be maximised. As a cautionary point, the article also questions the sustainability of the partnership approach to policy delivery given the abolition of regional government in the UK.

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“…The result is that much of the gains already achieved in engine efficiency have been offset by heavier and higherperformance vehicles, and rising energy use for vehicle air-conditioning, power steering, entertainment, safety and information systems. The difficulties are evident from a recent U.K. study [46], which examined data from the EU and found that attempts to improve vehicle efficiency over the past 50 years had achieved very little.…”

Section: Improving Fuel Efficiencymentioning

confidence: 99%

The prospects for global green car mobility

Moriarty

Honnery

2008

Journal of Cleaner Production

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Powering or de-powering future vehicles to reach low carbon outcomes: the long term view 1930–2020

Cited by 18 publications

References 3 publications

Optimal Implementation of Lightweighting and Powertrain Effi Ciency Technology in Passengers' Vehicles

Optimal Implementation of Lightweighting and Powertrain Effi Ciency Technology in Passengers' Vehicles

Capturing the economic benefits of a transformative shift to low carbon automobility

The prospects for global green car mobility

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