Partnership for a New Generation of Vehicles’ Fuel Economy Goal: Evaluation of Trade-Offs Along the Path

2001 ◽  
Vol 1750 (1) ◽  
pp. 3-10 ◽  
Author(s):  
Danilo J. Santini ◽  
Anant D. Vyas ◽  
John L. Anderson ◽  
Feng An
Keyword(s):  
Fuel Economy ◽  
Trade Offs ◽  
New Generation

Vehicle attribute trade-offs to meet the 2025 CAFE fuel economy target

2016 ◽  
Vol 49 ◽  
pp. 154-171 ◽  
Author(s):  
Jason M. Luk ◽  
Bradley A. Saville ◽  
Heather L. MacLean
Keyword(s):  
Fuel Economy ◽  
Trade Offs

II — A. Lister

1985 ◽  
Vol 38 (3) ◽  
pp. 431-435 ◽  
Author(s):  
A. Lister
Keyword(s):  
Long Range ◽  
Fuel Economy ◽  
Air Travel ◽  
Tank Capacity ◽  
Engine Failure ◽  
New Generation

Several years ago, when Airbus Industrie launched their twin-engined A 300 Airbus, it became apparent that a new generation of long-range aircraft was about to add a different facet to the shape of international air travel. The enormous power available from the big fan engines coming into use meant that adequate performance was available even when an engine failure meant the loss of half the installed thrust. Coupled to this was a standard of fuel economy and tank capacity which meant that the new aircraft were capable of operating over ranges far in excess of those previously attained by twin-engined aircraft.

Impact of Generational Commonality of Short Life Cycle Products in Manufacturing and Remanufacturing Processes

2020 ◽  
Vol 142 (12) ◽  
Author(s):  
Jinju Kim ◽  
Harrison M. Kim
Keyword(s):  
Life Cycle ◽  
Environmental Problems ◽  
Utilization Rate ◽  
Short Life ◽  
Trade Offs ◽  
Technological Advances ◽  
Technological Obsolescence ◽  
New Generation ◽  
The Impact ◽  
Short Life Cycle Products

Abstract Short life cycle products are frequently replaced and discarded, even though they are resource-intensive products. Technological advances and rapid changes in demand have led manufacturers to develop their innovative next-generation products quickly, which not only enables multiple generations to coexist in the market but also speeds up the technological obsolescence of products. Diversity of collected end-of-life (EoL) and rapid technological obsolescence make the effective recovery of EoL products difficult. The low utilization rate of EoL products causes serious environmental problems such as e-waste and waste of natural resources. To deal with the conflict between the technical evolution of products and the promotion of social benefits in solving environmental problems, this paper focuses on the impact of generational commonality effects on the overall production process including manufacturing and remanufacturing. Generational commonality leads to an increase in the efficiency of manufacturing due to reducing related costs. Additionally, from the remanufacturing perspective, the interchangeability between generations can help collect the EoL products needed for remanufacturing. On the other hand, it causes a weakening of the level of performance and technology evolution between generations that significantly affect the demand for short life cycle products. Therefore, this study identifies these trade-offs of generational commonality levels in both manufacturing and remanufacturing based on a quantitative approach. This study finds how different pricing strategies, production plans, and recovery costs are based on the designs of a new generation with a different degree of generational commonality.

The Capacity of Superfinished Vehicle Components to Increase Fuel Economy

2007 ◽  
Author(s):  
Lane Winkelmann ◽  
Omer El Saeed ◽  
Matt Bell
Keyword(s):  
Fuel Economy ◽  
Operating Temperature ◽  
Field Testing ◽  
Extreme Pressure ◽  
Additive Package ◽  
Vibratory Finishing ◽  
Low Viscosity ◽  
Lower Viscosity ◽  
Vehicle Components ◽  
New Generation

The lubricant industry is emphasizing the use of low-viscosity lubricants to increase fuel economy. Fuel mileage increases as high as 8% are claimed when conventional engine and driveline lubricants are replaced with new-generation products. Low viscosity lubricants, however, must contain more robust anti-wear and extreme pressure additives to counteract their reduced λ ratio. Consequently, switching to lower viscosity lubricants in order to gain fuel economy entails risk. Should the additive package fail to perform, engine, transmission, and drivetrain components will be seriously damaged. It seems appropriate then, to attempt to increase the λ ratio for low viscosity lubricants. This, of course, can be done by reducing surface roughness. Superfinishing the surface using chemically accelerated vibratory finishing is a practical and well proven approach for accomplishing this. This paper will present data from both laboratory and field testing demonstrating that superfinished components exhibit lower friction, operating temperature, wear and/or higher horsepower, all of which translate directly into increased fuel economy.

1997 Soichiro Honda Lecture: Pathways to Achieving a New Generation of Engines for Personal Transportation

1999 ◽  
Vol 122 (2) ◽  
pp. 345-354
Author(s):  
Gary L. Borman
Keyword(s):  
Fuel Economy ◽  
Fuel Efficiency ◽  
First Century ◽  
World Population ◽  
Major Contributor ◽  
Engine Design ◽  
Personal Transportation ◽  
Safety Considerations ◽  
New Generation ◽  
Vehicle Size

As we move into the twenty-first century the spread of affluence to a greater portion of an ever growing world population, coupled with dwindling reserves of crude oil, will make it imperative that we simultaneously protect our environment and enhance the fuel efficiency of transportation vehicles. Although reduced vehicle weight is the major contributor to conservation, it is argued that safety considerations limit vehicle size reduction. The engine thus remains an important component in meeting the needs of the new century; it is the primary subject of this lecture. The lecture first specifies those areas of engine design which provide the best opportunities for changes that will meet the needs of fuel economy and reduced emissions at an affordable cost. The discussion then concentrates on defining the pathways to achieving such goals. In particular, the tools available to perform the needed studies are discussed. The lecture ends with a discussion of the types of programs and methods of technical interchange required to produce a new generation of engines. [S0742-4795(00)00202-7]

Material Development Challenges in High Density Pakaging of Advanced VLSI Memory Devices

1989 ◽  
Vol 167 ◽  
Author(s):  
Steven D. Prough ◽  
D. Elaine Pope
Keyword(s):  
High Density ◽  
Memory Storage ◽  
Semiconductor Memory ◽  
Surface Protection ◽  
Package Design ◽  
Material Development ◽  
Trade Offs ◽  
Die Surface ◽  
New Generation ◽  
High Density Packaging

AbstractAdvances in semiconductor memory storage technology are making possible the development of high density memory cards for hand held and portable product applications. This in turn is driving development of ever denser, ultra-thin component packages. Both materials and package design must be more robust in order for next generation packages to withstand surface mount reflow soldering stresses. Trade-offs among ercapsulant properties may be possible in view of new interconnect, die surface protection and leadframe design technologies which are being adopted for high density packaging. Materials and packaging engineers are challenged to capitalize on opportunities offered by these changes in order to optimize strength and moisture resistarnce in developing encapsulating materials for the new generation of packages.

scholarly journals Automobiles on Steroids: Product Attribute Trade-Offs and Technological Progress in the Automobile Sector

2011 ◽  
Vol 101 (7) ◽  
pp. 3368-3399 ◽  
Author(s):  
Christopher R Knittel
Keyword(s):  
Automobile Industry ◽  
Fuel Economy ◽  
Technological Progress ◽  
Product Attribute ◽  
Power Characteristics ◽  
Trade Offs ◽  
Engine Power

This paper estimates the technological progress that has occurred since 1980 in the automobile industry and the trade-offs faced when choosing between fuel economy, weight, and engine power characteristics. The results suggest that if weight, horsepower, and torque were held at their 1980 levels, fuel economy could have increased by nearly 60 percent from 1980 to 2006. Once technological progress is considered, meeting the CAFE standards adopted in 2007 will require halting the trend in weight and engine power characteristics, but little more. In contrast, the standards recently announced by the new administration, while attainable, require nontrivial "downsizing.” JEL: L50, L60

Assessment of Capital Requirements for Alternative Fuels Infrastructure Under the Partnership for a New Generation of Vehicles Program

1998 ◽  
Vol 1641 (1) ◽  
pp. 123-129 ◽  
Author(s):  
Kevin Stork ◽  
Margaret Singh ◽  
Michael Wang ◽  
Anant Vyas
Keyword(s):  
Fuel Economy ◽  
Alternative Fuels ◽  
Capital Requirements ◽  
Fuel Production ◽  
Fuel Demand ◽  
Production And Distribution ◽  
Reformulated Gasoline ◽  
Low Sulfur ◽  
New Generation ◽  
Light Duty Vehicles

An assessment of the capital requirements associated with six different fuels in light-duty vehicles being developed by the Partnership for a New Generation of Vehicles to achieve tripled fuel economy is presented. The six fuels include two petroleum-based fuels (reformulated gasoline and low-sulfur diesel) and four alternative fuels (methanol, ethanol, dimethyl ether, and hydrogen). Estimates of the cumulative capital needs for establishing fuel production and distribution infrastructure to accommodate the fuel needs of tripled fuel economy (3X) vehicles are developed. Two levels of fuel volume—11 000 m3 (70,000 barrels) per day and 254 000 m3 (1.6 million barrels) per day—were established for meeting 3X-vehicle fuel demand. As expected, infrastructure capital needs for the high fuel demand level are much higher than for the low fuel demand level. Between fuel production infrastructure and distribution infrastructure, capital needs for the former far exceed those for the latter. Among the four alternative fuels, hydrogen bears the largest capital needs for production and distribution infrastructure.

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