Primer on Automobile Fuel Efficiency and Emissions - Pollution Probe

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Inertia To increase speed, the engine and drivetrain must deliver enough energy to overcome a vehicle’s inertia. The heavier an object, the more inertia it has and the more energy is required to move that object. Thus, the less an automobile weighs, the less energy is needed to move it. In terms of automobile design, vehicle mass and inertia can be considered the same thing (“overcoming inertia” is how engineers describe the act of acceleration). An automobile coasting down the highway also has inertia, which must be overcome by the brakes to reduce speed (called deceleration). In other words, the energy invested (i.e., fuel consumed) in accelerating a vehicle is not actually lost until the brakes are applied. Brakes stop a vehicle by forcing a high-friction material against spinning iron discs or drums that are bolted to the wheels. This friction causes the car to slow and, eventually, to stop. Each time a car comes to a stop from a speed of 100 kilometres per hour, the brakes generate enough heat through friction to boil almost 300 ml of water (about a cup). This heat then dissipates to the surrounding atmosphere and is lost. In urban driving, inertia accounts for almost 6 per cent of energy consumed, due to frequent braking. In highway driving, where full braking is less frequent, only 2 per cent of the energy is lost. In summary, fuel is consumed by an automobile in amounts sufficient to meet internal losses and external loads. One way to reduce fuel consumption, therefore, is to reduce the amount of energy lost throughout the automobile system. More losses means less energy reaching the wheels where it is needed to move the automobile. Reducing the external loads is another way to reduce fuel consumption. Chapter three will discuss how these challenges are being addressed. 39 Chapter 2 | Automobile Energy Use, Efficiency and Emissions Explained
Table 2-1: Automobile System Energy Balance – Urban Driving vs. Highway Driving URBAN DRIVING HIGHWAY DRIVING Initial Fuel Energy 100 PER CENT 100 PER CENT Internal Energy Losses Engine (combustion heat and friction) 62.4 per cent 69.2 per cent Idling 17.2 per cent 3.6 per cent Accessories 2.2 per cent 1.6 per cent Drivetrain 5.6 per cent 5.4 per cent SUBTOTAL 87.4 PER CENT 79.8 PER CENT External Energy Loads Aerodynamic Drag 2.6 per cent 10.9 per cent Rolling Resistance 4.2 per cent 7.1 per cent Braking 5.8 per cent 2.2 per cent SUBTOTAL 12.6 PER CENT 20.2 PER CENT TOTAL ENERGY CONVERTED 100 PER CENT 100 PER CENT <strong>Primer</strong> on Automobile Fuel Efficiency & Emissions 40
Page 1 and 2: PRIMER ON AUTOMOBILE FUEL EFFICIENC
Page 3 and 4: POLLUTION PROBE’S PRIMER SERIES P
Page 5 and 6: JUNE 2009 Pollution Probe is please
Page 7 and 8: D R A F T C O P Y D R A F T C O P Y
Page 9 and 10: Chapter 5 BACKGROUND ON FUEL EFFICI
Page 11 and 12: CHAPTER 1 | EMISSIONS FROM AUTOMOBI
Page 13 and 14: ways to power automobiles, such as
Page 15 and 16: In the real world, however, combust
Page 17 and 18: TABLE 1-1, CONTINUED OXIDES OF NITR
Page 19 and 20: TABLE 1-1, CONTINUED OXIDES OF SULP
Page 21 and 22: This “enhanced greenhouse effect
Page 24 and 25: CHAPTER Chapter 2 TWO D R A F T C O
Page 26 and 27: BOX 2-1 Fuel economy improvements v
Page 28 and 29: Five Automobile Subsystems, continu
Page 30 and 31: Five Automobile Subsystems, continu
Page 32 and 33: % Energy Flow Within A Vehicle (val
Page 34 and 35: % % % % How an Internal Combustion
Page 36 and 37: The higher the compression ratio of
Page 38 and 39: Major forces on an automobile in mo
Page 42 and 43: CHAPTER THREE INCREASING Chapter 3
Page 44 and 45: Vehicle Weight, Safety and Fuel Eff
Page 46 and 47: FIGURE 3-1 Engine Size: Power versu
Page 48 and 49: Turbocharging and Supercharging Mos
Page 50 and 51: Table 3-2: Engine Technology and Fu
Page 52 and 53: Gasoline versus Diesel engines: Gas
Page 54 and 55: Reducing Drivetrain losses The Tran
Page 56 and 57: call parasitic loads on the cranksh
Page 58: Hybrid Electric Vehicles Today, the
Page 61 and 62: Parallel Architecture Internal Comb
Page 63 and 64: these battery options is expected t
Page 65 and 66: CHAPTER 4 | WHAT YOU CAN DO TO MAXI
Page 67 and 68: A poorly operating Emission Control
Page 69 and 70: Table 4-2: Aerodynamics and Roof Ra
Page 71 and 72: Plan trips wisely. When doing erran
Page 73 and 74: Consider your fuel options. Unless
Page 76 and 77: Purchasing a Vehicle When it comes
Page 78 and 79: A fuel consumption gauge is an inst
Page 80 and 81: CHAPTER FIVE BACKGROUND ON FUEL EFF
Page 82 and 83: and heavy. On average, the 1974 mod
Page 84 and 85: Fuel Efficiency Trends As discussed
Page 86 and 87: Table 5-1: CAFC Targets CAFC Standa
Page 88 and 89: egulations have been implemented wi
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U.S Federal Tier 1 Emissions Standa
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Table 5-3: California LEV II Emissi
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CHAPTER 6 | WHAT IS BEING DONE BY G
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Table 6-1: Green Levy Tax Rates Com
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ONTARIO Sales Tax Rebate — People
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sideration that will force automake
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of about €5,000 (CA$8,400) for th
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CHAPTER 7 | WHAT NEEDS TO BE DONE E
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EcoMobility for a Cleaner Environme
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This should also benefit automakers
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TORONTO OFFICE: 625 Church Street S
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Primer on Automobile Fuel Efficiency and Emissions - Pollution Probe

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