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Progress Report on Clean and Efficient Automotive Technologies Under Development at EPA

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Progress Report on Clean and Efficient Automotive Technologies Under Development at EPA Office of Transportation EPA420-R-04-002 and Air Quality January 2004 Progress Report on Clean and Efficient Automotive Technologies Under Development at EPA Interim Technical Report Printed on Recycled Paper (This page is intentionally blank.) EPA420-R-04-002 January 2004 Progress Report on Clean and Efficient Automotive Technologies Under Development at EPA Interim Technical Report Advanced Technology Division Office of Transportation and Air Quality U.S. Environmental Protection Agency NOTICE This Technical Report does not necessarily represent final EPA decisions or positions. It is intended to present technical analysis of issues using data that are currently available. The purpose in the release of such reports is to facilitate an exchange of technical information and to inform the public of these technical developments. Authors and Contributors The following EPA employees were major contributors to the development of this technical report: Jeff Alson Dan Barba Jim Bryson Mark Doorlag David Haugen John Kargul Joe McDonald Kevin Newman Lois Platte Mark Wolcott Report Availability An electronic copy of this technical report is available for downloading from EPA’s website: http://www.epa.gov/otaq/technology.htm Jan 2004 Progress Report on Clean and Efficient Automotive Technologies page 4 Table of Contents Abstract........................................................................................................................................... 6 Executive Summary ....................................................................................................................... 7 1. Introduction.......................................................................................................................... 14 2. Overview of Individual Technologies.................................................................................. 15 3. Key Design Features for Hydraulic Hybrid Vehicle Technology Packages...................... 27 4. Vehicle Technology Packages and Modeling Scenarios.................................................... 52 5. Projection of Fuel Economy Improvement Potential......................................................... 54 6. Projection of Incremental Vehicle Cost .............................................................................. 62 7. Projection of Payback Period and Lifetime Savings .......................................................... 71 End Notes - References................................................................................................................ 76 Appendices.................................................................................................................................... 77 Appendices Appendix A: Sensitivity Analysis with Reduced Roadload Scenarios Appendix B: Discussion of Efficiency Benefits of and Design Options for Increasing Average Engine Load Factor Appendix C: Description of EPA’s Variable Displacement Engine Design Appendix D: Description of EPA’s Variable Compression Ratio Engine Design Appendix E: Engine Maps Appendix F: Hydraulic Pump/Motor Maps Appendix G: Derivation of Base Roadload Specifications Appendix H: Detailed City/Highway Fuel Economy Results Appendix I: FEV Report - Cost and Fuel Economy Comparison of Diesel and Gasoline Powertrains in Passenger Cars and Light Trucks Appendix J: FEV Report - Variable Compression Ratio and Variable Displacement Engine Cost Appendix K: Price Factors: Price per Unit Weight by Component System Appendix L: Incremental Cost Calculations by Technology Scenario Appendix M: Methodology for Brake Savings Appendix N: Calculations of Payback by Technology Appendix O: Review by External Organizations Jan 2004 Progress Report on Clean and Efficient Automotive Technologies page 5 Abstract This progress report summarizes the status of several automotive powertrain technologies under development in EPA’s Clean Automotive Technology program: hydraulic hybrid drivetrains, clean diesel engines, and variable displacement engines. The economic projections in this progress report are based on a longer-term, high-volume scenario where the economies of scale and relative profit for the advanced technology vehicles approach those for high-volume conventional vehicles today. Costs will undoubtedly be higher during a transition period when economies of scale will be much lower and there will be a series of necessary up-front investments, but estimates of these temporary transition costs are beyond the scope of this paper. On the other hand, costs may ultimately be lower than those projected here for any technology that truly achieves long-term market maturity, as that type of sustained market share would no doubt justify continued cost reduction that cannot be predicted at this time. Various combinations of the new technologies included in this progress report could “payback” to the consumer in 1 to 10 years, depending on the personal vehicle type and technology package. All of these technology packages could provide net vehicle lifetime savings for consumers--ranging from $1000 to $3000 for most cases--as discounted operating savings over time more than offset higher initial vehicle prices. The maximum vehicle fuel economy improvement and lifetime savings are achieved with a clean diesel engine (with or without variable displacement) and a full hydraulic hybrid drivetrain with engine-off strategy. A central assumption in this analysis is that the addition of the new powertrain technologies do not change vehicle size, acceleration, or range. As no new lightweight materials are assumed, overall vehicle weights increased by from 30 to 250 kilograms due to the added components in the various technology packages. In every case, these new automotive powertrain technologies payback for an owner of a larger personal vehicle more quickly than they do for an owner of a smaller personal vehicle. These new technologies would payback in large sport utility vehicle (SUV) applications with 4-wheel drive in 1-5 years and would payback in midsize car applications with 2-wheel drive in 3-10 years, based on current fuel prices. Jan 2004 Progress Report on Clean and Efficient Automotive Technologies page 6 Executive Summary This progress report primarily addresses four technology approaches with which EPA has direct experience, due to active in-house projects under EPA’s Clean Automotive Technology program: mild hydraulic hybrid drivetrain, with both engine-on (where the engine is always on unless shut off) and engine-off (with engine on and engine off cycling) strategies full hydraulic hybrid drivetrain, with both engine-on and engine-off strategies clean diesel engine variable displacement engine Hydraulic hybrid drivetrains have been a core focus of EPA’s Clean Automotive Technology program since the mid-1990s. EPA has cooperative research and development agreements (CRADAs) with Eaton Corporation, Parker-Hannifin, and the Ford Motor Company. Much of EPA’s early research focused on the design of individual hydraulic hybrid components optimized for passenger vehicle applications (i.e., smaller, lighter, and more efficient), but more recently EPA has been working with its private sector partners to demonstrate complete hydraulic hybrid drivetrains in specific vehicle applications. For example, EPA recently built a mild hydraulic hybrid urban delivery vehicle that competed in the Michelin Bibendum Challenge in September 2003 and won a gold medal for fuel efficiency and a silver medal for acceleration performance. EPA is currently building a full hydraulic series hybrid urban delivery truck that will have further fuel economy and performance improvements. Clean Diesel Combustion is a second core focus of EPA’s in-house research and development program. EPA has demonstrated the lowest diesel engine-out nitrogen oxide emissions levels ever reported in the literature, and is in discussions with several private sector organizations on potential future partnerships to further develop this technology. Since it is premature to make cost projections for Clean Diesel Combustion, this report uses a combination of conventional diesel engine technology along with emissions aftertreatment technology (both for particulate matter and oxides of nitrogen emissions) as a basis for costing out clean diesel engine technology, and as a first-order surrogate for the costs that would be associated with Clean Diesel Combustion. Variable displacement refers to a specific engine concept developed by EPA that divides the engine into two separate modules, each with its own crankshaft, that allows one-half of the engine to be shut down and the other half to be operated at a much more efficient level, during low-load vehicle operation. EPA is currently in the process of considering a prototype engine to further evaluate this concept. EPA is also optimistic about the potential of electric hybrid and fuel cell vehicle technologies, but they are not included in this progress report because they are not part of EPA’s Clean Automotive Technology research and development program. While there are some comparable Jan 2004 Progress Report on Clean and Efficient Automotive Technologies page 7 cost analyses that exist for hybrid electric vehicles (HEV)1, EPA does not at this time have the ability to project future HEV costs with confidence. EPA is optimistic that the consumer payback of electric hybrid vehicles will continue to improve in the future. Honda and Toyota currently offer three hybrid electric models in the US market and reports
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