Modern trends In Automobile.docx
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Modern trends In Automobile.docx
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ModerntrendsInAutomobile
Seminarreporton...
ModerntrendsInAutomobile
A
Report
Submittedinpartialfulfilmentoftherequirementfortheawardofthe
DIPLOMAINMECHANICALENGINEERING
To
MAHARASHTRASTATEBOARDOFTECHNICALEDUCATION
MUMBAI.
Submittedby
Mr.GaikwadHarshal
GUIDEDBY
PROF.SSANCHETI
DEPARTMENTOFMECHANICALENGINEERING
S.H.H.J.B.POLYTECHNIC,CHANDWAD.
NEMINAGAR,CHANDWAD,NASIK.
2009-2010.
CERTIFICATE
BOARDOFTECHNICALEDUCATIONMUMBAI
S.H.H.J.B.POLYTECHNIC,CHANDWAD.
CERTIFICATE
THISISTOCERTIFYTHAT,
Mr.GaikwadHarshal
HASSATISFACTORYCOMPLITEDTHEREPORTON
ModernTrendsInAutomobile
&
SUBMITTEDTHEREPORTPRESENTATIONBYB.T.EFOR
DIPLOMAINMECHANICALENGINEERING.
DURINGTHEACADEMICYEAROF2009-2010.
Prof.S.SanchetiHEADOFMECHANICALPRINCIPAL
PROJECTGUIDEENGG.DEPARTMENTS.H.H.J.BPOLY.
CONTENT
CHAPTERNO.
PARTICULAR
PAGENO
1
CERTIFICATE
2
ACKNOWLEDGEMENT
3
ABSTRACT
4
CONTENT
5
INTRODUCTION
6
AutomobileFuels
7
OnRoadFueleconomy
8
ResultsForOnOnRoadFueleconomy
9
NEWCARFUELECONOMY
10
Newvehiclesales
11
Longtermtrendsinnewcarsales
12
IMPACTOFDIESELS–AMBIGUOUS
13
THERACEFORWEIGHT,POWER,ANDSPEED
14
Fuelconsumptiontopowerratiofornewcars
15
CHANGINGTHETRENDS
16
TRENDSINACDRIVEAPPLICATIONS
17
Improveengineefficiency
18
VehicleSelection
19
ACKNOWLEDGMENT
ThispaperwaswrittenwiththesupportoftheUniversityofCaliforniaTransportationCenter.Theauthor
alsoacknowledgesthesupportofEMBARQ,theWorldResourceCenterforSustainableTransport,andits
globalstrategicpartners,theShellFoundationandtheCaterpillarFoundation.Theauthoracknowledges
assistancefromFantaKamakate(TheICCT,SanFrancisco);StephenPerkins(ECMT,Paris),N.Doi,(the
EnergyDataandModelingCenter,Tokyo),KristianBodek(MIT),UweKuhnert(DIW,Berlin)Andrea
Ketoff(Assominera,Roma),ShinjiNitta,(MinistryofLand,InfrastructureandTransport,Tokyo),Theo
Zacharides(Cyprus),andHadiDowlabati(UnivofBritishColombia).AnonymousTRBrefereesprovided
valuableinsightsaswell.
ABSTRACT
Therapiddevelopmentofelectronicsystemsinautomotivevehicleshasbeendrivenfordecades
byconstantlygrowingrequirementsoflegislationforenvironmentalprotection,aswellasrising
demandsoftheend-usertoimprovefueleconomy,safety,drivingcomfortanddriving
excitement.Themanufacturersofmobileworkmachinesalsoseethemselvesincreasingly
confrontedwiththeserequirements.CanRobertBoschGmbHusethetechnicalexperiences
fromautomobilesalsointhisareatoefficientlydevelophigh-qualityelectronicsystems.
INTRODUCTION
ThewordautomobileismadeupoftwowordsI,e.autoandmobile.Autoisselfpropelledandmobileisvechiclesandmeaningofthesetwowordsis“selfpropelledvechile”.
NowadaystheIndianautomobilemarketinworldisinsecondrank.
FirstthetechnologygaparebeingbrigednotonlybetweenIndiaandworldbutalsothepresentandfuture.Almosteveryplayerisintroducingnewengineswhicharesmallerbutpowerful,lighyerbutefficient.
1.AUTOMOBILES,FUELANDCO2INALONGERTERMPERSPECTIVE
Energyusedandtravelfortransportpurposeinwealthycountriesisdominatedbyautomobiles.whilefueleconomyimprovementandsomeslowingoftheriseinownershipanduseofautomobilehaslowerthegrowthfueluse,thesevehiclesareaccountrouflyfor9%oftotalenergyusedinoecdcountries.Theirshareintotalenergyuseindevelopingcountriesissmaller,butrisingrapidly
(2).Sincemostallfuelisfromoilproductsornaturalgas,automobilesalsoaccountforasignificantamountofglobalreleaseofcarbondioxide,themaingreenhousegasassociated
withclimatechange.Hencetheautomobileanditsenergyuseisacentralfocusofenergyandenvironmentalauthoritiesinalmosteverycountry.
Thispaperfocusesonautomobilefueleconomy,definedasfuelusepertraveledofautomobilesandhouseholdlighttrucks.Bypayingsomeattentiontocarownershipanduse,aswellasnewvehiclecharacteristicslikeweight,power,andfuel,policymakersgainofunderstandingofwhatiscausingtotalfuelusetorise,andwhatcomponentsofthatrisemightbechangingtowardsrestraintoffueluse.
ThisworkupdatesaseriesofpapersbySchipperandco-workers.Schipperetal.(3,4)setoutsomeofthedifficultiesfacingdevelopmentofdataandsubsequentanalysisofthecomponentsofautomobilefueluse,particularlyincountriesliketheUnitedStates,whereactualfueluseisnotsurveyedandvehicleusageonlyinferredfrominfrequenttravelsurveys.
2.ONROADFUELECONOMY-APPROACH
Wehaveupdatedthefiguresforon-roadfueleconomyfrompreviouswork.Whilethenationaldatasourcesaresimilarthoseusedpreviously(seeAppendix),thosefromFrance,UK,andJapanhavemoredetailsandexpandedcoveragethanpreviously.Asweshallargue,understandingon-roadfueleconomy(andconsequentCO2emissions)iscriticalforbothinterpretinghowchangingfuelpricesandotherconditionshavechangedvehicleuseandvehiclepurchases,andforestimatingtheimpactsoffuturepoliciesandtechnologiesWhateverthetestedorhoped-forfueleconomyandemissionswere,theatmosphereseestherealemissions.
Nationalauthoritieshavethreeapproachestoestimatingfueleconomyandvehicleusage.Themostaccuratefieldssurveysofthousandsofdriverstorecordannualfueluseandannualvehicles(Australia,Canada,France,Netherlandsuntil1998,theUSintheearly1980s).Somecountriessurveypartsofthiscouplet,Swedenforvehicleuseforexample.Asavariant,itispossibletoderiveannualvehicleusefromnationaltravelsurveysiftheserepresentallseasonsanddaysoftheweek.Itisalsopossibletoestimatefuelusefromhouseholdbudgetsurveysifrespondentsalsosupplyaveragepricesoffueltheypaid.Theseapproachesarebottom-up.
3.RESULTSFORONROADFUELECONOMY
Figure1showson-roadfueleconomyforsixcountries:
US,Japan,UK,France,Germany,andItaly,withGermanyrepresenting“western”Germanybefore1995andallGermanyfrom1991,leavingfouroverlappingyears.DieselandLPGareincludedatgasolineequivalentsdefinedabove.
4.NEWCARFUELECONOMY
Newcarfueleconomy,asmeasuredbytestsandweightedbysales,isanimportantindicatorofhowon-roadfueleconomywillbehaveasthefleetisrenewed.Butacautionarynoteisimportant.Ref.(5)andreferencesthereinhaveemphasizedtheenormousuncertaintiesininterpretingsales-weightedtestvaluesofvehicles.Whilesuchindicatorsareextremelyimportantindeterminingtheoverallimpactoftechnologyand
consumerchoice,theyareverydifficulttotranslateintoon-roadvaluesthatcanbematchedderivedfrombottom–upsurveysortop-downanalysisappliedtotheentirestock.Ref.(18)andotherUS
EPAsourcesmakesomeestimatesoftheapproximatetranslationofCAFÉtestvaluesofeachmodelyearEPAsourcesmakesomeestimatesoftheapproximatetranslationofCAFÉtestvaluesofeachmodelyearintoon-roadthatareremarkablyrealistic.Forthe1996-2005period,forexample,(18)estimatedonroadMPGofthecombinednewcarandlighttrucksalesat21.3+-0.2MPG,remarkablyclosetotheestimatethatasnotfluctuatedverymuch.Werethe“realvalues”forthesecarsthatwouldbemeasuredby
surveysmuchdifferent,theonroadestimateswouldnothavebeensoflat.
FIGURE2Newvehiclesales-weightedfueleconomygasolineequivalentsforeachyearshown,usingeachcountry/region’stestingprocedures,fromeachcountry’sofficialpublications.
Withthisinmind,Figure2showsUS,Japan,andanumberofEuropeanCountryaveragesfornewvehiclefueleconomy.FortheUS,theEPAlighttruckaverageiscountedwithcars,using80%ofthelighttrucksalesasindicativeofhowmanyshouldbeaveragedwithcarssoldtogiveacombinedvalue.Japanesevaluesarechainedfromthe15-mode(andearlier10mode)testsreportedby(21).EuropeanvaluesaregivenasweightedaveragesprovidedbyEU(22)andbeforethentheEuropeanAutomakersAssociation(ACEA)astabulatedbytheEuropeanCouncilofMinistersofTransport(S.Perkins,ECMT/OECD,priv.,comm.Figure3thenshowsthesevaluesindexedtotheir1995values,theyearfromwhichEUauthoritiestabulatedfigurestogaugetheprogressoftheirvoluntaryagreementonlowerCO2emissions/fueleconomy.Indexingeliminatesmisleadingcomparisonsofcountrieswithdifferenttestprocedures.Asnotedabove
dieseliscountedatitsenergyequivalent,whichgivessomewhatdifferentvaluesforFrance,Italy.
FIGURE3Longtermtrendsinnewcarsales-weightedfueleconomyindexedto1995.Source:
Officialnationalsources,EU
Whatisclearfromeitherportrayalisthattherehavebeenthreeperiods—the1970sandearly1980swhichsawadramaticdeclineinnewvehiclefuelintensityintheUSand(from1975/6,whendataareavailable),moremodestbutstillsubstantialdeclinesinJapanandEU.Inthemid1980stomid1990s,EUnewvehiclefuelintensitieswerestagnantwhilethoseinJapanandtheUSroseasSUVsintheUSandlargercarsinJapanbecameincreasinglymoreimportant.After1995,valuesinJapanandEUheadeddownagainpresumablyasvoluntaryagreementscameunderdiscussion,whiletheUSaveragefluctuated.WhiletheEvaluesthrough2005,approximately165gm/kmofCO2inabsoluteterms,fallshortofapathtotheultimategoal(140gm/km)theimprovementsarestillinstarkcontrasttodevelopmentsintheUS,where,ironically,therelativechangesinfuelpricesfromhighercrudepriceshavebeenmuchlargerbecausesolittl
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