Listed below are all documents and RMI.org site pages related to this topic.
Transportation - Aerodynamics 17 Items
Journal or Magazine Article, 2012
In this article published in Foreign Affairs
, Amory Lovins describes a U.S. transition from fossil fuels--a blueprint detailed in Reinventing Fire
-- that requires pursuing transformational change in automotive efficiency, design of buildings and factories, and the electric system.
Report or White Paper, 2011
This document provides RMI's methodology for the analysis of the transportation sector in Reinventing Fire.
Book or Book Chapter, 2008
In the preface to the Chinese edition to Winning the Oil Endgame
, Amory Lovins puts the book in context for the Chinese audience. Winning the Oil Endgame
offers a strategy for ending US oil dependence.
Report or White Paper, 2008
Feasible technological improvements in vehicle efﬁciency, combined with “long combination vehicles” (which raise productivity by connecting multiple trailers), can potentially raise the ton-mile efﬁciency of long-haul heavy tractor-trailers by a factor ~2.5 with respect to a baseline of 130 ton-miles/gal. Within existing technological and logistical constraints, these innovations (which do not include such further opportunities as hybrid-electric powertrains or auxiliary power units to displace idling) could thus cut the average fuel used to move each ton of freight by ~64 percent. This would annually save the current U.S. Class 8 ﬂeet about four billion gallons of diesel fuel and 45 million tonnes of carbon dioxide emissions. Further beneﬁts would include lower shipping costs, bigger proﬁts for trucking companies, fewer tractor-trailers on the road, and fewer fatal accidents involving them. Thus transformational, not incremental, redesign of tractors, trailers,
and (especially) both as in integrated system can broadly beneﬁt economic prosperity, public health, energy security, and environmental quality.
This presentation outlines practical ways that Class-8 truck fleets can realize significant fuel savings and increased profits through fuel efficiency. Focusing on components that save fuel and providing case studies that have capitalized on these opportunities, RMI's researchers demonstrate how a 25% fuel economy improvement is possible today using existing technologies that can be retrofitted onto almost any highway truck.
Report or White Paper, 2007
Fuel-efficiency devices such as retrofittable aerodynamic technologies, fuel-efficient tires, and auxiliary power units can effectively offset engine-efficiency losses resulting from the 2002 and 2007 Environment Canada and U.S. EPA emissions regulations, while reducing greenhouse-gas (GHG) emissions significantly. To identify which fuel-saving devices are most effective, consistent, clear involvement from government is critical. If the industry is to quickly and effectively improve its GHG emissions, government must play a leadership role, a technical role, and a financial role.
This report discusses how truck operators can reduce the fuel use and GHG emissions of their vehicles. Beginning with an explanation of end-use efficiency, we outline the major end-use opportunities on highway trucks and then discuss the financial and environmental benefits of the efficiencies. Estimates show that if the entire Canadian fleet of 294,000 Class-8 trucks were to adopt a full package of energy-efficiency technologies, Canadian truck owners and operators would save 4.1 billion litres of fuel and reduce emissions by 11,500,000 tonnes of GHG each year. This is equivalent to taking 64,000 Class-8 trucks off the road or taking 2.6 million cars off the road.
Book or Book Chapter, 2004
The Executive Summary of Winning the Oil Endgame
briefly outlines RMI's strategic plan to end oil dependence by the 2040s.
Journal or Magazine Article, 2004
Lightweighting is the key to making vehicles superefficient and safe. In this invited technical review paper in the International Journal of Vehicle Design
, Amory Lovins and David Cramer explain why, using as an example Hypercar's 2000 virtual design of the Revolution 99-mpg SUV. The paper also shows how Hypercar's Fiberforge process promises to achieve that goal at competitive cost, and how this manufacturing breakthrough can accelerate an exciting new stage in automaking and the emergence of the hydrogen economy.
In 2002, Amory Lovins gave this presentation to the U.S. House of Representatives Committee on Science. The presentation is focused on the the American automakers and the U.S. Department of Energy's FreedomCAR Program. He presents options that create energy efficient cars and airplanes, mostly through the use of lighter materials. He also presents options for a transition to hydrogen automobiles. Lovins suggests revising the goals of the FreedomCAR Program to make it more effective.
Conference Proceedings, 2002
Reducing vehicle weight is critical to improving fuel economy and addressing range, performance, size, and cost challenges associated with fuel-cell and hybrid propulsion systems. This paper describes the design, fabrication, and assembly approach used for the carbon-fiber composite body structure in Hypercar, Inc.’s Revolution concept vehicle. The Revolution’s 187-kg body structure is 57% lighter than a conventional steel body structure of the same size, while providing superior crash protection, improved stiffness, and favorable
thermal and acoustic properties. The design balances several competing requirements, including surface finish, reparability, crash performance, weight, packaging constraints, and cost. A large part of the
Revolution’s body structure is an advanced-composite passenger safety cell. Its design permits a novel high-volume manufacturing process under development by Hypercar. Applied together, the design and production method result in a lightweight, affordable advanced-composite body structure consistent with competitive
vehicle cost at production volumes of 50,000 vehicles per year or greater. This paper describes the design and production method of the composite body, explains how the body is integrated with the rest of the vehicle, and analyzes the benefit of lightweighting on overall fuel-cell vehicle cost.