Eco-driving or economic driving, its time to pay more attention on environment we live. We all know that fossil resources for making fuels will run out eventually, other than that pollution that being contributed mostly from our vehicles are very concerning. Not to mention that the numbers of vehicle kept on increasing each years.

Although we do know that fuels could be produced from chemical mix or bio-fuels, and its reducing the amount of pollution, but at the end it would be more better if we do eco-driving as well.
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‘Energy’ indicates (in general terms) a given amount of energy, with no reference to time, and it is measured in joules. In energy analysis it can refer to a given amount of a primary energy source, or to a given amount of an energy carrier. ‘Power’, on the other hand, indicates the given pace of an energy conversion in time the rate at which useful work is performed and its unit of measure is watts (joules per second). Power is intrinsically linked to the characteristics of the energy converter (generating power) and the useful work performed with such a power.

Unfortunately, in many applications of energy analysis the distinction between energy and power often becomes blurred because of the way data on energy flows are presented. In fact, when dealing with the analysis of the metabolism of human beings (endosomatic metabolism) or socio-economic systems (exosomatic metabolism), one gets easily confused because data on energy inputs are usually expressed on a time basis.
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Hybrid vehicles achieve reduced fuel consumption by incorporating in the drive train, in addition to an internal combustion (IC) engine, both an energy storage device and a means of converting the stored energy into mechanical motion. Some hybrids are also able to convert mechanical motion into stored energy. In its most general sense, the storage device can be a battery, flywheel, compressible fluid, elastomer, or ultra capacitor.

The means of converting energy between storage and mechanical motion is through the use of one or more motors/ generators (e.g., electric, pneumatic, hydraulic). In motor mode, these devices convert stored energy into mechanical
motion to propel the vehicle, and in generator mode, these devices convert vehicle motion into stored energy by providing part of the vehicle braking function (regeneration).
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Light-duty compression-ignition (CI) engines operating on diesel fuels have the highest thermodynamic cycle efficiency of all light-duty engine types. The CI diesel thermodynamic cycle efficiency advantage over the more common SI gasoline engine stems from three major factors: the CI’s use of lean mixtures, its lack of throttling of the intake charge, and its higher compression ratios. In a CI diesel engine-equipped vehicle, there is an additional benefit of reduced volumetric fuel consumption (e.g., gal/100 miles) because diesel fuel provides more energy per gallon than gasoline.

Lean mixtures, whose expansions are thermodynamically more efficient because of their higher ratio of specific heats, are enabled by the CI diesel combustion process. In this process, diesel fuel, which has chemical and physical properties such that it self-ignites readily, is injected into the cylinder late in the compression stroke. Ignition occurs following atomization of the fuel jet into small droplets that vaporize and mix, creating pockets of heterogeneous combustible mixtures.
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As a general rule, reduced fuel consumption comes at a cost. The cost may be due to more expensive materials, increased manufacturing complexity, or a tradeoff with other vehicle attributes such as power or size. In addition to increased manufacturing costs, other costs of doing business are likely to be affected to a greater or lesser degree.

These indirect costs include research and development (R&D), pensions and health care, warranties, advertising, maintaining a dealer network, and profits. The most appropriate measure of cost for the purpose of evaluating the costs and benefits of fuel economy regulations is the long-run increase in retail price paid by consumers under competitive market conditions. The retail price equivalent (RPE) cost of decreasing fuel consumption includes not only changes in manufacturing costs but also any induced changes in indirect costs and profit.
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