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Tailpipe emissions data from hybrid and conventional model year 2010 Toyota Camry vehicles were collected during real-world driving on a single, 32-mile route over a period of 18 months. Samples from the tailpipe were transferred into the vehicles and analyzed for gas-phase pollutants in real-time by an MKS MultiGas 2030 Analyzer, a commercially available Fourier Transform Infrared Spectrometer (FTIR). Additional measurements including vehicle and engine operating parameters, tailpipe flow rate, GPS location, road grade, ambient temperature, and relative humidity were collected simultaneously, second-by-second.
Recent studies indicate exposure to high particle number concentrations contribute to numerous acute and chronic illnesses, especially particles in the ultrafine (
For a century, almost all light-duty vehicles (LDVs) have been powered by internal combustion engines operating on petroleum fuels. Energy security concerns about petroleum imports and the effect of greenhouse gas (GHG) emissions on global climate are driving interest in alternatives. Transitions to Alternative Vehicles and Fuels assesses the potential for reducing petroleum consumption and GHG emissions by 80 percent across the U.S. LDV fleet by 2050, relative to 2005. This report examines the current capability and estimated future performance and costs for each vehicle type and non-petroleum-based fuel technology as options that could significantly contribute to these goals. By analyzing scenarios that combine various fuel and vehicle pathways, the report also identifies barriers to implementation of these technologies and suggests policies to achieve the desired reductions. Several scenarios are promising, but strong, and effective policies such as research and development, subsidies, energy taxes, or regulations will be necessary to overcome barriers, such as cost and consumer choice.
Vehicle fuel efficiency and emissions regulations are driving a radical shift in the need for high efficiency powertrains along with control of criteria air pollutants and greenhouse gases. High efficiency powertrains including vehicle electrification, engine downsizing, and advanced combustion concepts all seek to accomplish these goals. Homogeneous charge compression ignition (HCCI) concepts have been proposed have not been able to demonstrate the controllability to operate over a sufficient engine speed and load range to make it practical for implementation in production vehicles. In-cylinder blending of gasoline and diesel to achieve reactivity controlled compression ignition (RCCI) has been shown to reduce NOX and PM emissions while maintaining or improving brake thermal efficiency as compared to conventional diesel combustion (CDC). The RCCI concept has an advantage over many advanced combustion strategies in that the fuel reactivity can be tailored to the engine speed and load allowing stable low-temperature combustion to be extended over more of the light-duty drive cycle load range. The potential for advanced combustion concepts such as RCCI to reduce drive cycle fuel economy and emissions is not clearly understood and is explored in this research by simulating the fuel economy and emissions for a multi-mode RCCI-enabled vehicle operating over a variety of U.S. drive cycles using experimental engine maps for multi-mode RCCI, CDC and a 2009 port-fuel injected (PFI) gasoline engine. Simulations are completed assuming a conventional mid-size passenger vehicle with an automatic transmission. RCCI fuel economy simulation results are compared to the same vehicle powered by a representative 2009 PFI gasoline engine over multiple drive cycles Engine-out drive cycle emissions are compared to CDC and observations regarding relative gasoline and diesel tank sizes needed for the various drive cycles are also summarized. The well-to-wheel energy and greenhouse gas emissions from these drive cycle simulations running carious amounts of biofuels are examined and compared to the state-of-the art in conventional, electric and hybrid powertrains.
This is a comprehensive resource on the rediscovered area of Life Cycle Assessment as it can be applied to human health and the environment. The reader will receive a brief history of LCA and its re-emergence in 1990.
The light-duty vehicle fleet is expected to undergo substantial technological changes over the next several decades. New powertrain designs, alternative fuels, advanced materials and significant changes to the vehicle body are being driven by increasingly stringent fuel economy and greenhouse gas emission standards. By the end of the next decade, cars and light-duty trucks will be more fuel efficient, weigh less, emit less air pollutants, have more safety features, and will be more expensive to purchase relative to current vehicles. Though the gasoline-powered spark ignition engine will continue to be the dominant powertrain configuration even through 2030, such vehicles will be equipped with advanced technologies, materials, electronics and controls, and aerodynamics. And by 2030, the deployment of alternative methods to propel and fuel vehicles and alternative modes of transportation, including autonomous vehicles, will be well underway. What are these new technologies - how will they work, and will some technologies be more effective than others? Written to inform The United States Department of Transportation's National Highway Traffic Safety Administration (NHTSA) and Environmental Protection Agency (EPA) Corporate Average Fuel Economy (CAFE) and greenhouse gas (GHG) emission standards, this new report from the National Research Council is a technical evaluation of costs, benefits, and implementation issues of fuel reduction technologies for next-generation light-duty vehicles. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles estimates the cost, potential efficiency improvements, and barriers to commercial deployment of technologies that might be employed from 2020 to 2030. This report describes these promising technologies and makes recommendations for their inclusion on the list of technologies applicable for the 2017-2025 CAFE standards.
This book offers a detailed presentation of the principles and practice of life cycle impact assessment. As a volume of the LCA compendium, the book is structured according to the LCIA framework developed by the International Organisation for Standardisation (ISO)passing through the phases of definition or selection of impact categories, category indicators and characterisation models (Classification): calculation of category indicator results (Characterisation); calculating the magnitude of category indicator results relative to reference information (Normalisation); and converting indicator results of different impact categories by using numerical factors based on value-choices (Weighting). Chapter one offers a historical overview of the development of life cycle impact assessment and presents the boundary conditions and the general principles and constraints of characterisation modelling in LCA. The second chapter outlines the considerations underlying the selection of impact categories and the classification or assignment of inventory flows into these categories. Chapters three through thirteen exploreall the impact categories that are commonly included in LCIA, discussing the characteristics of each followed by a review of midpoint and endpoint characterisation methods, metrics, uncertainties and new developments, and a discussion of research needs. Chapter-length treatment is accorded to Climate Change; Stratospheric Ozone Depletion; Human Toxicity; Particulate Matter Formation; Photochemical Ozone Formation; Ecotoxicity; Acidification; Eutrophication; Land Use; Water Use; and Abiotic Resource Use. The final two chapters map out the optional LCIA steps of Normalisation and Weighting.