Vehicles light duty diesel

U.S. Environmental Protection Agency, Federal Register, March 5, 1980, Standard for Emission of Particulate, Regulation for Diesel Fueled Light Duty Vehicles and Light Duty Trucks... 

National Research Council, Impacts of Diesel-powered Light-Duty Vehicles Health Effects of Exposure to Diesel Exhaust 1981, National Academy Press, Washington, D.C. 

As expected, major environmental indicators are affected positively by the introduction of hydrogen cars. Demand for gasoline drops by more than 13% until 2030, compared with BAU, and demand for diesel by about 2%. The difference is significant, as in this scenario only passenger cars are equipped with fuel cells and H2-ICE engines, but neither buses nor light-duty vehicles are expected to be equipped with fuel cells. This means only a small share of diesel fuel consumers is affected, i.e., diesel cars, while buses, light- and heavy-duty vehicles (LDV, HDV) continue to run on diesel. 

The data in Tables 10.27 and 10.28 also show that the percentage of in-use, gasoline-fueled noncatalyst light-duty automobiles dropped from 44% in 1982 to 8% in 1993 and the percentage of their vehicle miles traveled went from 33% to only 4% during that period. Furthermore, while diesel cars accounted for only 1.9 and 1.5% of the in-use light-duty automobiles in 1982 and 1993, respectively, they were responsible for 45 and 40% of the total auto exhaust particulate matter. Par-... 

Two classes of on-road motor vehicles, light- and medium-duty trucks, that had relatively lower tons/day of exhaust emissions of PM are omitted for clarity. The three categories of light-duty trucks, noncatalyst, catalyst, and diesel, emitted a total of 1.43 and 0.99 tons/day of POM in 1982 and 1993, respectively. PM exhaust emissions totaled 0.04 and 0.05 tons/day in 1982 and 1993, respectively, for catalyst and noncatalyst, gasoline-fueled medium-duty trucks. 

Hammerle, R., D. Schuetzle, and W. Adams, A Perspective on the Potential Development of Environmentally Acceptable Light-Duty Diesel Vehicles, Environ. Health Perspect., 102, 25-30 (1994). 

Very few heavy-duty propane vehicles have been developed and put into use therefore, a database of knowledge about their performance characteristics does not exist. However, their characteristics should be similar to the relative differences between natural gas heavy-duty vehicles and their diesel engine counterparts. If this supposition holds true, heavy-duty propane vehicles should have similar or better power, the same or better driveability, and better cold-start performance compared to the same vehicle with a diesel engine. (Unlike light-duty vehicles, heavy-duty propane vehicles should have better cold-start performance compared to diesel engines because of the many cold-start challenges diesel engines face.)... 

As a result of the type approval legislation manufacturers have been required to develop increasingly effective emission-control technologies, and these were described earlier in this chapter. Table 3 provides an overview of the different devices which are typically required for light-duty diesel vehicles in each Euro category. In modem vehicles various elements are used in combination, and these have different effects on the properties and composition of the exhaust gas. 

The two major steps for diesel cars were the introduction of oxidation catalysts at the Euro 2 level and the effective mandatory introduction of DPFs at the Euro 5 level. For NOx, EGR has been the main tool to control emissions up to Euro 5. SCR systems for light-duty vehicles are starting to appear for passenger cars at the Euro 6 level. 

Table 3 Typical exhaust after-treatment for diesel light-duty vehicles...

Vojtisek-Lom M, Fenkl M, Dufek M, Mares J (2009) Off-cycle, real-world emissions of modem light duty diesel vehicles. SAE International. Technical Papers 2009-24-0148... 

In fact in Europe, where customers place a higher value on fuel economy, diesels now account for about 40 percent of new vehicle sales. For the Chrysler Group of DaimlerChrysler, the number is closer to 66 percent. If Chrysler had the same diesel penetration in its U.S. fleet as it has in Europe, its CAFE performance would improve by about four miles per gallon. If the entire U.S. light duty fleet had the same diesel penetration as Europe, total U.S. fuel consumption could be reduced by about one million barrels per day, and C02 emissions could be reduced by almost 200 million tons per year. 

To address air pollution problems, the U.S. Environmental Protection Agency (EPA) proposed and developed new vehicle emissions standards. Ultralow sulfur standards for diesel fuel began in 2006. Gasoline sulfur standards have been phased-in since 2004. The EPA Tier 2 tailpipe emissions regulations for light duty vehicles have already taken effect. Standards have also been developed for heavy-duty vehicles that would be phased in from 2007 to 2010. 

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