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Vehicle OEM’s for MHD applications are facing significant challenges in meeting the stringent 2027 low-NOx and GHG emissions regulations. To meet such challenges, advanced engine and aftertreatment technologies along with powertrain electrification are being applied to achieve robust solutions. ...FEV has previously conducted model-based assessments to show the potential of 48V engine and aftertreatment technologies to simultaneously meet GHG and low NOx emission standards. This study focuses on evaluating the full potential of 48V electrification technology through addition of 48V P3 hybrid system to the previously developed 48V advanced engine and aftertreatment technology package. ...The analysis showed the potential offered by the 48V hybrid system for meeting future low NOx and GHG emission regulations.

When considered along with Phase 2 Greenhouse Gas (GHG) requirements, the proposed Air Resource Board (ARB) nitrogen oxide (NOx) emission limit of 0.02 g/bhp-hr will be very challenging to achieve as the trade-off between fuel consumption and NOx emissions is not favorable. ...Each of these engine models met the 2027 Phase 2 GHG emission standards but used a different combination of technologies, including downsizing, downspeeding, variable compression ratio (VCR), cylinder deactivation, and turbocompounding. ...The results show that with appropriate selection of engine and aftertreatment technology packages, the 2027 Phase 2 GHG emission standards and the proposed 2024 ultra-low NOx emission standards can be achieved simultaneously.

In view of changing climatic conditions all over the world, Green House Gas (GHG) saving related initiatives such as reducing the CO2 emissions from the mobility and transportation sectors have gained in importance. ...In vehicle classes with high market penetration this low CO2 concept offers a substantial contribution to minimized GHG emissions from the transportation sector. The current Diesel engine portfolio provides an average advantage of ≥20% reduction in CO2 emissions in contrast to gasoline-powered applications, while best-in-class installations achieve already now the stringent CO2 demands of 2020/21 for Europe.

In-use compliance under LEV III emission standards, GHG, and fuel economy targets beyond 2025 poses a great opportunity for all ICE-based propulsion systems, especially for light-duty diesel powertrain and aftertreatment enhancement.