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Nissan Motor Company has recently released the �Nissan Green Program 2016� which is a six-year action plan embodying the company�s environmental philosophy: Symbiosis of People, Vehicles and Nature. One of the key activities of this Program is the successful penetration of Zero-Emission Vehicles into the market which includes electric vehicle (EV) cumulative sales of 1.5M units with our Alliance partner Renault, introduction of a fuel cell electric vehicle (FCEV) into the market, taking a global leadership in supplying batteries for electric drive and creating zero-emission societies. This presentation will highlight some of these key activities. Presenter Kev Adjemian, Nissan Technical Center NA

Toyota is committed to the development of advanced powertrains to help address concerns with future oil supplies, the impacts of increased carbon dioxide emissions, and air pollution. Towards that end Toyota is planning to bring to market in 2012 a plug-in hybrid vehicle, a short range electric vehicle, a long range electric vehicle and in the 2015 timeframe hydrogen powered fuel cell vehicle. This presentation will focus on our electric vehicle plans and the challenges with bringing electric vehicle to the market. From the 2010 Alt Fuels Study, Toyota has identified that two key barriers for EV adoption are the times to charge the vehicle, and electricity cost. The study finds that the current infrastructure could be sufficient for most driving needs but EV drivers will still need to alter their driving habits slightly.

In the pursuit of a sustainable transportation systems, Toyota is considering a comprehensive approach pursuing multiple advanced technologies to address three primary issues: GHG, Petroleum Use, and Air Quality. Vehicles must be ready for and affordable to the mass market to provide the customer choices to meet their transportation needs whether it is EV's, Hybrids, Plug-In Hybrids or Fuel Cell Hydrogen Hybrids. Our studies have shown that EVs have the potential to provide significant improvements in energy utilization especially combined with other advanced technologies. Toyota believes that a combination of these technolgies will provide complementary solution that enables a sustainable transportation system. Presenter Takehito Yokoo, Toyota Motor Corporation

A conceptual project aimed at understanding the fundamental design considerations concerning the implementation of catalyst systems on outboard marine engines was carried out by Mercury Marine, with the support of the California Air Resources Board. In order to keep a reasonable project scope, only electronic fuel injected four-stroke outboards were considered. While they represent a significant portion of the total number of outboard engines sold in the United States, carbureted four-strokes and direct injected two-strokes pose their own sets of design constraints and were considered to be outside the scope of this study. Recently, three-way catalyst based exhaust emissions aftertreatment systems have been introduced into series production on sterndrive and inboard marine spark ignition engines in North America. The integration of catalyst systems on outboards is much more challenging than on these other marine propulsion alternatives.

Papers in this collection focus on particle emissions from combustion engines, including measurement and testing methods, and the effects of changes in fuel composition. Topics of the environmental and health effects of elemental carbon and organic carbon that constitutes solid cored particles, plus the environmental and health effects of secondary organic aerosol emissions, are also addressed. This includes particulate emissions from both gasoline and diesel engines.

Abstract Vehicle cabin air quality depends on various parameters such as number of passengers, fan speed, and vehicle speed. In addition to controlling the temperature inside the vehicle, HVAC control system has evolved to improve cabin air quality as well. However, there is no standard test method to ensure reliable and repeatable comparison among different cars. The current study defined Cabin Air Quality Index (CAQI) and proposed a test method to determine CAQI. CAQIparticles showed dependence on the choice of metrics among particle number (PN), particle surface area (PS), and particle mass (PM). CAQIparticles is less than 1 while CAQICO2 is larger than 1. The proposed test method is promising but needs further improvement for smaller coefficient of variations (COVs).

Papers in this collection focus on particle emissions from combustion engines, including measurement and testing methods, and the effects of changes in fuel composition. Topics of the environmental and health effects of elemental carbon and organic carbon that constitutes solid cored particles, plus the environmental and health effects of secondary organic aerosol emissions, are also addressed. This includes particulate emissions from both gasoline and diesel engines.

EPA's 2007 Diesel particulate matter (DPM) standard requires a large reduction in total mass emissions. In practice, this amounts to a fractional reduction in elemental carbon emissions. The reduction is balanced by a fractional increase in the semi-volatile component, which is difficult to sample and quantify accurately at low concentrations using filter-based methods. In this work, we show how five imprecisely defined filter-sampling parameters influence the mass collected on a filter. These parameters are: dilution air quality, dilution conditions (dilution ratio and dilution air temperature), particle size classification, filter media and artifacts, and face velocity. Each factor has the potential to change the mass collected by a minimum of 5% of the standard, suggesting there is room for improvement.

Ethanol has been gaining attention as a partial substitute in North American pump gasoline in amounts up to 85% ethanol and 15% gasoline, or what is commonly known as “E85”. The problems with E85 fuel for cold start emissions relative to gasoline fuel are the lower energy density and vapor pressure for combustion. Each contributes to excess E85 fuel injected during cold start for comparable combustion quality and drivability to gasoline. The excess emissions occur before the first three-way catalyst (TWC) converter is warmed-up and active for engine-out exhaust conversion. The treatment of non-methane organic gas (NMOG) emissions from the combustion of E85 and gasoline was evaluated using several different zeolite based hydrocarbon (HC) traps coated with different precious metal loadings and ratios. These catalyzed HC traps were evaluated in a flow reactor and also on a gasoline Partial Zero Emissions Vehicle (PZEV) with experimental flexible fuel capability.

The application of accelerated catalyst aging procedures on an engine dynamometer test bed for the purpose of demonstrating catalyst durability is examined. A proof-of-principle approach is followed using catalysts from vehicles certified to U.S. Tier 2 Bin 4 and California SULEV 2 levels. Accelerated durability demonstration methods based upon conventional fuel cut cycles were employed to age catalysts to levels predicted by quantification of thermal catalyst bed severity on the Standard Road Cycle (SRC) relative to the fuel cut aging cycle using the Bench Aging Time (BAT) equation. Emissions deterioration on the accelerated aging cycle is compared to the automobile manufacturers' certification values and to whole vehicle emissions performance results from several different in-use vehicle fleets. The influence of technology on whole vehicle emissions levels and deterioration characteristics is also evaluated.

In recognizing the potential for large, damaging impacts from climate change, California enacted Executive Order S-03-05, requiring a reduction in statewide greenhouse gas (GHG) emissions to 80% below 1990 levels by 2050. Given that the transportation light-duty vehicle (LDV) segment accounts for 28% of the state's GHG emissions today, it will be difficult to meet the 2050 goal unless a portfolio of near-zero carbon transportation solutions is pursued. Because it takes decades for a new propulsion system to capture a large fraction of the passenger vehicle market due to vehicle fleet turn-over rates, it is important to accelerate the introduction of these alternatives to ensure markets enter into early commercial volumes (10,000s) between 2015 and 2020. This report summarizes the results and conclusions of a modeling exercise that simulated GHG emissions from the LDV sector to 2050 in California.

This review summarizes the latest developments in diesel emissions regarding regulations, engines, NOx (nitrogen oxides) control, particulate matter (PM) reductions, and hydrocarbon (HC) and CO oxidation. Regulations are advancing with proposals for PN (particle number) regulations that require diesel particulate filters (DPFs) for Euro VI in 2013-14, and SULEV (super ultra low emission vehicle) fleet average light-duty (LD) emissions likely to be proposed in California for ~2017. CO₂ regulations will also impact diesel engines and emissions, probably long into the future. Engine technology is addressing these needs. Heavy-duty (HD) research engines show 90% lower NOx at the same PM or fuel consumption levels as a reference 2007 production engine. Work is starting on HD gasoline engines with promising results. In light duty (LD), engine downsizing is progressing and deNOx is emerging as a fuel savings strategy.

Exhaust and evaporative emissions systems have been developed to match the characteristics and usage of the Toyota THS II plug-in hybrid electric vehicle (PHEV). Based on the commercially available Prius, the Toyota PHEV features an additional external charging function, which allows it to be driven as an electric vehicle (EV) in urban areas, and as an hybrid electric vehicle (HEV) in high-speed/high-load and long-distance driving situations. To reduce exhaust emissions, the conventional catalyst warm up control has been enhanced to achieve emissions performance that satisfies California's Super Ultra Low Emissions Vehicle (SULEV) standards in every state of battery charge. In addition, a heat insulating fuel vapor containment system (FVS) has been developed using a plastic fuel tank based on the assumption that such a system can reduce the diffusion of vapor inside the fuel tank and the release of fuel vapor in to the atmosphere to the maximum possible extent.

A Constant Volume Sampler (CVS) over dilutes the exhaust gas sample when testing Plug-In Hybrid Electric Vehicles (PHEV). This is because the CVS continues to fill the sample bag when the engine is shutdown. With a PHEV, it is possible to complete an FTP test with the engine running less than 20% of the time, resulting in a CVS bag dilution ratio in the range of 100 to 300. The CVS dilution ratio should be in the range of 5-25 for accurate results. At higher dilution ratios, the gas concentrations of CO, NOx and THC approach the ambient background level in the test cell. At a dilution of 100, the CO₂ concentration in the sample bag is about 0.13%, which is only 3 times the air background concentration. The measurement errors caused by over dilution create errors of 10% to 30% in the calculated mass of CO₂, CO, and NOx. Estimated errors for THC are in the range of 200%.

Because of U.S. EPA regulatory actions and the National Academies National Research Council suggestions for improvements in the U.S. EPA emissions inventory methods, the U.S. EPA' Office of Transportation and Air Quality (OTAQ) has made a concerted effort to develop instrumentation that can measure criteria pollutant emissions during the operation of on-road and off-road vehicles. These instruments are now being used in applications ranging from snowmobiles to on-road passenger cars to trans-Pacific container ships. For the betterment of emissions inventory estimation these on-vehicle instruments have recently been employed to measure time resolved (1 hz) in-use gaseous emissions (CO₂, CO, THC, NO ) and particulate matter mass (with teflon membrane filter) emissions from 29 non-road construction vehicles (model years ranging from 1993 to 2007) over a three year period in various counties in Iowa, Missouri, and Kansas.

Fuel economy of two-wheelers is an important factor influencing the purchasing psychology of the consumer within the emerging markets. Additionally, air pollution being a major environmental topic, there is a rising concern about vehicle emissions, especially in the big cities and their metropolitan areas. Potentially, the relatively expensive engine management systems are providing more features and value in comparison to the carburettor counterpart. The combustion system analysis is carried out on a 125 cm3 motorcycle engine and the subsequent numerical simulation comparing the carburettor and the Electronic (Port) Fuel Injection which provides a basis to establish the fuel consumption benefit for the electronic injection systems [1].

The diesel engine can be an effective solution to meet future greenhouse gas and fuel economy standards, especially for larger segment vehicles. However, a key challenge facing the diesel is the upcoming LEV III and Tier 3 emission standards which will require significant reductions in hydrocarbon (HC) and oxides of nitrogen (NOx) emissions. The challenge stems from the fact that diesel exhaust temperatures are much lower than gasoline engines, so the time required to achieve effective emissions control after a cold-start with typical aftertreatment devices is considerably longer. To address this challenge, a novel diesel cold-start emission control strategy was investigated on a 2L class diesel engine. This strategy combines several technologies to reduce tailpipe HC and NOx emissions before the start of the second hill of the FTP75. The technologies include both engine tuning and aftertreatment changes.

In-use testing with Portable Emissions Measurement Systems (PEMS) has received attention by policy makers and industry as an effective and cost-efficient means to verify emissions of a wide range of vehicles. We provide an overview of the state-of-the-art PEMS in-use emissions testing in the current and future European emissions legislation for light-duty and heavy-duty vehicles as well as non-road mobile machinery. For obtaining type approval in European Union (EU), light-duty vehicles have to comply with Euro 6 emission standards from January 2014 onward. In parallel, a new test procedure will complement standard emissions testing in the laboratory to control gaseous and particulate emissions over a wide range of real-world driving conditions. Two candidate procedures are developed at present, i.e., random cycle testing and on-road emissions testing with PEMS. Currently, key challenges are the definition of test conditions and design of a suitable method for data evaluation.

Diesel engine emits soot which causes harm to human health, air quality and climate. It is important to understand the formation and time evolution of soot and its size distribution evolution inside engines to design strategies for emission reduction. We have developed a 0D multi-zone model for diesel fuel spray and coupled it with detailed surrogate diesel fuel chemistry and a sectional aerosol dynamics model for soot nucleation, surface growth and coagulation. Variable equivalence ratios in different zones are created by fixed fuel injection rates and variable air entrainment rates by a normal distribution function in different zones which ensures the existences of different pollutant forming zones having different equivalence ratios. Engine exit measured data of total soot mass and NOx for one operating condition are used to optimize the three model parameters. Model simulation of soot size distribution is consistent with typical measured data.

A pre-treatment technique for improving coating adhesion on stainless steel has been developed. This method dramatically enhances the adhesion between the stainless steel and the coating by pre-treating the stainless steel with a known nickel strike plating for a short period of time. Furthermore, when this process was applied to stainless fuel filler pipes to improve corrosion resistance, layout restrictions and chipping covers became unnecessary, costs were reduced, and vehicle weight was lowered.