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Under U.S. GHG and CAFE regulations, manufacturers are required to perform confirmatory testing to validate indirect air conditioning credits (refer to 40 CFR 86.1868-12). ...This SAE Recommended Practice describes the work done by the IMAC GHG CRP to develop test procedures, publish SAE Standards, and determine performance requirements to demonstrate the performance of A/C technologies from the pre-approved credit menu meeting regulatory requirements.

With regards to the HVAC systems, enhancements such as ultra-low permeation hose assemblies and adoption of low GWP refrigerant have shown promising results in reducing the direct GHG emissions by controlling refrigerant permeation & indirect GHG emissions by using compact and high efficiency compressors, compact heat exchangers, and other technologies that contribute to weight reduction and ultimately impact CO2 emissions. ...Automotive OEMs are adapting various “green” technologies to meet the upcoming and anticipated regulations for reducing direct and indirect GHG emissions equivalent to CO2. Using compact devices and lightweight components on the aggregates, OEMs get the benefit of carbon credits towards their contribution in reducing CO2 emissions.

Instead of estimating greenhouse-gas emissions (GHG) from fuel consumption, as in ICE vehicles, emissions from BEVs are dependent on carbon emission intensities produced by electricity generation for the energy the BEVs consume. ...Three locations in China were selected for regional analysis for several key reasons: the vehicle market in China is larger compared to the U.S. and European markets, the fuel consumption and GHG emissions of gasoline cars in China for some passenger vehicle segments is higher than that of Europe, and China’s substantial reliance on coal power for electricity produces significantly higher GHG emissions compared to the U.S. and Europe. ...Three locations in China were selected for regional analysis for several key reasons: the vehicle market in China is larger compared to the U.S. and European markets, the fuel consumption and GHG emissions of gasoline cars in China for some passenger vehicle segments is higher than that of Europe, and China’s substantial reliance on coal power for electricity produces significantly higher GHG emissions compared to the U.S. and Europe.

This paper provides an overview of possible engine design optimizations by utilizing highly knock-resistant potential greenhouse gas (GHG) neutral synthetic fuels. Historically the internal combustion engine was tailored to and highly optimized for fossil fuels. ...For future engine generations one of the main objectives is to achieve GHG neutrality. This means that either carbon-free fuels such as hydrogen or potential greenhouse gas neutral fuels are utilized. ...Firstly, these fuels can be produced with renewable energy and carbon capture technologies to be GHG neutral. Secondly, the C1-based fuels burn with significantly less pollutant emissions. A third advantage is the high knock resistance of those fuels.

This paper explores the potential for reducing transport-related greenhouse gas (GHG) emissions by introducing high-efficiency spark-ignition engines with a dual-fuel injection system to customize the octane of the fuels based on real-time engine requirements. ...A Well-to-Wheels (W-t-W) GHG emissions assessment was conducted to estimate the overall emissions benefits of the dual fuel system. ...However, if a pathway for naphtha and oxygenate are chosen different than petroleum source, for example, natural gas feed Fischer-Tropsch naphtha and coal base methanol, GHG emissions are worse than baseline case. When the dual fuel system was combined with downsized boosted engine technology, synergic benefit was obtained maximum 30% W-t-W CO2eq reduction (15% from downsizing, 10% from mitigating knock via a high octane component and 5% from minimizing octane upgrade process in the refinery).

Increasing fuel economy is highly demanded because of the GHG reduction today. Turbocharged downsized engines have much attention as one of the effective technology for this demand.

Recovery of kinetic energy during driving cycles is the most effective option to improve fuel economy and reduce green house gas (GHG) emissions. Flywheel kinetic energy recovery systems (KERS) may boost this efficiency up to values of about 70%.

This is an important goal from two viewpoints: fuel economy and greenhouse gases (GHG) containment, with benefits in terms of global warming and climate change. At the same time, traffic stops are due to the detection of other pollutants, as nitrogen oxides (NOx) and particulate matter (PMx), which are harmful for human health. ...Then, the AT strategy was tested in order to demonstrate its effectiveness, both on terms of fuel economy and GHG emissions or containment of a particular pollution, if required.

Plugin hybrid electric vehicles (PHEVs) have several attractive features in terms of reduction of greenhouse gas (GHG) emissions. Compared to conventional vehicles (CVs) that only have an internal combustion engine (ICE), PHEVs have better energy efficiency like regular hybrids (HEVs), allow for electrifying an appreciable portion of traveled miles, and have no range anxiety issues like battery-only electric vehicles (BEVs). ...Unlike GHG emissions, criteria emissions are not continuously emitted in proportional quantities to fossil fuel consumption.

As part of the midterm evaluation of the 2022-2025 light-duty GHG emissions rule, the Environmental Protection Agency (EPA) has been evaluating fuel efficiency data from tests on newer model engines and vehicles. ...The data is used as inputs to an EPA vehicle simulation model created to estimate greenhouse gas (GHG) emissions from light-duty vehicles. The Advanced Light Duty Powertrain and Hybrid Analysis (ALPHA) model is a physics-based, full vehicle computer simulation capable of analyzing various vehicle types with different powertrain technologies and showing realistic vehicle behavior and auditing of all internal energy flows in the model.

Under the proposed Green Deal program, the European Union will aim to achieve zero net greenhouse gas (GHG) emissions by 2050. The interim target is to reduce GHG by 55% by 2030. In the current debate concerning CO2-neutral powertrains, bio-fuels and e-fuels could play an immediate and practical role in reducing lifecycle engine emissions.

The importance of in-design “pairing” of low-viscosity motor oils with the ring pack and the cylinder bore characteristics in order to achieve maximum reduction in GHG emissions and improvement in fuel economy without sacrificing the endurance is elucidated. Earlier motored friction data for two different gasoline engines - Ford Duratec and Mercedes Benz M133 - using motor oils of different viscosity grades are now rationalized using AVL EXCITE® piston/bore tribology simulations.

Furthermore, since the aluminum oxidation is completely GHG free and the alumina produced by the reaction can be recycled back to aluminum, the process has a sustainable environmental management.

There is also the possibility of reducing GHG by adding biogas or synthetic natural gas. The Methane Number (MN) characterizes the knocking properties of gaseous fuels and was defined by AVL.

The continuously strengthened requirements regarding air quality and pollutant reduction as well as GHG emissions further complicate the compliance with legal standards. Especially in view of cost-sensitive applications this demand strongly collides with the EMS set-up and the sensor requirements with still increasing overall system complexity.

Harmful emissions of the target pollutants THC, CO and the GHG gas CO2 were reduced by a factor of 6, 25 and 1.5, respectively. The achieved efficiency improvement of the engine fed by the directly injected methanol reformate calculated for primary liquid methanol consumption was found to be in the range of 20-70% (depending on the operating mode) as compared with the carburetor-fed gasoline.

Mobile Vehicle Air Conditioning (MVAC) systems are a substantial source of greenhouse gas (GHG) emissions. The use of high-GWP R-134a in MVAC systems contributes a lot to the inflated climate footprint of the segment.

The current refrigerant in mobile air conditioning (AC) systems, HFC-134a (also known as R134a), is a potent greenhouse gas (GHG) with a global-warming potential (GWP) of 1300. Its emissions from 2009 and subsequent model-year (MY) light-duty vehicles may be regulated under the terms of a law (Sec. 43108.5, Health and Safety Code) adopted in California in 2002.

Engine efficiency is directly related with CO2 emissions (GHG) and is increasing nowadays. This growing concern with environment and efficient use of fuels induces the automotive industry to seek the increase the efficiency of all engine systems.

Because of the intended future NOX and GHG limits for on-road HD CI engines, the use of variable valve trains become more and more inevitable.