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This technical paper collection focuses on the general topic of combustion engine gaseous emissions (regulated and non-regulated). This includes well-to-wheels CO2 production for alternative technologies, fuel economy and all greenhouse gas emission research. It also includes hydrocarbon species and specific NOx species production over aftertreatment devices as a result of changes in fuel specification and the inclusion of bio-derived components and consideration of secondary emissions production (slip) as a result of aftertreatment.

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.

Nitrous oxide (N2O), with a global warming potential (GWP) of 297 and an average atmospheric residence time of over 100 years, is an important greenhouse gas (GHG). In recognition of this, N2O emissions from on-highway medium- and heavy-duty diesel engines were recently regulated by the US Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration’s (NHTSA) GHG Emission Standards. ...In recognition of this, N2O emissions from on-highway medium- and heavy-duty diesel engines were recently regulated by the US Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration’s (NHTSA) GHG Emission Standards. Unlike NO and NO2, collectively referred to as NOx, N2O is not a major byproduct of diesel combustion. ...Engine-based results show that N2O emissions for this nonroad engine and aftertreatment system are below the current 0.1 g/bhp·hr on-highway GHG standard. To better understand the processes which contribute to the system-level N2O emissions seen during engine testing, reactor-based experiments were conducted to elucidate the fundamental component-level mechanisms responsible for N2O formation.

They are responsible for 50% of petroleum (oil) consumption and 60% of all greenhouse gas (GHG) emissions worldwide. The number of vehicles is forecasted to double by 2050. Therefore the environmental issues such as noise, emissions and fuel burn have become important for energy and environmental sustainability. ...The technologies related to reduction in energy requirements such as reducing the vehicle mass by using the high strength low weight materials and reducing the viscous drag by active flow control and smoothing the operational profile, and reducing the contact friction by special tire materials are discussed along with the portable energy sources for reducing the GHG emissions such as low carbon fuels (biofuels), Lithium-ion batteries with high energy density and stability, and fuel cells.

The data can then be used to predict the effects on vehicle FE and GHG for a specific class of vehicles via simulation. An accelerated break-in method using a comparable energy approach has been developed, and can be used to meet the break-in requirements of different vehicle emission test protocols. ...A “float to equilibrium” sump temperature approach has been used to produce instantaneous efficiency data, which can be used to more accurately predict vehicle FE and GHG, inclusive of Cold CO2. The “Float to Equilibrium” approach and “Fixed Sump Temperature” approach has been compared and discussed.

The proposed US LD (light-duty) greenhouse gas (GHG) regulation for 2017-25 is reviewed, as well as the finalized, first-ever, US HD (heavy-duty) GHG rule for 2014-17. ...The proposed US LD (light-duty) greenhouse gas (GHG) regulation for 2017-25 is reviewed, as well as the finalized, first-ever, US HD (heavy-duty) GHG rule for 2014-17. The paper then gives a brief, high-level overview of key emissions developments in LD and HD engine technology, covering both gasoline and diesel. ...Emissions challenges include lean NOx remediation for diesel and lean-burn gasoline to meet both the emerging NOx and GHG regulations. NOx control technologies are then summarized, including SCR (selective catalytic reduction) with ammonia, and hydrocarbon-based approaches.

The US finalized LD (light-duty) greenhouse gas (GHG) regulation for 2017-25. The paper then gives a brief, high-level overview of key developments in LD and HD engine technology, covering both gasoline and diesel. ...Marked improvements in engine efficiency are summarized for gasoline and diesel engines to meet both the emerging NOx and GHG regulations. HD engines are just starting to demonstrate 50% brake thermal efficiency. NOx control technologies are then summarized, including SCR (selective catalytic reduction) with ammonia, and hydrocarbon-based approaches.

A large increase in GHG emissions has led to a substantial increase in EV adoption. Due to its complexity, predicting the states of LIB remains to be a roadblock for mass adoption.

The formation of these salts can reduce the availability of NH3 for NOx conversion, block active catalyst sites, and result in the formation of N2O, a regulated Greenhouse Gas (GHG). In this study, we investigate the effect of hydrothermal aging on the formation and decomposition of ammonium nitrate on a state-of-the-art Cu/zeolite selective catalytic reduction (SCR) catalyst.

Besides that, it was analyzed their applications and paradigms that corroborate the international targets for reducing greenhouse gas emissions (GHG - Greenhouse Gas Emissions) such as CO2 and consumption of fossil fuels. As a result of this revision it was generated a descriptive list of potential sources of renewable energy developments related to the energy conversion between various mechanisms, such as energy recovery from shocks and brakes, thermoelectric generators (TEG) on engine and exhaust system, fuel cell systems among others, providing than a scenery of technological innovation opportunities.

Current legislative trends regarding diesel emissions are striving to achieve two seemingly competing goals: simultaneously lowering NOx and greenhouse gas (GHG) emissions. These two goals are considered at odds since lower GHG emissions (e.g. CO2) is achieved via high combustion efficiency that result in higher engine out NOx emissions and lower exhaust gas temperatures [1, 2].

The Paris Agreement on climate change declared governments’ intentions to reduce greenhouse gas (GHG) emissions as outlined in each country’s nationally determined contribution. Providing affordable energy to support prosperity while reducing environmental impacts, including the risks of climate change, is the dual challenge for the energy and transport industries. ...Development and deployment of low-emission liquid fuels and complementary engine hardware optimization could provide options to meet air quality as well as proposed, ambitious greenhouse gas (GHG) reduction targets. To take advantage of these potential benefits, these fuels must be compatible with the existing fleet and comply with current fuel standards.

As the world population continues to migrate to urban areas for increased economic opportunities, addressing personal mobility challenges such as air pollution, Greenhouse Gases (GHGs) and traffic congestion in these regions will become even a greater challenge especially in rapidly growing nations. ...However, the technological advancements made so far alone will not be able to mitigate the issues due to increasing GHGs and air pollution in urban areas. Electrification of propulsion systems may play a significant role in overcoming the challenges associated with personal urban mobility. ...Strengths and weaknesses of different designs are assessed relative to conventional propulsion systems on the basis of metrics such as well-to-wheel energy conversion efficiency, GHG emissions and vehicle functionality.

Abstract Nitrous oxide (N2O) is both an ozone depleting gas and a potent greenhouse gas (GHG), having a global warming potential (GWP) value nearly 300 times that of carbon dioxide (CO2). ...Consequently, N2O emissions from motor vehicles do not represent a significant contribution to global GHGs.

Key developments are summarized for gasoline and diesel engines to meet both the emerging NOx and GHG regulations. HD engines are demonstrating more than 50% brake thermal efficiency using methods that can reasonably be commercialized.

The regulative environment is poised for ultra-low emissions in the 2024+ time frame with ultra-low NOx proposals from CARB and PN PEMS testing requirements from EU. GHG emissions limits are getting tighter in the next few years along with extended full useful life (FUL) requirements.

.: HDD Phase 2 GHG). A High-Porosity Substrate with increased Vanadia catalyst loading is a viable solution to achieve higher conversion efficiency targets at low exhaust temperatures (< 300oC).

Key developments are summarized for gasoline and diesel engines to meet both the emerging NOx and GHG regulations. HD engines are or will soon be demonstrating 50% brake thermal efficiency using common approaches.

The near-term benefit assessment compares the energy consumption and GHG emissions for both PRM and non-PRM travelers. Long-term energy and GHG impacts are associated with building and facility design and functionality, enabling not only larger, more efficient tailored structures, but also more efficient regional transport by providing highly effective first-mile/last-mile services, and interfacing seamlessly with emerging electrified and automated roadway mobility services. ...Therefore, to evaluate systems and inform critical near- and long-term decisions more effectively, a holistic evaluation framework is proposed focused on four key areas: (1) mobility, with emphasis on travel time and accessibility within an airport, (2) environment, focused on energy consumption and greenhouse gas (GHG) emissions associated with intra-airport mobility, (3) equity, specifically to the PRM community, but with an eye to the whole of society, and (4) built environment, or the fundamental changes in building design enabled by different mobility systems for larger and more flexible, functional, and energy-efficient structures. ...Environment: The energy and GHG benefits of airport mobility systems follow a near-term and long-term perspective. The near-term benefit assessment compares the energy consumption and GHG emissions for both PRM and non-PRM travelers.

Key developments are summarized for gasoline and diesel engines to meet both the emerging criteria and greenhouse gas (GHG) regulations. Several LD gasoline concepts are achieving 10-15% and some up to 35% reductions relative to gasoline direct injection (GDI) engines of today.