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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.

More specific, engines are required to reduce CO2 emissions by 6% compared to GHG phase 1 levels. Next to the GHG emission legislation, more stringent legislation is anticipated in the US to further reduce NOx emissions: a further 90% reduction is targeted as soon as 2024 compared to 2010 standard. ...Increasing efforts to minimize global warming has led to regulation of greenhouse gas (GHG) emissions of automotive applications. The US is frontrunner regarding implementation of GHG related legislation with the introduction of GHG phase 1 and phase 2, ultimately targeting a 40% fuel consumption reduction in 2027 compared to 2010 on vehicle level. ...The US is frontrunner regarding implementation of GHG related legislation with the introduction of GHG phase 1 and phase 2, ultimately targeting a 40% fuel consumption reduction in 2027 compared to 2010 on vehicle level.

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.

This paper focused on the fuel consumption and GHG reductions. The fuel consumption was determined by volumetric, mass and energy per km travelled and per ton of GVW. ...The substitution ratio of PD by the C2G Ultra Biofuel is 86∼91% and 74∼81% for hot start and cold start trips respectively. The GHG reductions by the C2G Ultra Biofuel are 85∼89% and 73∼78% for hot start and cold start trips respectively.

A SI probe car, defined here as a normal commercial car equipped with GPS, in-vehicle FTIR tailpipe emission measurement and real time fuel consumption measurement systems, and temperature measurements, was used for measuring greenhouse gas emissions including CO2, N2O and CH4 under real world urban driving conditions. The vehicle used was a EURO4 emission compliant SI car. Two real world driving cycles/routes were designed and employed for the tests, which were located in a densely populated area and a busy major road representing a typical urban road network. Eight trips were conducted at morning rush hours, day time non-peak traffic periods and evening off peak time respectively. The aim is to investigate the impacts of traffic conditions such as road congestion, grade and turnings on fuel consumption, engine thermal efficiency and emissions.

The Global Warming Potential (GWP) was evaluated using IPCC data for all three measured GHGs. The results show that N₂O and CH₄ can contribute to approximately 6~10% of GWP during cold start due to high GWP index, though their emissions were in a much lower magnitude. ...The influence of ambient temperatures on GHG emissions and GWP were assessed. The research provided a better understanding of traffic-related greenhouse gas emission profile in urban area and will contribute to the control of climate change.

With increasing evidence for climate change in response to greenhouse gasses (GHG) emitted by human activities, pressure is growing to reduce fuel consumption via increased vehicle efficiency and to replace fossil fuels with renewable fuels. ...While real-world experience with bio-ethanol and a growing body of research on many other renewable fuel pathways provide some guidance as to the cost of renewable transportation fuel, there has been little work comparing that cost to alternative means for achieving equivalent GHG reductions. In earlier work, we developed an optimization model that allowed the transportation and electricity generation sectors to work separately or jointly to achieve GHG reduction targets, and showed that cooperation can significantly reduce the society cost of GHG reductions. ...In earlier work, we developed an optimization model that allowed the transportation and electricity generation sectors to work separately or jointly to achieve GHG reduction targets, and showed that cooperation can significantly reduce the society cost of GHG reductions.

This work presents a modeling approach for estimation of the equivalent greenhouse gas (GHG) emissions of plugin hybrid electric vehicles (PHEVs) for real driving patterns and charging behaviors. ...In general, modeling of the equivalent GHG for a trip made by a PHEV not only depends on the trip trace in question, but also on the electric range of the vehicle and energy consumption in previous trips since the last charging event. ...This can significantly increase the necessary computational burden of estimating the GHG emissions using numerical simulation tools, which are already computationally-expensive. The proposed approach allows a trip numerical simulation starting with a fully charged battery to be re-used for GHG estimation of a trip that starts with any initial state of charge by re-allocating the appropriate amount electric energy to an equivalent gas consumption.

At the same time, mandated improvements to greenhouse gas emissions (GHG) require that these NOX reductions be achieved without sacrificing fuel consumption and increasing GHG emissions. ...At the same time, mandated improvements to greenhouse gas emissions (GHG) require that these NOX reductions be achieved without sacrificing fuel consumption and increasing GHG emissions. The CARB demonstration program has progressed through several stages since it was initiated, and the Stage 3 Low NOX program completed in 2020 represents the culmination of these technology demonstration efforts. ...This effort, using a 2017 production diesel engine as a baseline, demonstrated a combination of technologies that enabled Low NOX emission levels near the 90% reduction target, while at the same time maintaining GHG emission rates at the same levels as the base engine. Previous publications have gone into detail regarding individual elements of the Stage 3 technology package.

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.

Hybrid technology has the potential to enable dramatic reductions in greenhouse gases (GHG), such as the California goal of reducing GHG by 80 percent from 1990 levels by 2050. As a result it is expected that hybrid systems will occupy a growing proportion of the market. ...In this presentation, Ricardo will present a process for evaluating the impact that a hybrid system which has been optimised to minimise GHG emission over a specified drive-cycle will have on the effectiveness of engine OBD monitors. ...The optimisation process generates torque split, mode and gear changes required to minimise GHG emissions. This optimal engine-transmission-machine on-time profile is automatically analysed to generate the impact on the engine OBD system.

Regulations have been established for the monitoring and reporting of greenhouse gas (GHG) emissions and fuel consumption from the transport sector. Low carbon fuels combined with new powertrain technologies have the potential to provide significant reductions in GHG emissions while decreasing the dependence on fossil fuel. ...Low carbon fuels combined with new powertrain technologies have the potential to provide significant reductions in GHG emissions while decreasing the dependence on fossil fuel. In this study, a lean-burn ethanol-diesel dual-fuel combustion strategy has been used as means to improve upon the efficiency and emissions of a conventional diesel engine. ...Compared to a baseline diesel-only operation, the ethanol-diesel dual-fuel engine yielded up to 57% lower well-to-wheels GHG emissions. Moreover, the dual-fuel combustion strategy attained higher net indicated efficiency than the conventional diesel mode from 0.6 to 2.4 MPa IMEP, with a maximum value of 47.2% at 1.2 MPa IMEP.

Another major finding is that because the TtW component of fuel cell vehicles offer the potential to eliminate greenhouse (GHG) emissions when fueled with hydrogen, a renewable source of hydrogen production will offer the potential of extremely low WtW GHG emissions for fuel cell vehicles. ...Another major finding is that because the TtW component of fuel cell vehicles offer the potential to eliminate greenhouse (GHG) emissions when fueled with hydrogen, a renewable source of hydrogen production will offer the potential of extremely low WtW GHG emissions for fuel cell vehicles. The analysis of the new fuels indicates a 2%-7% TtW reduction in the CO2 equivalent emissions for M85, E85 and CTL (M100). ...For M10, and E10 the reduction of GHG emissions is insignificant, about 1% compared to those of the vehicle running with gasoline.

Globally, policymakers have been trying to reduce GHG emissions through a variety of policies and strategies Given that the Philippine ratio of greenhouse gas (GHG) to gross domestic product (GDP) is above the global average, GHG production is predicted to escalate if it remains unaddressed This study presents various methods for fuel estimates of drive cycles developed in the Philippines. ...With greenhouse gas emissions (GHG) being identified as a major cause, climate change is considered as a major environmental concern in recent decades. ...Globally, policymakers have been trying to reduce GHG emissions through a variety of policies and strategies Given that the Philippine ratio of greenhouse gas (GHG) to gross domestic product (GDP) is above the global average, GHG production is predicted to escalate if it remains unaddressed This study presents various methods for fuel estimates of drive cycles developed in the Philippines.

To minimize the impact of global warming worldwide, net greenhouse-gas (GHG) emissions have to be reduced. The transportation sector is one main contributor to overall greenhouse gas emissions due to the fact that most of the current propulsion systems rely on fossil fuels. ...Besides emitting GHG, gasoline driven cars emit harmful pollutants, which can cause health issues for humans. Hybrid powertrains provide an available short-term solution to reduce fuel consumption and thus overall emissions. ...From the testing, it can be concluded that despite reducing harmful emissions, hybrid vehicles still emit pollutants and GHG when fueled with conventional gasoline. It is therefore questionable if hybrid vehicles can meet future emission standards such as Euro 7.

We use fuel consumption estimates from FuelEconomy.gov for a number of plausible CV versus HEV, PHEV, and EV comparisons to estimate the potential additional annual fuel savings and greenhouse gas (GHG) emission benefits, using Argonne National Laboratory's GREET model, obtainable when consumers make the behavioral choice to purchase various electrified powertrains in low road load gliders. ...When electric generation comes from natural gas, PHEVs and EVs in low load gliders can provide about the same GHG benefits as low load HEVs, with less gasoline use. If renewables are used in conjunction with natural gas, the GHG benefits increase. ...If renewables are used in conjunction with natural gas, the GHG benefits increase. In comparison to HEVs in standard gliders, there will be even greater benefits.

The engine was operated over simulated EPA city and highway test cycles to assess the greenhouse gas (GHG) emissions performance in the context of EPA’s LD GHG standards through year 2025....As part of its technology assessment for the upcoming midterm evaluation (MTE) of the 2022-2025 Light-Duty Vehicle Greenhouse Gas (LD GHG) emissions standards, EPA has been benchmarking engines and transmissions to generate inputs for use in its Advanced Light-Duty Powertrain and Hybrid Analysis (ALPHA) model, a physics-based, forward-looking, full vehicle computer simulation tool.

Environmental Protection Agency’s (EPA’s) Advanced Light-Duty Powertrain and Hybrid Analysis (ALPHA) tool was created to estimate greenhouse gas (GHG) emissions from light-duty vehicles. ALPHA is a physics-based, forward-looking, full vehicle computer simulation capable of analyzing various vehicle types with different powertrain technologies, showing realistic vehicle behavior, and auditing of all energy flows in the model. ...In preparation for the midterm evaluation (MTE) of the 2017-2025 light-duty GHG emissions rule, ALPHA has been refined and revalidated using newly acquired data from model year 2013-2016 engines and vehicles. ...A simple model based only on a steady-state fuel map will yield fuel consumption and GHG emissions lower than what is measured during a chassis dynamometer test due to a variety of factors present during transient operation.

The WTW results show significant reductions in fossil fuel consumption and greenhouse gas (GHG) emissions by DME compared to gasoline and diesel if DME is produced from LFG and manure-based biogas. ...When methanol from black liquor is used for DME production, there are reductions in GHG emissions, though smaller than DME produced from LFG and MANR. Meanwhile, fossil NG-based DME produced in large-scale DME plants or from NG-based methanol shows GHG emissions at the similar level as petroleum diesel does. ...Meanwhile, fossil NG-based DME produced in large-scale DME plants or from NG-based methanol shows GHG emissions at the similar level as petroleum diesel does.

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.