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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.

As GHG and fuel economy regulations of light-duty vehicles have become more stringent, advanced emissions reduction technology has extensively penetrated the US light-duty vehicle fleet. ...The Environmental Protection Agency (EPA) has previously used its Advanced Light-Duty Powertrain and Hybrid Analysis (ALPHA) full vehicle simulation tool to evaluate the greenhouse gas (GHG) emissions of light-duty vehicles. ALPHA contains a library of benchmarked powertrain components that can be matched to specific vehicles to explore GHG emissions performance. ...ALPHA contains a library of benchmarked powertrain components that can be matched to specific vehicles to explore GHG emissions performance. Recently, EPA has updated the ALPHA model with key changes including the addition of new models for electrified vehicle architectures and a robust structure which allows batch processing of large numbers of simulations.

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.

We present a parametric analysis of electric vehicle (EV) adoption rates and the corresponding contribution to greenhouse gas (GHG) reduction in the US light-duty vehicle (LDV) fleet through 2050. The analysis is performed with a system dynamics based model of the supply-demand interactions among the fleet, its fuels, and the corresponding primary energy sources. ...Widespread EV adoption can have noticeable impact on petroleum consumption and GHG emissions by the LDV fleet. However, EVs alone cannot drive compliance with the most aggressive GHG emission reduction targets, even as the electricity source mix shifts away from coal and towards natural gas. ...However, EVs alone cannot drive compliance with the most aggressive GHG emission reduction targets, even as the electricity source mix shifts away from coal and towards natural gas.

In this analysis we assess the life cycle greenhouse gas (GHG) emissions of four types of vehicles which might play a role in achieving future emission reductions: vehicles using compressed natural gas (CNG), battery electric vehicles (BEVs), mild hybrid CNG vehicles and range extended BEVs. ...The calculation results are found to be quite robust: The BEV and the mild hybrid CNG vehicle similarly show very low GHG emissions within all scenarios whereas the pure CNG vehicle always ranks the worst. In an additional scenario we also assessed the influence of an improved electricity generation with lower emissions in the future. ...We conclude that the introduction of BEVs is an effective measure to reduce GHG emissions in the transport sector of the future. However, mild hybrid CNG vehicles seem to be a very practicable solution for mobility with less GHG emissions today and in the nearer future.

Therefore, cradle-to-gate (CTG) and well-to-wheel (WTW) greenhouse gas emissions (GHGs) would be different. In this study, life cycle GHG emissions of vehicle cycle and fuel cycle are compared between EV and internal combustion engine (ICEV) powered by petrol and diesel as fuel. ...The results revealed that GHG emissions of CTG phase for an EV is ~13.6 t CO2eq, which is 34.8% higher than the diesel-fuelled ICEV and 39.8% higher than petrol-fuelled ICEV. ...The WTW cycle phase GHG emissions for an EV were estimated to be ~24.478 t CO2eq which is 23.6% higher than the diesel-fuelled ICEV and 8.325% higher than petrol-fuelled ICEV.

In particular, we established statistically robust probability distribution functions (PDFs) to address the uncertainty and variation in both thermal and environmental performances of various types of power plants that can result in uncertainties of the life-cycle GHG and CAP emissions of electric vehicles. With the detailed characterization of the GHG and CAP emissions from the power sector, we performed a life-cycle analysis (LCA) of the GHG and CAP emissions of electric vehicles in the United States, with the GREET (Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation) model developed at Argonne National Laboratory. ...To fulfill this objective, we explicitly analyzed the emission characteristics of greenhouse gases (GHG) and criteria air pollutants (CAP, representing VOC, CO, NOx, PM₁₀ and PM₂.₅, and SOx,) of the U.S. power sector, a pivotal upstream sector that impacts the life-cycle GHG and CAP emissions associated with electric vehicles. ...To fulfill this objective, we explicitly analyzed the emission characteristics of greenhouse gases (GHG) and criteria air pollutants (CAP, representing VOC, CO, NOx, PM₁₀ and PM₂.₅, and SOx,) of the U.S. power sector, a pivotal upstream sector that impacts the life-cycle GHG and CAP emissions associated with electric vehicles. In particular, we established statistically robust probability distribution functions (PDFs) to address the uncertainty and variation in both thermal and environmental performances of various types of power plants that can result in uncertainties of the life-cycle GHG and CAP emissions of electric vehicles.

The most life cycle energy and GHG reductions occur with aluminum, but the energy and GHG reduction per unit mass removed is greater for A/HSS. ...As lightweight materials and advanced combustion engines are being used in both conventional and electrified vehicles with diverse fuels, it is necessary to evaluate the individual and combined impact of these technologies to reduce energy and greenhouse gas (GHG) emissions. This work uses life cycle assessment (LCA) to evaluate the total energy and GHG emissions for baseline and lightweight internal combustion vehicles (ICVs), hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs) when they are operated with baseline and advanced gasoline and ethanol engines. ...For the scenarios considered in this work, the least life cycle energy and GHGs are obtained with a lightweight PHEV with an aluminum BIW and advanced gasoline engine. Overall, results show that advanced gasoline and ethanol engines and lightweight materials provide complimentary benefits for conventional and electrified vehicles and will reduce life cycle energy and GHG emissions while playing a key role in meeting future CAFE standards.

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.

However, there have been controversies over greenhouse gas (GHG) emissions of EVs from the life-cycle perspective in China’s coal-dominated power generation context. ...In this study, we compared the life-cycle GHG emissions of existing vehicle models in the market. Afterwards, a cost model is established to compare the total costs of vehicles. ...It is concluded that the GHG emission intensity of EVs is lower than reference and hybrid vehicles currently and is expected to decrease with the improvement of the power grid.

This study investigates the life cycle greenhouse gas (GHG) emissions of a set of vehicles using two real-world gliders (vehicles without powertrains or batteries); a steel-intensive 2013 Ford Fusion glider and a multi material lightweight vehicle (MMLV) glider that utilizes significantly more aluminum and carbon fiber. ...Our results show that the MMLV glider can reduce life cycle GHG emissions despite its use of lightweight materials, which can be carbon intensive to produce, because the glider enables a decrease in fuel (production and use) cycle emissions. ...However, the fuel savings, and thus life cycle GHG emission reductions, differ substantially depending on powertrain type. Compared to ICVs, the high efficiency of HEVs decreases the potential fuel savings.

In European Union (EU), transport causes about a quarter of the total greenhouse gases (GHG) emissions and road vehicles are the biggest contributors, with nearly three-quarters of the overall GHG emissions. ...In European Union (EU), transport causes about a quarter of the total greenhouse gases (GHG) emissions and road vehicles are the biggest contributors, with nearly three-quarters of the overall GHG emissions. In this context, many governments are adopting different strategies to achieve a sustainable mobility, including the electrification of public transport, such as full electric taxis (e-taxis). ...The purpose of this research is to identify the best vehicle segment for the e-taxis fleet according to GHG emissions within the vehicle lifespan. To this end, a cradle-to-grave Life Cycle Assessment (LCA) and battery aging simulations for Lithium-ion batteries are conducted, basing on the state-of-art standard for test driving cycles and average emissions of the EU electricity mix.

The international community is making significant efforts to face climate changes related to substantial greenhouse gas (GHG) emissions. Among all the sectors, transport is responsible for almost a quarter of global GHG emissions, 72% of which is imputable to road vehicles. ...Among all the sectors, transport is responsible for almost a quarter of global GHG emissions, 72% of which is imputable to road vehicles. It’s also expected that, without significant measures, these emissions may grow at a faster rate than other sectors. ...Results show that key performance parameters, such as the operating costs, and GHG emissions, are strongly affected by the studied locations' weather and traffic conditions and the advanced control logic implementation.

Use of renewable energies in vehicle electrification, including hydroelectric and photovoltaic energies, currently 39% of the generation mix, and gasoline usage reduction reduces GHG emissions of the country. The EV scenario; however, increases the GHG emissions of the subcompact vehicle by 22%, whereas this scenario reduces the emissions of the mid-size and the light-duty truck by 25% and 47%, respectively. ...The system boundary includes both the renewable and nonrenewable energy sources available in Chile and well-to-pump energy consumptions and GHG emissions due to Li mining and Li-ion battery manufacturing. All the major input data required for TEA and LCA were generated using Autonomie vehicle modeling software. ...The electrification of compact, mid-size, and a light duty truck, reduce the nationwide GHG emissions by 27%, 47%, and 37%, respectively, for the HEV scenario. Use of renewable energies in vehicle electrification, including hydroelectric and photovoltaic energies, currently 39% of the generation mix, and gasoline usage reduction reduces GHG emissions of the country.

Using a transportation fuel-cycle model developed at ANL with data collected on vehicle fuel economy from the two events as well as electric generation mix data from the utilities that provided the electricity to charge the EVs on the two Tours, we estimated full fuel-cycle energy use and GHG emissions of EVs and CVs. This paper presents the data, methodology, and results of this study, including the full fuel-cycle energy use and GHG emission reduction potential of the EVs operating on the Tour. ...This paper presents the data, methodology, and results of this study, including the full fuel-cycle energy use and GHG emission reduction potential of the EVs operating on the Tour.

Comparing the vehicle cycle of the BEV and ICEV, the energy consumption of BEV is 40.0% higher than that of ICEV and the total greenhouse gas (GHG) emissions of BEV is 44.6% higher than that of ICEV, due to the use of energy-intensive materials in the power battery of BEV. ...It is found that in the terms of the full life cycle of the ICEV and BEV, the overall energy use of the BEV is 26.6% lower than that of ICEV and the overall GHG emissions of BEV is 12.8% lower than that of ICEV.

Unless emissions of pollutants and greenhouse gases (GHG) are stringently regulated or gasoline prices more than double, gasoline powered internal combustion engines will continue to dominate the light duty fleet. ...CNG cars have low emissions, including GHG and the fuel is less expensive than gasoline. Biomass ethanol can be renewable and have no net carbon dioxide (CO2) emissions.

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.

A large number of organizations are committing to science-based targets (SBTi) and are following roadmap strategies towards Greenhouse Gas (GHG) reduction including all value chain players such as material suppliers, component manufacturers and OEMs [3]. ...These components themselves consume energy, and therefore are a cause of GHG emissions during their use. To quantify their contributions and help corporations progress towards decarbonization strategies there is a need for robust use phase calculation methodology. ...Existing global methods for calculating use phase emissions, such as Green House Gas (GHG) Protocol (version 1.0), provide a good framework, but still have uncertainties in its practical application.

The results demonstrate that geographical factor plays an important role in the GHG emission generation of EVs. The highest amount of GHG emission as demonstrated on Chevrolet Volt is 3,869 kg CO₂ eq per year in Pittsburgh, while the smallest GHG emission is only 2,125 kg CO₂ eq per year with Nissan Leaf in Los Angeles, based on the averaged U.S. annual driving mileages. ...The highest amount of GHG emission as demonstrated on Chevrolet Volt is 3,869 kg CO₂ eq per year in Pittsburgh, while the smallest GHG emission is only 2,125 kg CO₂ eq per year with Nissan Leaf in Los Angeles, based on the averaged U.S. annual driving mileages.