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The State of California considers greenhouse gases (GHGs) to be air pollutants and has directed the Air Resources Board to adopt cost effective regulations for GHG emissions from motor vehicles. ...The State of California considers greenhouse gases (GHGs) to be air pollutants and has directed the Air Resources Board to adopt cost effective regulations for GHG emissions from motor vehicles. The northeastern states and Canada through NESCCAF have worked closely with CARB and CO2 equivalent emission regulations have been proposed. ...The eventual status of these regulations may not be clear, but what is clear is that there is a need to develop cost effective technology to reduce GHG emissions. This paper presents such technology. Advances in turbocharging technology relevant to both gasoline and diesel engines are described.

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.

Vehicle OEM’s for MHD applications are facing significant challenges in meeting the stringent 2027 low-NOx and GHG emissions regulations. To meet such challenges, advanced engine and aftertreatment technologies along with powertrain electrification are being applied to achieve robust solutions. ...FEV has previously conducted model-based assessments to show the potential of 48V engine and aftertreatment technologies to simultaneously meet GHG and low NOx emission standards. This study focuses on evaluating the full potential of 48V electrification technology through addition of 48V P3 hybrid system to the previously developed 48V advanced engine and aftertreatment technology package. ...The analysis showed the potential offered by the 48V hybrid system for meeting future low NOx and GHG emission regulations.

The aim of this study is to evaluate the land requirement, energy consumption and GHG (greenhouse gases) emissions of microalgal biodiesel (M-BD) and Jatropha curcas seeds (J-BD) based biodiesel from the perspective of life cycle assessment (LCA). ...The well to pump (WTP) stage for microalgal biodiesel had higher fossil energy requirement but lower petroleum energy consumption and GHG emissions compared to Jatropha curcas and conventional diesel (CD). The WTP energy efficiency for J-BD100 and M-BD 100 were 26% and 17.4%, respectively. ...The WTW results showed good performance for MBD100 on petroleum consumption and GHG emissions. The high fossil energy use for microalgae BD100 was attributed to the large inputs for microalgae growth, including fertilizer and process fuels.

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.

The interest in Natural Gas (NG) as alternative fuel for transportation is constantly growing, mostly due to its large availability and lower environmental impact with respect to gasoline or diesel fuel. In this scenario, the application of the Dual Fuel (DF) Diesel- Natural Gas (NG) combustion concept to light duty engines can represent an important route to increment the diffusion of natural gas use. Many studies have proven the benefits of DF with respect to conventional diesel combustion in terms of CO2, NOx, PM and PN emissions, with the main drawback of high unburned hydrocarbon, mainly at low/partial engine loads. This last aspect still prevents the application of DF mode to small displacement engines. In the present work, a 2.0 L Euro 5 compliant diesel engine, equipped with an advanced electronic closed-loop combustion control (CLCC) system, has been set up to operate in DF mode and tested on a dyno test bench.

The growing demand for transportation fuels and the global emphasis on reducing greenhouse gas (GHG) emissions have led to increased interest in analyzing transport GHG emissions from the life-cycle perspective. ...To achieve net zero GHG emissions in Case 2, the GHG emissions of electricity generation need to be reduced by 88% of the current level. ...This paper conducts a comprehensive life-cycle analysis (LCA) of the GHG emissions associated with the methanol production process, utilizing data inventory from China in 2019.

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.

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.

The 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 internal energy flows in the model. ...In preparation for the midterm evaluation (MTE) of the 2017-2025 light-duty GHG emissions rule, ALPHA has been updated utilizing newly acquired data from model year 2013-2016 engines and vehicles. ...Simulations conducted with ALPHA provide data on the effectiveness of various GHG reduction technologies, and reveal synergies that exist between technologies. The ALPHA model has been validated against a variety of vehicles with different powertrain configurations and GHG reduction technologies.

Electricity from renewable sources realized the largest reductions in petroleum energy use and GHG emissions for all PHEVs as AER increased. GHG emissions benefits may not be realized for PHEVs employing biomass-based fuels, e.g., biomass-E85 and -hydrogen, over regular HEVs if the marginal mix is dominated by fossil sources. ...The Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model incorporated fuel economy and electricity use of alternative fuel/vehicle systems simulated by the Powertrain System Analysis Toolkit (PSAT) to conduct a well-to-wheels (WTW) analysis of energy use and greenhouse gas (GHG) emissions of plug-in hybrid electric vehicles (PHEVs). Based on PSAT simulations of the blended charge depleting (CD) operation, grid electricity accounted for a share of the vehicle’s total energy use ranging from 6% for PHEV 10 to 24% for PHEV 40 based on CD vehicle mile traveled (VMT) shares of 23% and 63%, respectively. ...Besides fuel economy of PHEVs and type of on-board fuel, the type of electricity generation mix impacted the WTW results of PHEVs, especially GHG emissions. For an all-electric range (AER) between 10 to 40 miles, PHEVs employing petroleum fuels (gasoline and diesel), a blend of 85% ethanol and 15% gasoline (E85), and hydrogen were shown to offer 40–60%, 70–90%, and over 90% reduction in petroleum energy use, and 30–60%, 40–80%, and 10–100% reduction in GHG emissions, respectively, relative to an internal combustion engine vehicle (ICEV) using gasoline.

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.

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.

., EPA and NHTSA have issued a joint proposed GHG rule that sets limits for CO2 and other GHGs from pick-up trucks and vans, vocational vehicles, semi-tractors, and heavy duty diesel engines. ...This work focuses on the new U.S. regulation of greenhouse gas (GHG) emissions from commercial vehicles and diesel engines and the most likely technologies to meet future anticipated standards while improving transportation freight efficiency. ...This paper discusses and compares different technologies to meet GHG regulations for diesel engines based on considerations of cost, complexity, real-world fidelity, and environmental benefit.

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.

This paper quantifies the potential of electric propulsion systems to reduce petroleum use and greenhouse gas (GHG) emissions in the 2030 U.S. light-duty vehicle fleet. The propulsion systems under consideration include gasoline hybrid-electric vehicles (HEVs), plug-in hybrid vehicles (PHEVs), fuel-cell hybrid vehicles (FCVs), and battery-electric vehicles (BEVs). ...Well-to-wheel energy and GHG emissions of future vehicle technologies were estimated by integrating the vehicle technology evaluation with assessments of different fuel pathways. ...However, continued reliance on fossil-fuels without effective carbon capture and sequestration for producing electricity and hydrogen constrain the GHG emission and energy reductions to about 60% below that of present-day spark-ignition technology.

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.

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.

In addition to NOX emissions, greenhouse gas (GHG), CO2 and methane emissions regulations from heavy-duty engines are also becoming more stringent. ...Results from this study demonstrate a potential pathway to achieving ultra-low NOX emissions and future GHG Phase 2 standards on heavy-duty vehicles.

Therefore this study confirms the benefits of the biodiesel use also on the current automotive engines, reducing simultaneously their environmental impact in terms of GHG and smoke emissions.