Search Results

By almost any definition, technology has penetrated the U.S. light-duty vehicle fleet significantly in conjunction with the increased stringency of fuel economy and GHG emissions regulations. The physical presence of advanced technology components provides one indication of the efforts taken to reduce emissions, but that alone does not provide a complete measure of the benefits of a particular technology application.

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.

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.

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.

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.

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.

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.

The Advanced Light-Duty Powertrain and Hybrid Analysis tool (ALPHA) was created by EPA to evaluate the Greenhouse Gas (GHG) emissions of Light-Duty (LD) vehicles. ALPHA is a physics-based, forward-looking, full vehicle computer simulator capable of analyzing various vehicle types combined with different powertrain technologies. ...The ALPHA tool was used to evaluate technology effectiveness and off-cycle technologies such as air-conditioning, electrical load reduction technology and road load reduction technologies of conventional, non-hybrid vehicles for the Midterm Evaluation of the 2017-2025 LD GHG rule by the U.S. Environmental Protection Agency (EPA) Office of Transportation and Air Quality (OTAQ). ...The developed 48 V mild hybrid electric vehicle model can be used to estimate the GHG emissions and fuel economy of 48 V mild hybrid electric vehicles over the EPA regulatory drive cycles and to estimate off-cycle GHG emissions.

We propose a GHG data analytics framework that functions on top of a cloud platform to provide unique system-level perspectives on operating transportation services, from procuring the most environmentally and people friendly vehicles to scheduling and designing the services based on data insights. ...Using a benchmark problem with real-world vehicle and mobile device data, we demonstrate the functionality of our GHG analytics framework.

Light-duty vehicle greenhouse gas (GHG) and fuel economy (FE) standards for MYs 2012-2025 are requiring vehicle powertrains to become much more efficient. ...One key technology strategy that vehicle manufacturers are using to help comply with GHG and FE standards is to replace naturally aspirated engines with smaller displacement “downsized” boosted engines.

The Advanced Light-Duty Powertrain and Hybrid Analysis (ALPHA) tool was created by EPA to evaluate the Greenhouse Gas (GHG) emissions of Light-Duty (LD) vehicles [1]. ALPHA is a physics-based, forward-looking, full vehicle computer simulation capable of analyzing various vehicle types combined with different powertrain technologies. ...As a result of the model refinements and in preparation for the mid-term evaluation of the 2017-2025 LD GHG rule, we are revalidating the model with newly acquired vehicle data. This paper presents the benchmarking, modeling and continued testing of a 2013 Chevy Malibu 1LS.

Complete engine maps, transmission efficiencies, and vehicle data were used as inputs into the GT-DRIVE+ vehicle model to estimate fuel economy, greenhouse gas (GHG) and NOx emissions of a vehicle equipped with a 12-volt start-stop system. The model-simulated fuel economy, GHG and NOx emissions, engine torque, engine speed, and vehicle speeds were all in good agreement with the on-road measured fuel economy, GHG and NOx emissions from the PEMS vehicle test data. ...The model-simulated fuel economy, GHG and NOx emissions, engine torque, engine speed, and vehicle speeds were all in good agreement with the on-road measured fuel economy, GHG and NOx emissions from the PEMS vehicle test data. ...The model-simulated fuel economy, GHG and NOx emissions, engine torque, engine speed, and vehicle speeds were all in good agreement with the on-road measured fuel economy, GHG and NOx emissions from the PEMS vehicle test data.

Use of natural gas-diesel dual-fuel (NDDF) combustion in compression ignition engines is a method of reducing the net greenhouse gas (GHG) and particulate matter (PM) emissions of these engines. Compressed natural gas (NG) is injected into the intake manifold of the engine and the air-NG mixture is ignited by a direct injection of diesel in the cylinder. ...Use of the insert causes the GHG emissions to increase and decrease for diesel and NDDF combustion respectively. Additionally, use of the insert causes the NOx emissions to remain similar and increase for diesel and NDDF combustion respectively. ...By using low levels of exhaust gas recirculation, the NOx emissions of NDDF combustion can be reduced without significant impact on the GHG or PM emissions when compared to diesel combustion.

This shift has been ascribed to the importance of reducing greenhouse gas (GHG) emissions from transportation to mitigate the effects of climate change. In Europe, countries are proposing future bans on vehicles with internal combustion engines (ICEs), and individual United States (U.S.) states have followed suit. ...An important component of these complex decisions is the electricity generation GHG emission rates both for current electric grids and future electric grids. In this work we use 2019 U.S. electricity grid data to calculate the geographically and temporally resolved marginal emission rates that capture the real-world carbon emissions associated with present-day utilization of the U.S. grid for electric vehicle (EV) charging or any other electricity need. ...We find that currently there is no evidence to support the idea that BEVs lead to a uniform reduction in vehicle emission rates in comparison to HEVs and in many scenarios have higher GHG emissions. This suggests that a mix of powertrain technologies is the best path toward reducing transportation sector emissions until the U.S. grid can provide electricity for the all-electric fleet infrastructure and vehicle operations with a carbon intensity that produces a net environmental benefit.

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.

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%.

The EcoCAR3 team of California State University, Los Angeles designed a Parallel Post Transmission Plug-in Hybrid Electric Vehicle (PPT PHEV) that will maintain consumer acceptability in the areas of performance, utility and safety with the end-goal of reducing Well-to-Wheel Green House Gas (WTW GHG) emissions and Well-to-Wheel Petroleum Energy Use (WTW PEU). The team utilizes the 2016 Chevrolet Camaro platform with modifications such as 2.4L Ecotec engine, a 134 HP electric motor and a 12.6 KW/h battery pack. ...Also presented, is the optimized propulsion control strategy which lowers WTW GHG and WTW PEU achieved while extending energy storage system life, increasing the mpgge to 59.6 under the new modified control strategy defined as “I.W.U.”

In this regard, Brazil has agreed in reducing GHG by 50% until 2030. Flexfuel technology was introduced in the Brazilian market decreasing fuel conversion efficiency due to the use of an intermediary compression ratio value, lower in comparison with the best value for engines exclusively fueled with ethanol and higher for gasoline. ...Many European countries have been pointing to the electrification of the light vehicle as a solution to mitigate GHG, which is neither best nor a feasible solution for the future of Brazilian mobility. Brazil has an average of 5000 Wh/m2 of solar irradiation per day having 66.3 million hectares of cultivated land (only 7.8% of the national territory), therefore a much higher biomass production capacity compared to Europe.

The current Green-House Gas (GHG) emissions from diesel and petrol vehicles are reported to be 164 g CO2/km and 156 g CO2/km respectively. ...Thus, enormous research studies are been carried out for low-carbon alternative fuel-powered vehicles to reduce the overall GHG emissions. Numerous research on hydrogen as a transportation fuel has demonstrated the potential of reduced vehicular emissions compared to conventional fuels.