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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.

In a project to assess the potential of reducing fuel consumption and greenhouse gas (GHG) emissions by lifting axles on unloaded semi-trailers, lift axle regulations in various jurisdictions and the studies that led to these regulations were analyzed. ...As such, lifting the axles of unloaded van semi-trailers shows an interesting potential in fuel savings and GHG emissions reduction because in many applications, semi-trailers travel unloaded 50% of the time.

Major cause of air pollution in the world is due to burning of fossil fuels for transport application; around 23% GHG emissions are produced due to transport sector. Likewise, the major cause of air pollution in Indian cities is also due to transport sector.

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.

Increasing urbanization, the growing degree of motorization and traffic performance in urban areas and environmental aspects like greenhouse gas emissions (GHG) are the motivation for a detailed analysis of personal individual mobility in urban areas, which is presented in this study.

In recognizing the potential for large, damaging impacts from climate change, California enacted Executive Order S-03-05, requiring a reduction in statewide greenhouse gas (GHG) emissions to 80% below 1990 levels by 2050. Given that the transportation light-duty vehicle (LDV) segment accounts for 28% of the state's GHG emissions today, it will be difficult to meet the 2050 goal unless a portfolio of near-zero carbon transportation solutions is pursued. ...Given that the transportation light-duty vehicle (LDV) segment accounts for 28% of the state's GHG emissions today, it will be difficult to meet the 2050 goal unless a portfolio of near-zero carbon transportation solutions is pursued. ...This report summarizes the results and conclusions of a modeling exercise that simulated GHG emissions from the LDV sector to 2050 in California. Specifically, the analysis addressed two policy questions: (1) what fraction of the on-road fleet in 2050 needs to be zero-emission vehicles (ZEVs) 1 in order for the LDV sector to achieve an 80% GHG reduction, and (2) what annual ZEV sales are necessary between 2015 and 2025 to initiate these fleet volumes?

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.

This is the second of two papers that examine the future effectiveness of the California greenhouse gas “GHG” program and the federal fuel economy program established in the Energy Independence and Security Act of 2007 (“EISA 2007”) in controlling greenhouse gases. ...This paper applies those fuel economy estimates to examine the impact of the California and federal programs on lifecycle emissions of GHGs and carbon dioxide (“CO2”). EISA 2007 not only proposes to improve car and LDT fuel economy, but it also proposes to reduce GHGs through its Renewable Fuel Standards (“RFS”) provisions, which are likely to lead to substantial expansion in the use of 85% ethanol gasoline blends (E85). ...EISA 2007 not only proposes to improve car and LDT fuel economy, but it also proposes to reduce GHGs through its Renewable Fuel Standards (“RFS”) provisions, which are likely to lead to substantial expansion in the use of 85% ethanol gasoline blends (E85).

In recent years, automakers have been developing various types of environmentally friendly vehicles such as hybrid (HV), plug-in hybrid (PHV), electric (EV), and fuel cell (FCV) vehicles to help reduce greenhouse gas (GHG) emissions. However, there are few commercial solar vehicles on the market. One of the reasons why automakers have not focused attention on this area is because the benefits of installing solar modules on vehicles under real conditions are unclear. ...This paper describes the benefits and desirable specifications of solar vehicles from the standpoint of well-to-wheel GHG emissions reduction. This study assumed that solar modules would be installed on HVs equipped with extra battery capacity for solar power storage. ...To summarize the results, total well-to-wheel GHG emissions were reduced by 30% when 1,000 W solar modules and a 4 kWh battery were installed on all vehicles, compared to a reference case with neither solar modules nor a battery.

Increasing concerns due to global warming have led to stringent regulation of greenhouse gas (GHG) emissions from diesel engines. Specifically, for GHG phase-2 regulation (2027), more than 4% improvement is needed when compared to phase-1 regulation (2017) in the light heavy-duty (LHD) diesel engine category. ...Hence, strategies for simultaneous reduction in GHG and TP NOx emissions are required to meet future regulations. This paper presents potential pathways to achieve the GHG phase-2 and the ultra-low NOx (ULN) regulations with minimum changes in engine design, while meeting the constraints that need to be considered for engine performance stability, component durability, and vehicle drivability. ...This paper presents potential pathways to achieve the GHG phase-2 and the ultra-low NOx (ULN) regulations with minimum changes in engine design, while meeting the constraints that need to be considered for engine performance stability, component durability, and vehicle drivability.

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.

Then, the Italian passenger vehicle market is analyzed to have a clear picture of the Italian private transportation framework, as well as to provide a sound basis to evaluate to what extent the natural gas vehicles can contribute to the reduction of greenhouse gas emissions (GHG). We show that with the eco-incentives’ mechanism of the two-year period 2020-2021, which provides a maximum amount of €6500 specifically to electric vehicles, the resulting overall cost of the avoided CO2 is about 975 €/tCO2 for an average vehicle lifespan of 10 years.

This work presents a simulation-based modeling of the equivalent greenhouse gas (GHG) of plugin hybrid electric vehicles (PHEVs) for real driving patterns obtained from monitoring of real vehicles in public survey data sets such as the California Household Travel Survey (CHTS). ...Aim of the work is to highlight differences in attainable GHG reduction by adopting a PHEV instead of a conventional vehicle (CV) for different driving patterns obtained from real-world sub-populations of vehicles. ...Modeling of the equivalent GHG for a trip made by a PHEV can be challenging since it not only depends on the vehicle design and driving pattern of the trip in question, but also on: i) all electric range (AER) of the PHEV, ii) “well to tank” (W2T) equivalent GHG of the electricity used to charge the battery, as well as, iii) battery depletion in previous trips since the last charging event.

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.

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.

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.

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.

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.