Browse Topic: Greenhouse gas emissions
This paper is to introduce a new catalyst family in gasoline aftertreatment. The very well-known three-way catalysts effectively reduce the main emission components resulting from the combustion process in the engine, namely THC, CO, and NOx. The reduction of these harmful emissions is the main goal of emission legislation such as Bharat VI to increase air quality significantly, especially in urban areas. Indeed, it has been shown that under certain operating conditions, three-way catalysts may produce toxic NH3 and the greenhouse gas N2O, which are both very unwanted emissions. In a self-committed approach, OEMs could want to minimize these noxious pollutants, especially if this can be done with no architecture change, namely without additional underfloor catalyst. In most Bharat VI gasoline aftertreatment system architectures, significant amounts of NH3 occur in two phases of vehicle driving: situations with the catalyst temperature below light-off, which appear after cold start or
The globe is looking headlong to set up new benchmarks for the reduction of GHG (Green House Gases) considering short-term and long-term strategies. Efforts in the Internal Combustion Engines (ICE) domain have been accelerating to find an alternative way to reduce harmful emissions. Hydrogen is considered as a promising fuel to leapfrog this transition. Hydrogen fuel can be categorized into vast mobility areas viz. ICE and Fuel Cell Electric Vehicle (FCEV). Hydrogen fuel has attracted global attention from engine researchers due to the crude oil crisis and its rise in prices in recent years. This will serve the nation's goal towards carbon neutrality. Hydrogen has a few advantages such as less fueling time, higher heating value and more efficiency making it an eye-touching fuel for the automotive industry. In the contemporary FCEV segment, many fuel cell technologies have evolved, wherein the development of Proton Exchange Membrane (PEM) fuel cell technology has taken a new height for
The US trucking industry heavily relies on the diesel powertrain, and the transition towards zero-emission vehicles, such as battery electric vehicles (BEV) and fuel cell electric vehicles (FCEV), is happening at a slow pace. This makes it difficult for truck manufacturers to meet the Phase 3 Greenhouse Gas standards, which mandate substantial emissions reductions across commercial vehicle classes beginning of 2027. This challenging situation compels manufacturers to further optimize the powertrain to meet stringent emissions requirements, which might not account for customer application specifics may not translate to a better total cost of ownership (TCO) for the customer. This study uses a simulation-based approach to connect customer applications and regulatory categories across various sectors. The goal is to develop a methodology that helps identify the overlap between optimizing for customer applications vs optimizing to meet regulations. To use a data-driven approach, a real
Zero emission vehicles are essential for achieving sustainable and clean transportation. Hybrid vehicles such as Fuel Cell Electric Vehicles (FCEVs) use multiple energy sources like batteries and fuel cell stacks to offer extended driving range without emitting greenhouse gases. Optimal performance and extended life of the important components like the high voltage battery and fuel-cell stack go a long way in achieving cost benefits as well as environmental safety. For this, energy management in FCEVs, particularly thermal management, is crucial for maintaining the temperature of these components within their specified range. The fuel cell stack generates a significant amount of waste heat, which needs to be dissipated to maintain optimal performance and prevent degradation, whereas the battery system needs to be operated within an optimal temperature range for its better performance and longevity. Overheating of batteries can lead to reduced efficiency and potential safety hazards
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