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In recent years, the utilization of SUVs (Sport Utility Vehicle) have attracted more in the automobile industry owing to their comfortness, efficient performance and practicality. Since the majority of SUVs are operated over the highway environment, the formation of undesirable aerodynamic drag forces severely affects the performance which leads to increase the fuel consumption. Hence, this paper more focuses to reduce the fuel consumption by introducing a modified basebleed method in the SUV car model. A numerical investigation is performed for SUV car models with modified basebleed and without basebleed for the constant operating speed to examine the aerodynamic parameters such as coefficient of pressure (CP), coefficient of drag (CD), coefficient of lift (CL) and coefficient of side force (CS) for the varying yaw angle (ψ). The k-e turbulence model is utilized to predict the pressure field, velocity field and the formation of wake regions over the SUV car models with modified basebleed and without basebleed. The experimental testing is conducted using low speed subsonic wind tunnel to validate the numerical simulation results of car model for the varying velocity. Research witnessed that the fuel consumption rate is reduced to 4.02% for the SUV car model with modified basebleed than without basebleed, based on the reduction in coefficient of drag (CD). Eventually, the research suggests that implementing modified basebleed at the SUV car model reduces the fuel consumption and aerodynamically supports for better performance. [ABSTRACT FROM AUTHOR]

Rear-end crashes are one of the most common crash types. Passenger cars involved in rear-end crashes frequently produce severe outcomes. However, no study investigated the differences in the injury severity of occupant groups when cars are involved as following and leading vehicles in rear-end crashes. Therefore, the focus of this investigation is to compare the key factors affecting the injury severity between the front- and rear-car occupant groups in rear-end crashes. First, data is extracted from the Fatality Analysis Reporting System (FARS) for two types of rear-end crashes, including passenger cars as rear-end and rear-ended vehicles. Significant injury severity difference between front- and rear-car occupant groups is found by conducting likelihood ratio test. Moreover, the front- and rear-car occupant groups are modeled by the correlated random parameter logit model with heterogeneity in means (CRPLHM) and the random parameter logit model with heterogeneity in means (RPLHM), respectively. This study provides an insightful knowledge of mechanism of occupant injury severity in rear-end crashes. [ABSTRACT FROM AUTHOR]

To solve the safety problem of automobile side collision, the safety performance of the driver side door was optimized and analyzed by combining simulation analysis and mathematical optimization with passenger car door as research object. According to the test requirements of GB/T 37337-2019 of protection of the occupants in the event of a lateral pole collision, the lateral pole collision simulation model was established, and the reliability of the simulation model was analyzed. The safety performance indicators of the intrusion of the side wall of vehicle, the energy absorption of each component of the door and the acceleration of vehicle were investigated. By designing the sample data of the Latin experiment, the response surface model of the optimization target was established, and the multi-objective optimization solution of the established optimization mathematical model was obtained based on the non-dominated sorting genetic algorithm-Ⅱ(NSGA-Ⅱ). The Euclidean distance of the Pareto front solution was calculated by the entropy-TOPSIS method, and the final optimization scheme was determined. The results show that when the door mass is reduced by 1. 22％, the maximum intrusion of the door is reduced by 10. 28％, and the proportion of energy absorption of the main energy-absorbing parts of the door is increased by 16. 14％, while the peak acceleration of the door is reduced by 7. 58％. The optimized door is improved to different degrees in terms of intrusion, acceleration and energy absorption, which can enhance the door impact intensity and improve the side impact safety of car. The peak acceleration of the vehicle is reduced by 16. 37％, and the secondary impact force on the occupants is relieved. [ABSTRACT FROM AUTHOR]

Copyright of China Rubber Industry is the property of Editorial Office of China Rubber Industry and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In recent years, the utilization of SUVs (Sport Utility Vehicle) have attracted more in the automobile industry owing to their comfortness, efficient performance and practicality. Since the majority of SUVs are operated over the highway environment, the formation of undesirable aerodynamic drag forces severely affects the performance which leads to increase the fuel consumption. Hence, this paper more focuses to reduce the fuel consumption by introducing a modified basebleed method in the SUV car model. A numerical investigation is performed for SUV car models with modified basebleed and without basebleed for the constant operating speed to examine the aerodynamic parameters such as coefficient of pressure (CP), coefficient of drag (CD), coefficient of lift (CL) and coefficient of side force (CS) for the varying yaw angle (ψ). The k-ε turbulence model is utilized to predict the pressure field, velocity field and the formation of wake regions over the SUV car models with modified basebleed and without basebleed. The experimental testing is conducted using low speed subsonic wind tunnel to validate the numerical simulation results of car model for the varying velocity. Research witnessed that the fuel consumption rate is reduced to 4.02% for the SUV car model with modified basebleed than without basebleed, based on the reduction in coefficient of drag (CD). Eventually, the research suggests that implementing modified basebleed at the SUV car model reduces the fuel consumption and aerodynamically supports for better performance.

This study explores how reducing lubricant viscosity affects fuel economy in passenger cars through experimental characterization and semi-predictive modelling. Thus, three engine oils (0W-20, 5W-30, and 5W-40) were tested for their rheological and tribological properties. Data were introduced into a detailed GT-Suite model of a turbocharged gasoline SUV. Simulations over six different driving cycles, including European homologation and real-driving conditions, used a fast-running model (FRM) to assess engine friction and wear protection. Results showed that lower viscosity oils, especially 0W-20, significantly reduced frictional losses, enhancing fuel economy. However, lower viscosity also increased contact friction under high power demand, raising durability concerns. A comprehensive evaluation of lubricants performance, offering insights into the trade-offs between fuel economy improvements and potential durability risks.

Introduction. Traction calculations take into account additional resistance to train motion from the action of undercarriage generators using statistical data from field tests of rolling stock samples. Comparative analysis of calculated and actual results shows system deviations with real fuel and energy consumption exceeding the calculated values.Materials and methods. The analysis and detailing involved data of the memory block of the electric locomotives microprocessor control and diagnostic system, transcripts of the integrated train safety system and locomotive technical radio communication system. The authors applied methods of data array approximation and extrapolation, numerical integration, statistical data processing, and the method of energy-optimal traction calculation.Results. Traction calculation of the influence of undercarriage generators on resistance to movement shows that fuel and energy consumption exceeds the consumption without the influence of generators by 15% in average. The researchers found that the intensity of electrical equipment use in passenger cars has a variable effect on the performance of undercarriage generators. Most notably, the research prompted a new way of determining the resistance to motion from undercarriage generators.Discussion and conclusion. This method of estimating the additional resistance to train motion from undercarriage generators can be scaled to various train movement problems solved with statistical data using mathematical models. The algorithm developed by the authors would find its application in the systems of calculation, analysis and planning of fuel and energy resources consumption.

Abstract For many years Norway has been in the forefront of promoting electromobility. Today, Norway has the world’s highest per capita fleet of plug-in electric cars. In 2021, 1.6% of the cars in the EU fleet were plug-in electric vehicles, whereas their share was 21% in Norway. Part of the successful market take-up rate is due to wide-ranging tax exemptions. Increasing plug-in electric vehicles numbers causes tax revenue losses, making exemptions unsustainable. Norway has the ambitious goal that from 2025, all newly registered cars shall be zero-emission vehicles. Keeping tax exemptions in place might be crucial for this goal. The objective of this paper is to provide information to solve this dilemma. Tax exemption reduction and abolition paths which offer a compromise between minimal effects on the development of zero-emission vehicles and tax revenues have been identified. An updated and re-calibrated version of the stock-flow-model SERAPIS was used to simulate and assess different scenarios. Results show that a controlled tax phase-in allows Norway to reach its environmental targets of 100% zero emission vehicles by 2025 and a 55% decrease of CO2-emissions in 2030 relative to 2005 while simultaneously increasing public revenues significantly.

The transportation sector is responsible for about 16% of worldwide greenhouse gas emissions. Despite efforts for a sensible reduction by means of new technologies' development, the average age of a vehicle fleet is 12.3 years in the European Union. In light of this, actions aiming at improving the efficiency of circulating vehicles can prove effective in the short to mid-term. Introducing performance packages in standard fuels could allow a reduction in the CO2 emissions of whole vehicle fleets without any modification to powertrain. Such a kind of additive is generally used in premium fuels; deposit control additives can reduce or control the deposits at intake valves and at nozzle holes with benefits for the fuel efficiency and exhaust emissions. Further improvements in combustion phasing can be achieved with cetane/octane improver. This paper aims to assess the influence of two performance packages on the exhaust emissions and fuel consumption of five vehicles set to be as representative as possible of circulating Italian passenger cars and light commercial fleet vehicles (LCVs). Based on the literature datasets, three Euro 4 vehicles were selected with a mileage representative of each single vehicle class: two passenger cars (one spark ignition and one diesel) and an LCV. Further, two diesel Euro 6 vehicles, a passenger car and an LCV, were tested to investigate the effect of fuel additives on the combustion of vehicles compliant with current homologation regulation. Exhaust emissions and fuel consumption were experimentally estimated on a chassis dynamometer over a worldwide harmonized light vehicles test cycle (WLTC) in a climate-controlled laboratory. Each vehicle was preliminarily tested when running with base fuel, then a 3000 km clean-up stage was performed using the additive package. Finally, WLTC tests were repeated. Results demonstrated the efficiency of the performance packages with a reduction between 1.2% (diesel Euro 6 passenger car) and 8.1% (diesel Euro 4 passenger car) in fuel consumption. Similar trends were found for CO2 emissions. Further, a sensible reduction in THCs, CO and PM was found for each vehicle class. [ABSTRACT FROM AUTHOR]

Existing green wave control methods for passenger cars and buses mainly focus on maximizing bandwidths at the arterial level. There is little research on green wave control for both at the closed road network level, which makes it difficult to improve the efficiency of the entire area. To address this, a green wave control model that considers both passenger cars and buses in closed road networks is presented in this paper. The objective function of the model is to maximize the sum of the weighted bandwidths of passenger cars and buses on each segment of the road network. The relationships between car green bands, bus green bands, offsets, phase sequences, red time, green time, etc. are analyzed on the level of arterials and road networks, respectively, using time–space diagrams. Based on these analyses, the key constraints of the model are constructed accordingly. In addition, 0/1 variables and a sufficiently large positive number M are introduced to relax some of the constraints to ensure that the presented model has feasible solutions. The results of the numerical example demonstrate that compared with the fixed phase sequence schemes 1, 2, and 3, the total weighted bandwidth generated by the presented model increased by 9.5%, 16.4%, and 17%, respectively. Compared with the model without constraint relaxation, the presented model can still find a global, optimal solution when the common cycle time is fixed, while the model without constraint relaxation has no feasible solution. [ABSTRACT FROM AUTHOR]

Copyright of Rolling Stock (1002-7602) is the property of Rolling Stock Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

For many years Norway has been in the forefront of promoting electromobility. Today, Norway has the world's highest per capita fleet of plug-in electric cars. In 2021, 1.6% of the cars in the EU fleet were plug-in electric vehicles, whereas their share was 21% in Norway. Part of the successful market take-up rate is due to wide-ranging tax exemptions. Increasing plug-in electric vehicles numbers causes tax revenue losses, making exemptions unsustainable. Norway has the ambitious goal that from 2025, all newly registered cars shall be zero-emission vehicles. Keeping tax exemptions in place might be crucial for this goal. The objective of this paper is to provide information to solve this dilemma. Tax exemption reduction and abolition paths which offer a compromise between minimal effects on the development of zero-emission vehicles and tax revenues have been identified. An updated and re-calibrated version of the stock-flow-model SERAPIS was used to simulate and assess different scenarios. Results show that a controlled tax phase-in allows Norway to reach its environmental targets of 100% zero emission vehicles by 2025 and a 55% decrease of CO2-emissions in 2030 relative to 2005 while simultaneously increasing public revenues significantly. [ABSTRACT FROM AUTHOR]

The present research focuses on investigating the security of data transmitted by electric passenger vehicles originating from the People’s Republic of China, particularly when sent for remote processing. Initially, the study examines the factors contributing to the widespread presence of Chinese vehicles in the European market. Additionally, it explores the measures undertaken by the European Union to safeguard the information and data security of its member states. Following this investigation, an in-depth qualitative research method involving semi-structured interviews was conducted. Ten experts in information security were interviewed, and their insights were analysed concerning the identified challenges. The primary objective of this publication is to draw attention to the conceptual deficiencies that impede the protection of data and information, highlighting how a large volume of data collected from a third country, in this case, electric passenger vehicles, may pose national security risks. [ABSTRACT FROM AUTHOR]

The air pollution of our planet is rising, and the contribution of road transport to global pollution has a serious impact on this phenomenon. Previous papers have analysed and recommended measures to reduce road transport’s negative environmental impact and carbon footprint. However, some restrictions are impossible (or very costly) to meet, even in developed countries. Unfortunately, presenting the impact of transport on air pollution levels as a whole can only give a general picture. This paper provides a more detailed analysis and attempts to assess the impact of one of the most important elements shaping modern transport, that is, vehicle engine types. Thus, the main objective of the study is to analyse and evaluate the different types of engines in vehicles from the point of view of technical, environmental, and economic aspects in European countries and to verify whether Europe is ready to implement the European Green Deal. The results indicate significant technological developments must occur in electric vehicles to become environmentally better than combustion engine-based cars. Additionally, in the case of some developing countries, owning a means of transport is still perceived as a symbol of a certain status, which is why it is still an important material asset. Thus, in rich countries, material status and environmental awareness (e.g. choice of public transport) will help to achieve climate neutrality, while poorer countries (even developed ones) may have severe problems in meeting EU requirements. Overall, while answering some questions, this article also poses new ones. Decision-makers often face challenging aspects. This article is intended to give them a basic knowledge to pursue an environmental policy that is viable and feasible for all countries.

The paper presents a dynamic analysis of a selected passenger car belt transmission that transfers power through pulleys from engine crankshaft to alternator and coolant pump shafts. A discrete belt model consisting of rigid elements connected with spring-damper elements was proposed. Friction between the belt and the pulleys was considered using its advanced GMS model that allows for including contact deformability. The paper presents results of two example simulations in which two values of the engine crankshaft angular velocity were taken into account. [ABSTRACT FROM AUTHOR]

Norway's large battery electric vehicle (BEV) market and fleet are not the result of a comprehensive policy plan. Using the multiple streams (MS) framework and document analysis, it was identified that the most important Norwegian BEV policy decisions were made using inadequate policy processes that fall outside of traditional politics. This is contrary to the MS framework postulate that three independent streams of problems, policy solutions, and politics must align to pave the way for new policies. Politicians had limited information about the effects of policies they introduced in this "learning by doing process". Impact assessments were rarely made. The decision rationale was often not documented. The future market expectation and thus the national budget consequences were low when important policy decisions were made, whereas the political gain was high. The processes were more aligned with traditional politics after 2014. The ambitious ZE vehicle targets for 2025 and the climate policy targets for 2030 locked in incentives, despite rising tax losses. In sum, these developments created the world's largest per-capita BEV market. To avoid negative issues and keep the BEV policies' potential to support the BEV transition, politicians should ensure that sufficient knowledge is available when making decisions about future policies. Such decisions should be taken transparently within traditional politics, be properly assessed as with EU policy processes, and regularly reviewed as with the California ZEV mandate process. The required knowledge should be developed in open-access research. [ABSTRACT FROM AUTHOR]

The overwhelming majority of compartment cars owned by Ukrzaliznytsia JSC were manufactured in Germany in the 70-80s of the last century. They have exhausted their resource. The metal structures of the frame and body are badly worn. Extending the service life of such cars requires a thorough study of the possibilities of their further use. The article discusses the results of an analysis of the stress-strain state of passenger car bodies. A three-dimensional model of the body was built. Body strength calculations were performed using the finite element method using the ANSYS software package. The racks and upper trim of the side walls, roof arches, etc. were considered as rods. The body frame, substructure, side wall cladding, end walls, roof cladding and floor deck were modeled using plate finite elements. Calculations were carried out in accordance with the requirements of current regulatory documents. The maximum speed was assumed to be 160 km/h. The developed model was verified. The results obtained were compared with the results of experimental studies (strength tests). The similarity of the results confirmed the correctness of the created model. A study was carried out of the stress-strain state of the body at nominal sizes with standard skin thicknesses. It has been established that the stresses arising in the most loaded areas do not exceed the permissible values for structural steels. The resulting model of the body will subsequently make it possible to determine the wear limits of the load-bearing structures of the frame and body. It also allows, using the calculation-probabilistic method, taking into account the probabilistic nature of all existing loads, to calculate the reliability indicators of the car and its final life.

In recent years, investigation of the dispersion of exhaust gas from vehicles has received increasing attention in various studies using various approaches, including on-field measurements, experimental laboratory models, and software simulations. This study aimed to investigate the effects of changes in vehicle traffic conditions, fuel type used in an engine, and vehicle size on the emission and dispersion of gaseous pollutants from the exhaust pipe in a wind tunnel. The results showed that pollutant concentration decreases along the tailpipe centerline as the exhaust gas moves backward and the flow pattern changes significantly from 11.5 to 15 m/s. However, for the passenger car, the small recirculation region in the near-wake region at an inflow air velocity of 11.5 m/s carries away more particles compared to an incoming velocity of 15 m/s, resulting in lower gaseous concentrations in both longitudinal and transverse directions. The gaseous dispersion behind the truck and the car is wider for an inflow air velocity of 11 m/s, especially for NO, NO2, and SO2. The results also showed that the pollutant concentrations of the truck exhaust plume were higher than those of the passenger car in lower inflow air velocity in both longitudinal and transverse directions. The lower concentration of dispersed gaseous pollutants behind the passenger car model compared to the truck model may be attributed to the shape and height of the truck model, which can trap more particles behind the vehicle. Finally, the dispersion pattern of SO2 is almost identical to that of NO2, and the dispersion of the exhaust gas plume related to CO and NO pollutants is more prolonged than that of CO2 and NO2 particles along the tailpipe centerline. The findings of this study may help in estimating the concentration of pollutants along urban highways. [ABSTRACT FROM AUTHOR]

Copyright of Rolling Stock (1002-7602) is the property of Rolling Stock Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Estimates of passenger car CO2 emissions that reflect regional characteristics are useful for predicting the effects of electrification, modal shifts in transport, and urban compactness. To date, differences in emissions have often been estimated based on the regional differences in the number of vehicles owned. Regional differences in mileage were estimated from the counts of the Origin and Destination Surveys in the Road Traffic Census. In this study, by utilizing the mileage data from the vehicle inspection certificate data, it was possible to reflect the differences in mileage per vehicle in detailed regional terms. The higher the population density, the smaller was the mileage per vehicle. Based on this, we calculated the CO2 emissions from passenger cars by municipality nationwide and estimated the CO2 emissions and population share by grid population density. In areas of 3000–10,000 persons/km2, which accounts for approximately 40% of Japan's population, emissions per person approximated the national average. However, in areas with 1000–3000 persons/km2 (approximately 20% of the population), emissions per person were approximately 30% higher; while with 100–1000 persons/km2 (approximately 1.5% of the population), they were approximately 70% higher; and with 10,000 persons/km2 (approximately 25% of the population), they were approximately 70% lower. A map was produced for use when considering the cities and regions suitable for a decarbonized society as well as policies such as electrification, modal shift, and coordination of urban centers.

People’s ever-increasing needs encourage designers of various vehicles to search for solutions that will provide the most comfortable internal environment conditions. Currently, partly due to the COVID-19 threat, many people use their individual cars to travel to work, college, shops, trips, and holidays. Proper internal air parameters that need to be maintained in vehicles are critical in the summer. The article discusses the thermal comfort of four passengers of a modern car produced in 2017 to verify if contemporary production technology can successfully meet the thermal needs of people under actual conditions in the Polish climate. For this purpose, five temperature values were tested: 20°C, 22°C, 24°C, 26°C, and 28°C for the car located in the shade and sun. In addition, the Testo 400 meter was used to control and measure the internal parameters, and questionnaires were used to find out about the thermal impressions of the respondents. The research was carried out in July when the air temperature in Poland was high.

Existing green wave control methods for passenger cars and buses mainly focus on maximizing bandwidths at the arterial level. There is little research on green wave control for both at the closed road network level, which makes it difficult to improve the efficiency of the entire area. To address this, a green wave control model that considers both passenger cars and buses in closed road networks is presented in this paper. The objective function of the model is to maximize the sum of the weighted bandwidths of passenger cars and buses on each segment of the road network. The relationships between car green bands, bus green bands, offsets, phase sequences, red time, green time, etc. are analyzed on the level of arterials and road networks, respectively, using time–space diagrams. Based on these analyses, the key constraints of the model are constructed accordingly. In addition, 0/1 variables and a sufficiently large positive number M are introduced to relax some of the constraints to ensure that the presented model has feasible solutions. The results of the numerical example demonstrate that compared with the fixed phase sequence schemes 1, 2, and 3, the total weighted bandwidth generated by the presented model increased by 9.5%, 16.4%, and 17%, respectively. Compared with the model without constraint relaxation, the presented model can still find a global, optimal solution when the common cycle time is fixed, while the model without constraint relaxation has no feasible solution.

The transportation sector is responsible for about 16% of worldwide greenhouse gas emissions. Despite efforts for a sensible reduction by means of new technologies’ development, the average age of a vehicle fleet is 12.3 years in the European Union. In light of this, actions aiming at improving the efficiency of circulating vehicles can prove effective in the short to mid-term. Introducing performance packages in standard fuels could allow a reduction in the CO2 emissions of whole vehicle fleets without any modification to powertrain. Such a kind of additive is generally used in premium fuels; deposit control additives can reduce or control the deposits at intake valves and at nozzle holes with benefits for the fuel efficiency and exhaust emissions. Further improvements in combustion phasing can be achieved with cetane/octane improver. This paper aims to assess the influence of two performance packages on the exhaust emissions and fuel consumption of five vehicles set to be as representative as possible of circulating Italian passenger cars and light commercial fleet vehicles (LCVs). Based on the literature datasets, three Euro 4 vehicles were selected with a mileage representative of each single vehicle class: two passenger cars (one spark ignition and one diesel) and an LCV. Further, two diesel Euro 6 vehicles, a passenger car and an LCV, were tested to investigate the effect of fuel additives on the combustion of vehicles compliant with current homologation regulation. Exhaust emissions and fuel consumption were experimentally estimated on a chassis dynamometer over a worldwide harmonized light vehicles test cycle (WLTC) in a climate-controlled laboratory. Each vehicle was preliminarily tested when running with base fuel, then a 3000 km clean-up stage was performed using the additive package. Finally, WLTC tests were repeated. Results demonstrated the efficiency of the performance packages with a reduction between 1.2% (diesel Euro 6 passenger car) and 8.1% (diesel Euro 4 passenger car) in fuel consumption. Similar trends were found for CO2 emissions. Further, a sensible reduction in THCs, CO and PM was found for each vehicle class.

Copyright of Rolling Stock (1002-7602) is the property of Rolling Stock Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Passenger cars have emerged as a substantial segment of the vehicles traversing expressways, generating extensive traffic data on a daily basis. Accurately identifying individual vehicles and their travel patterns and characteristics is crucial in addressing the issues that impede the sustainable development of expressways, including traffic accidents, congestion, environmental pollution, and losses of both personnel and property. Regrettably, the utilization of electronic toll collection (ETC) data on expressways is currently not adequate, and data analysis and feature mining methods are underdeveloped, leading to the undervaluation of data potential. Focusing on ETC data from expressways, this study deeply analyzes the spatiotemporal characteristics of travel by passenger car users. Here, we propose an advanced user classification model by combining the traditional clustering algorithm with the feature grouping recognition model based on a back propagation neural network (BPNN) algorithm. Real-world data on expressway vehicle travel are used to validate our models. The results show a significant improvement in iteration efficiency of over 26.4% and a 23.17% accuracy improvement compared to traditional algorithms. The travel feature grouping recognition model yielded an accuracy of 95.23%. Furthermore, among the identified groups, such as "Public and commercial affairs" and "Commuting", there is a notable characteristic of high travel frequency and concentrated travel periods. This indicates that these groups have placed significant pressure on the construction of a safe, efficient, and sustainable urban transportation system. [ABSTRACT FROM AUTHOR]

The transportation sector is the largest contributor to CO2 emissions and a major source of criteria air pollutants in the United States. The impact of climate change and that of air pollution differ in space and time, but spatially-explicit, systematic evaluations of the effectiveness of alternative fuels and advanced vehicle technologies in mitigating both climate change and air pollution are lacking. In this work, we estimate the life cycle monetized damages due to greenhouse gas emissions and criteria air pollutant emissions for different types of passenger-moving vehicles in the United States. We find substantial spatial variability in the monetized damages for all fuel-vehicle technologies studied. None of the fuel-vehicle technologies leads simultaneously to the lowest climate change damages and the lowest air pollution damages across all U.S. counties. Instead, the fuel-vehicle technology that best mitigates climate change in one region is different from that for the best air quality (i.e. the trade-off between decarbonization and air pollution mitigation). For example, for the state of Pennsylvania, battery-electric cars lead to the lowest population-weighted-average climate change damages (a climate change damage of 0.87 cent/mile and an air pollution damage of 1.71 cent/mile). In contrast, gasoline hybrid-electric cars lead to the lowest population-weighted-average air pollution damages (a climate change damage of 0.92 cent/mile and an air pollution damage of 0.77 cent/mile). Vehicle electrification has great potential to reduce climate change damages but may increase air pollution damages substantially in regions with high shares of coal-fired power plants compared to conventional vehicles. However, clean electricity grid could help battery electric vehicles to achieve low damages in both climate change and air pollution.

The differences in travel times of passenger cars, traffic stream, and trucks depend on the area type, temporal factors, reference speed, and traffic condition. These explanatory variables account for the effect of geometric conditions and variations in the traffic flow. The focus of this research is to examine the correlations and estimate truck travel time to passenger car or traffic stream travel time ratio of a road link (dependent variable) as a function of these explanatory variables. Travel time data for Mecklenburg County and Iredell County in North Carolina, USA were gathered for the year 2017 to examine correlations, develop generalized estimating equations (GEE) models, and identify explanatory variables influencing the ratios. Gamma log-link distribution-based models are the best-fitted models to estimate the average travel time (ATT) of trucks to the ATT of passenger cars or traffic stream ratios. Notable differences in the coefficients were observed when the ATT of trucks was compared with the ATT of passenger cars or traffic stream. The area type (urban or rural) was observed to influence the ratios differently. The influence of traffic condition, reference speed (or free-flow speed), day-of-the-week (DOW) and time-of-the-day (TOD) on the ratios also varied with the area type.

Vehicle integrated photovoltaics (VIPV) are among the identified solutions to reduce the environmental impacts of the transport sector. The model developed here simulates the VIPV system. It considers various usage patterns and vehicle types, several characteristics of the photovoltaic system and all the losses that may decrease energy yield. Focusing on a passenger car, simulations indicate the order of influence of the parameters on the outputs of the model: geographic locality, shading, thresholds due to extra-consumption needed to charge the vehicle's battery from the photovoltaic (PV) system and occurrence of recharge with the grid. With technology projections for 2030, with 30% shading, VIPV will cover a distance of up to 1444 km per year. This represents up to 12% of the driven mileage. For the best month, it can reach up to 14 km/day. For average Europe and realistic conditions, VIPV cover 648 km per year. Life cycle assessment (LCA) of a solarized passenger car shows a negative balance for a low-carbon electricity mix and average solar irradiance. In favorable conditions, the carbon footprint is up to 489 kg of CO2-equivalent avoided emissions on a 13-year lifespan. Beyond the focus on km and LCA, VIPV may provide useful functions in non-interconnected zones and for resilience in disaster areas. [ABSTRACT FROM AUTHOR]

Estimates of passenger car CO 2 emissions that reflect regional characteristics are useful for predicting the effects of electrification, modal shifts in transport, and urban compactness. To date, differences in emissions have often been estimated based on the regional differences in the number of vehicles owned. Regional differences in mileage were estimated from the counts of the Origin and Destination Surveys in the Road Traffic Census. In this study, by utilizing the mileage data from the vehicle inspection certificate data, it was possible to reflect the differences in mileage per vehicle in detailed regional terms. The higher the population density, the smaller was the mileage per vehicle. Based on this, we calculated the CO 2 emissions from passenger cars by municipality nationwide and estimated the CO 2 emissions and population share by grid population density. In areas of 3000–10,000 persons/km2, which accounts for approximately 40% of Japan's population, emissions per person approximated the national average. However, in areas with 1000–3000 persons/km2 (approximately 20% of the population), emissions per person were approximately 30% higher; while with 100–1000 persons/km2 (approximately 1.5% of the population), they were approximately 70% higher; and with 10,000 persons/km2 (approximately 25% of the population), they were approximately 70% lower. A map was produced for use when considering the cities and regions suitable for a decarbonized society as well as policies such as electrification, modal shift, and coordination of urban centers. • Using vehicle inspection certificate data, the annual mileage for each municipality in Japan was calculated • Annual mileage per capita and per vehicle were low in municipalities with high population densities • CO 2 emissions from passenger cars by municipality in Japan in FY2015 were estimated using a grid scale • Average per capital CO 2 emissions from passenger cars were obtained for grids of 3000–10,000 persons/km2 • Per capita emissions of 1.7, 1.3, and 0.3-fold were found in grids of 100–1000, 1000–3000, and > 10,000 persons/km2, respectively [ABSTRACT FROM AUTHOR]

The introduction of battery electric vehicles on the global market has triggered a sustained upheaval in the automotive industry. In this process, the new properties of a battery-electric powertrain lead to a different set of central requirements, such as increasing the range, lifetime or the fast-charging capability of the vehicle battery. This paper develops a bottom-up systematic model to assess the current and future impact of different battery technologies on vehicle costs. For this purpose, it summarises the scientific findings of automotive battery cell chemistries and, flanked by novel expert interviews and teardown data, derives key values for them. Based on the data obtained, modelling is carried out to demonstrate the technical and economic suitability of the identified cell chemistries and their impact on the range and total cost of electric vehicles. Lithium iron phosphate batteries appear to be able to achieve a price saving of up to 21% in the small vehicle segment compared to nickel-rich cell chemistries, provided that customers are prepared to accept a reduced range. At the same time, further efficiency improvements of the powertrain lead us to expect that, in combination with future high-energy cells, ranges of more than 800 km can be achieved even in the mid-size vehicle segment. It turns out that depending on whether the focus of the vehicle is on cost, range or performance, different battery technologies are likely to be used in the future. [ABSTRACT FROM AUTHOR]