This paper presents a simulation-based system-level evaluation of a four-source hybrid electric vehicle integrating a LiFePO4 battery, a PEMFC, a VIPV, and a compressed-air energy storage subsystem. A detailed MATLAB/Simulink model is developed using a common DC-bus architecture and four independent in-wheel hub motors with a total rated power of 12 kW. A rule-based energy management system is used to control how power is shared among different sources, maintain the battery's charge, and regulate the DC-bus voltage. The vehicle's performance is evaluated using the WLTP Class 2 driving cycle, and seven hybrid configurations are systematically compared under the same operating conditions. Simulation results confirm accurate tracking of the reference velocity profile and stable DC-bus regulation at 225 ± 3 V across all configurations. The measured specific energy consumption is approximately 5.05 kWh/100 km, including regenerative braking. Energy flow analysis shows that the battery provides short bursts of power and recovers energy from braking. In contrast, the fuel cell offers a consistent power source, which is especially useful for long-distance travel. With a 50 L hydrogen tank at 350 bar, the fuel cell extends the estimated driving range from about 95 km in battery-only operation to approximately 513 km. The integration of VIPV and compressed-air subsystems provides additional auxiliary contributions, increasing the total achievable range to roughly 606 km under full battery utilization, while improving current smoothing and transient load support. Parametric assessment of hydrogen and compressed-air storage systems reveals that hydrogen storage capacity is the principal determinant of operational duration, while compressed air provides only a modest increase in range, though it is useful for short-term support. These findings validate the technical viability of four-source hybridization and elucidate the complementary functions of electrochemical, photovoltaic, and pneumatic energy sources within a practical multi-motor vehicle framework.

Due to decreased visibility and an increased chance of accidents, driving at night requires increased vigilance. Drivers must be equipped to handle various road and terrain conditions, such as declines, inclines, turns, straight paths, and combinations. Following the law and ethical driving standards is crucial in these circumstances. Inadequate street illumination, poor lighting, and inexperienced drivers are all common causes of accidents. The risks increase at night when little ambient lighting reduces visibility. This study investigates the distribution of light intensity and illumination radius via a factorial design derived from headlamp activation configuration scenarios, simulated in MATLAB software, and validated using experimental test results. The results show that driver focus and vision range improve dramatically, particularly when the lights are triggered on flat roads, during turns, climbs, and combinations of these actions, by the New ADHL's headlamp activation configuration. Simulation-based activation of main and auxiliary light configurations shows that the New ADHL outperforms traditional headlamps, effectively addressing insufficient illumination to prevent nighttime accidents and providing a coverage radius of more than 3.5 m at the lowest intensity detectable by the driver.

This study presents the first field-based, OBD-II–supported comparison of an electric vehicle (Changan Eado EV300) and a gasoline vehicle (Kia K3, 2019) under realistic Jordanian driving conditions. Using a 100 km mixed-route test and annualized projections, we evaluate energy consumption, operating cost, greenhouse-gas emissions (including battery manufacturing amortization), dynamic performance, cabin noise/comfort, and payback of purchase-price premium. Results indicate that, under predominant home charging, EV energy costs are reduced by over 60% relative to the tested gasoline vehicle, and operational CO₂ emissions fall substantially when charged from a low-carbon grid; battery manufacturing increases lifecycle emissions but does not offset operational benefits under renewable charging scenarios. EVs deliver superior low-speed torque and smoother acceleration, while ICE vehicles retain advantages in raw range and refueling time. Payback of the purchase premium is estimated at ~5.6–7.5 years (without battery replacement) and can extend beyond a decade if mid-life battery replacement is required. Findings inform policy on charging infrastructure, tariff design, and battery-lifecycle management for Jordan and similar contexts.

The escalating accumulation of plastic waste demands not only scalable but integrative conversion solutions. Among thermochemical routes, catalytic pyrolysis has emerged as a promising pathway to produce gasoline-range hydrocarbons from plastic polymers compatible with spark-ignition engines. This review critically evaluates recent advancements in pyrolysis of key plastics polypropylene (PP), polyethylene (PE), polystyrene (PS), polyethylene terephthalate (PET), and polyvinyl chloride (PVC) with a focus on fuel yield, hydrocarbon distribution, and engine-level performance. Comparative analysis reveals PP as the most viable feedstock, achieving up to 85% liquid yield and producing oil with high Research Octane Numbers (RON 85–95), outperforming PE and PS in combustion efficiency and emission compliance. However, persistent challenges such as fuel instability, catalyst deactivation, and elevated aromatic emissions particularly from PS complicate real-world deployment. The review further dissects the interplay between catalyst type, reactor design, and post-treatment, highlighting how these variables modulate product quality and engine operability. Notably, 10–20% PP/PE-derived pyrolysis gasoline blends demonstrate near-parity with conventional gasoline in Brake Thermal Efficiency and regulated emissions, without requiring engine modifications. This work bridges molecular-level reaction chemistry with combustion diagnostics and policy-aligned emission metrics, offering a rare multiscale synthesis. By articulating process-emission-performance trade-offs, it provides a strategic reference for researchers and practitioners aiming to scale waste-to-fuel systems within circular economy frameworks.

Electric vehicles (EVs) are increasingly becoming a crucial solution to mitigate environmental pollution and ensure energy security. Batteries, particularly Lithium-ion batteries, are the core component that determines the performance, range, and durability of EVs. However, managing and balancing the state of charge (SOC) among hundreds of cells in a battery pack is a significant challenge due to its complexity and high accuracy requirements. This study addresses these gaps by developing an integrated electro-thermal passive balancing model that combines Thevenin equivalent circuit modeling with dynamic thermal analysis and Stateflow-based MOSFET control logic, specifically designed for EV battery pack applications under realistic urban driving cycles. The passive voltage balancing process is designed to maintain voltage homogeneity among cells, thereby enhancing the pack's efficiency and lifespan. Initial assumptions are made to reduce model complexity (3 Lithium-ion cells), although this may lead to some discrepancies with real-world scenarios. Simulation results show that charging and discharging processes are efficiently managed, with SOC balancing among cells being maintained nearly perfectly after several cycles. Voltage, current, and temperature plots demonstrate stability and uniformity in cell operation thanks to the passive balancing mechanism. However, the current model is limited in reflecting real-world conditions, such as continuous changes in speed and load when the vehicle is in motion. This study provides insights into the operation of EV battery packs through electro-thermal modeling, while suggesting future directions to improve the model's realism and applicability in diverse operating scenarios. The results emphasize the importance of cell balancing in optimizing performance and prolonging the lifespan of EV battery systems.

The ongoing energy crisis underscores the pressing need for more efficient energy utilization, particularly in the transportation sector. In this regard, the shift from conventional fossil fuels to electric vehicles (EVs) is essential for achieving both environmental sustainability and energy efficiency. Several developing countries, including Indonesia, have introduced regulations to promote EV adoption. However, electric motorcycle sales remain stagnant due to persistently low adoption rates. The primary challenge lies in the limited success of commercialization efforts, which continues to hinder broader market penetration in Indonesia. This study aims to identify research opportunities that can support the commercialization of EVs in Indonesia and to explore the push and pull factors influencing this process. An exploratory approach is employed, incorporating bibliometric analysis using R 4.3.1, a scoping literature review, and in-depth interviews with EV experts. The bibliometric analysis highlights the considerable development potential of electric motorcycle commercialization. From in-depth interviews with eleven experts, forty-four influencing factors were identified: twenty-nine of which are newly emerging factors, and fifteen are already established in the literature. Among these, four pull factors were confirmed, while twelve push factors were consistently highlighted by the experts. “Inexpensive product price for consumers” emerged as the most dominant pull factor in accelerating electric motorcycle commercialization, whereas the provision of incentives was the most frequently emphasized push factor driving supportive commercialization policies.

This study presents a systematic optimization of a lightweight vehicle chassis design using Design of Experiments (DoE), Finite Element Analysis (FEA), and Analysis of Variance (ANOVA) to enhance structural performance while balancing mass efficiency and safety factor. Material selection and wall thickness variations were considered to achieve a compromise between minimal mass and a safety factor of at least 1.5. Pareto front analysis, combined with the Taguchi method, identified the optimal solution, Cycle Design 11, which achieved a safety factor of 1.9489, representing an increase of 0.7681 compared to the baseline design. The total mass of 3.5742 kg reflects a 32.13% increase from the baseline. ANOVA results confirmed that both material and wall thickness significantly influence safety factor and mass, providing critical guidance for design decisions. This multi-objective optimization approach demonstrates that integrating FEA with experimental design enables superior chassis designs compared to traditional single-objective methods, offering a practical strategy for developing lightweight, safe, and energy-efficient vehicles.

Desulfurization of diesel fuel, which is considered to reduce pollution, causes a decrease in its lubrication power. As a result, the friction between surfaces of the engine increases, and it wears out easily. Therefore, it is necessary to increase diesel fuel lubricity through the addition of additives. Waste cooking oil modified to 2-hydroxypropyl esters has a prospect to be a lubricity-enhancing bioadditive. Polar and non-polar groups contain in 2-hydroxypropyl ester can form a bilayer on the surface of the engine that prevents friction between metal components. Synthesis of 2-hydroxypropyl esters was carried out by transesterification at 150°C for 10 hours. The mole ratio of oil to propylene glycol was adjusted to 1:7 with the loading of CaO 7% w/w oil as catalyst. The yield of the product is 88.89%. The product was identified by Gas Chromatography-Mass Spectrometry (GC-MS). The result showed that 2-hydroxypropyl palmitate and 2-hydroxypropyl oleate have dominant relative abundance with percentages of 42.46% and 57.44%, respectively. According to the molecular review as preliminary investigation, this compound has the potential to deliver better lubricity than ester-only biolubricants. Therefore, 2-hydroxypropyl ester can be proposed as an alternative bioadditive for low-sulfur diesel fuel lubricity enhancer.

Structural strength testing of buses using static vertical load has not previously been explored to validate the structural integrity of bus frames. In this study, the static vertical load method was employed to validate the structural strength of the Universitas of Indonesia electric bus, which utilizes two different materials SS400 for the lower frame and Aluminum Alloy 6061 for the upper frame. Finite Element Analysis (FEA) was conducted to identify critical areas on both the lower and upper frames. The stress values in the simulation were also obtained at the same location as the strain gauge placements in the experiment. Experimental vertical load testing was carried out by incrementally applying a load of 1000 kg up to the equivalent of 70 passengers, with an additional dynamic coefficient of 30% resulting in a maximum load of 6850 kg. Strain measurements were taken using 20 strain gauges on the lower frame and 8 on the upper frame. The experimental result showed the highest stress occurred at strain gauge no. 9 on the lower frame, measuring 78.10 MPa, and 15.32 MPa on the upper frame under 6850 kg load. The comparison between the simulation and experimental results reveals an 18% deviation. Nevertheless, both methods indicate the same critical area of the structure. The stress distribution indicated that the central deck area of the lower frame, where passengers sit and stand, experienced the highest loads. On the upper frame, significant stress was observed in the area where the air conditioning system is mounted. These findings demonstrate that static vertical load testing can be effectively used to validate the structural strength and stress distribution of electric buses, particularly in areas subject to concentrated loading.

The hybrid catenary–battery system offers a promising solution for railways operating in non-electrified sections and during emergencies, ensuring uninterrupted operation, enhanced safety, environmental sustainability, and cost efficiency. This study addresses the challenge of determining an appropriate battery size and introduces a novel rule-based Energy Management Strategy (EMS) with coasting mode to minimize energy consumption while meeting operational requirements. The novelty of this work lies in (i) a straightforward sizing method based on worst-case emergency scenarios and (ii) the integration of coasting-mode operation into a rule-based EMS for hybrid catenary–battery trains. Simulation results show that the proposed approach achieves up to 12.56% energy savings on 3% gradient tracks while fully supplying auxiliary loads, compared with baseline operation that provides only partial coverage. These results demonstrate a practical and scalable framework for designing efficient, reliable, and resilient railway transport systems.