Car Mileage Research Articles

"Blockchain for the IoT: Privacy-Preserving Protection of Sensor Data"

An ever growing variety of smart, connected Internet of Things (IoT) devices poses completely new challenges for businesses regarding security and privacy. In fact, the adoption of smart products may depend on the ability of organizations to offer systems that ensure adequate sensor data integrity while guaranteeing sufficient user privacy. In light of these challenges, previous research indicates that blockchain technology could be a promising means to mitigate issues of data security arising in the IoT. Building upon the existing body of knowledge, we propose a design theory, including requirements, design principles, and features, for a blockchain-based sensor data protection system (SDPS) that leverages data certification. To support this, we designed and developed an instantiation of an SDPS (CertifiCar) in three iterative cycles intented to prevent the fraudulent manipulation of car mileage data. Following the explication of our SDPS, we provide an ex post evaluation of our design theory considering CertifiCar and two additional use cases in the areas of pharmaceutical supply chains and energy microgrids. Our results suggest that the proposed design ensures the tamper-resistant gathering, processing, and exchange of IoT sensor data in a privacy-preserving, scalable, and efficient manner.

Model prognozowania stanu geometrii płyty podłogowej samochodu osobowego w toku eksploatacji

A number of vehicle users pay attention to the impact of changes in the car body geometry during long-term use on the safety level. However, this issue has not been properly dealt with in research studies. The aim of this study was to identify changes in the floor panel, to develop a model to forecast the geometry during the car use and to identify the points which undergo the maximum displacement. The paper presents the effect of the car mileage on the floor panel condition, taking into account variable environmental factors. In the course of the study, the position of points fixing the front suspension, front bench and rear suspension was determined, as was the position of points situated on parts of the load bearing structure of the car body. The results were used to develop a model for forecasting changes of the floor panel geometry during car use. The probability of changes in the floor panel geometry was found to increase with the mileage. The probability of reaching the maximum permissible geometric changes (3 mm) in a floor panel is accurately described by the probabilistic model in the form of the Rayleigh distribution. Diverse models of the floor panel geometry changes were obtained depending on the environmental conditions and type of the base points under analysis.

Researchers not thrilled to see their work cited by Trump car mileage proposal

Researchers not thrilled to see their work cited by Trump car mileage proposal

2305 - Relationship between Travel Behavior and Body Mass Index – Analysis on Japanese Nationwide Person Trip Survey in 2015

Background Relationships between urban environment, transport infrastructure, travel behavior and physical activity amount / health condition are verified in various literatures. In this study, we analyze relationships between travel behavior and body mass index (BMI) as an objective indicator of health which was corrected through PT survey in 2015 for the first time. Methods In the analysis of this study, we used Japanese national wide PT survey data. The nationwide PT survey were conducted by the Ministry of Land, Infrastructure and Transport (MLIT) about every five years (1987, 1992, 1999, 2005, 2010, and 2015). In the 2015 survey, 70 cities were targeted, with responses from approximately 47,300 households (collected rate 29.2%) for one day travel behavior in autumn, over 5 years old included. In FY 2015 survey, a question of BMI (weight kg / (height m) 2) was newly introduced as a simple health index to analyze the relationship between health and travel behavior. In this study, we tried to grasp the relation between BMI, city type, and travel behavior by using Japanese nationwide PT survey data. Results (i) BMI by commuting modes and gender It was shown that BMI of car commuters for both male and female are significantly higher than those who commute by other mode, namely public transport, bicycle and walking. In female, there was a significant difference also between bike and car. (ii)BMI by annual car driving distance and walkable distance For male, the longer the car's mileage, the higher the BMI. Excluding female drivers with zero driving and those driving over 20 thousand km, BMI tends to be higher as car mileage is longer. Correlation coefficient was significantly positive for both sexes. Also, for both males and females, except for those with a walkable distance up to 100 m, the longer the walkable distance was, the lower the BMI. Conclusions Based on these results, it was revealed that city type, travel behavior and BMI have a significant relationship in Japan. As an analysis with the urban environment, we also analyzes including the average inclination (ratio of sloping land) of the area etc., and the accessibility index of Japan. Those results will also be presented at the conference.

Car Travel Demand: Spillovers and Asymmetric Price Effects in a Spatial Setting

A novel analysis framework for the spatial aspects of car travel, measured by vehicle miles traveled (VMT), is introduced in this paper. The specification of a dynamic spatial Durbin model enables the analysis of VMT spatial spillovers and diffusion between neighboring areas in the short and long run. The framework is further developed to capture and introduce to a spatial setting potential asymmetry and hysteresis that can reflect reference dependence and habits. A panel data set is compiled at the subregional level, based on official car mileage recordings in England and Wales. In addition to the inelastic long-run responses of VMT to fuel price (−0.124) and income (0.116) changes, the results illustrate asymmetries and hysteresis in price elasticities with a significant spatial component. The impact magnitude on VMT from a number of factors, such as alternative fuel use, fuel deserts in rural areas, and road network and car fleet characteristics, is also estimated. The results are consistent with the car use saturation hypothesis through the positive impact of motorization rate to VMT. The negative effect of public transport infrastructure on car travel is only significant in the spatial models. The paper demonstrates the applicability and importance of spatial econometrics in transport research.

Segmentation of the current levels of passenger mileage by car in the light of sustainability targets – The Swedish case

Abstract There is a clear need for debate about targeted policies to address individual behaviour and car mileage. In this study, the point of departure is that we need more knowledge regarding travel behaviour focusing on the needed reduction in car mileages. The study illustrates a series of travel behaviour analyses that can be applied in any other country striving for more detailed knowledge of the challenges ahead regarding reductions in car mileage. The focus is on passenger mileage by car in relation to the level of passenger mileage by car estimated by the Swedish Transport Administration for a sustainable transport system by 2050. Four distance categories are defined and used. The results indicate that on an average day, the overwhelming majority of total passenger mileage by car (>90%) is produced by a minority of the population (25%) and only approximately half of the population use a car on an average day. There are differences between rural and urban areas, but for the category of high passenger mileage by car, the difference is not remarkable.

МЕТОДИКА ВИЗНАЧЕННЯ ЕФЕКТИВНОСТІ ВИКОРИСТАННЯ АВТОБРОНЕТАНКОВОЇ ТЕХНІКИ ПІДРОЗДІЛАМИ НАЦІОНАЛЬНОЇ ГВАРДІЇ УКРАЇНИ ДЛЯ ОХОРОНИ ГРОМАДСЬКОГО ПОРЯДКУ В МИРНИЙ ЧАС

The article substantiates the relevance of the determination of the efficiency of the use of auto-armored vehicles by units of the National Guard of Ukraine during the protection of public order in peacetime. For the successful solution of military and combat tasks, it is necessary to maximize the use of road transport capabilities and evaluate the effectiveness of military automotive equipment. In the next time, for such an account and evaluation of the work, the technical state of the automotive technology are apply special indicators of the work of motor transport, which are the numerical expression of the meters or their relation, are the coefficient of technical readiness; coefficient of use of the vehicle fleet; coefficient of use of working time; coefficient of running mileage; coefficient of use of load-carrying capacity; speed of movement; the average daily mileage and productivity of cars do not allow an overall assessment of the level of effectiveness of the use of military vehicles during patrolling. Therefore, there was a need to obtain a generalized coefficient of effectiveness of patrolling during the protection of public order in peacetime. Proposed as an indicator of the efficiency of the use of military automotive equipment, during the protection of public order in peacetime, use a comprehensive indicator it’s a generalized coefficient of effectiveness of patrolling, and determine the direction of increasing the efficiency of the use of auto-armored vehicles.

THEORETICAL DEPENDENCE OF WEAR VALUE OF FRICTION PAIR «CENETR PLATE – CENTER PAD» ON A FREIGHT CAR MILEAGE

Purpose. The paper considers the interaction of the cylindrical surfaces of the friction pair «center plate – center pad» of the freight car and theoretically investigates the wear process. It is also necessary to obtain the wear value dependence of center pad on the mileage, taking into account the power load, the physical-mechanical and tribo-technical properties of the interacting materials for the subsequent modeling and control of the value of overhaul mileage by the wear criterion of the corresponding resource-determining elements of freight cars. Methodology. For theoretical studies of the wear value of friction pair «center plate – center pad» on the freight car mileage, the theory of friction and wear of solids was used. Findings. In this paper interaction of cylindrical surfaces of the friction pair «center plate – center pad» of a freight car in the form of a «shaft-sleeve» model is considered. Dependences of the permanent and variable wear of a given friction pair are proposed for cases in which forces act in the transverse and longitudinal directions. Obtained dependence of the wear value of center pad on the freight car mileage takes into account the power load, physical and mechanical and tribo-technical properties of the conjugated materials. On its basis, using new materials for repair with various properties, one may simulate the wear state of cylindrical surfaces of the friction pair «center plate – center pad», which will make it possible to control the value of overhaul mileage of freight car. Also (on the example of gondola 12-7023) on the basis of obtained expression there were constructed dependences of the average wear value of center pad for the cases of different values of the mileage use coefficient and the train movement speed. It was shown that with an increase in the train speed to 100 km/h, the average wear value of the gondola 12-7023 center pad is lower by 25% than at the speed of 80 km/h. Originality. In the work on the wear criterion, the interaction of cylindrical surfaces of the friction pair «center plate – center pad» of a freight car is considered. For the first time it was obtained the dependence of wear value of center pad on the mileage taking into account the power load, physical and mechanical and tribo-technical properties of the conjugated materials. Applying new materials for repair with different properties, based on the obtained dependence one can carry out a simulation of the wear state of cylindrical surfaces of friction pair «center plate – center pad», that is to control the value of between-repair mileage of freight car. Practical value. The results of the work make it possible to establish the wear value of canter pad for the corresponding operating mileage of the freight car.

Electrically-assisted bikes: Potential impacts on travel behaviour

This paper reports on a review of the European literature about the impacts of having an electrically-assisted bike available to use, together with results from a trial in the UK city of Brighton, where 80 employees were loaned an electrically-assisted bike for a 6–8week period. In the Brighton trial, three-quarters of those who were loaned an e-bike used them at least once a week. Across the sample as a whole, average usage was in the order of 15–20miles per week, and was accompanied by an overall reduction in car mileage of 20%. At the end of the trial, 38% participants expected to cycle more in the future, and at least 70% said that they would like to have an e-bike available for use in the future, and would cycle more if this was the case. This is consistent with the results of the European literature which shows that when e-bikes are made available, they get used; that a proportion of e-bike trips typically substitutes for car use; and that many people who take part in trials become interested in future e-bike use, or cycling more generally.

Possibility of hydrogen supply by shared residential fuel cell systems for fuel cell vehicles

Residential polymer electrolyte fuel cells cogeneration systems (residential PEFC systems) produce hydrogen from city gas by internal gas-reformer, and generate electricity, the hot water at the same time. From the viewpoint of the operation, it is known that residential PEFC systems do not continuously work but stop for long time, because the systems generate enough hot water for short operation time. In other words, currently residential PEFC systems are dominated by the amount of hot water demand. This study focuses on the idle time of residential PEFC systems. Since their gas-reformers are free, the systems have potential to produce hydrogen during the partial load operations. The authors expect that residential PEFC systems can take a role to supply hydrogen for fuel cell vehicles (FCVs) before hydrogen fueling stations are distributed enough. From this perspective, the objective of this study is to evaluate the hydrogen production potential of residential PEFC systems. A residential PEFC system was modeled by the mixed integer linear programming to optimize the operation including hydrogen supply for FCV. The objective function represents annual system cost to be minimized with the constraints of energy balance. It should be noted that the partial load characteristics of the gas-reformer and the fuel cell stack are taken into account to derive the optimal operation. The model was employed to estimate the possible amount of hydrogen supply by a residential PEFC system. The results indicated that the system could satisfy at least hydrogen demand for transportation of 8000 km which is as far as the average annual mileage of a passenger car in Japan. Furthermore, hydrogen production by sharing a residential PEFC system with two households is more effective to reduce primary energy consumption with hydrogen supply for FCV than the case of introducing PEFC in each household.

E-bike use in Sweden – CO2 effects due to modal change and municipal promotion strategies

There is a strong political desire to reduce the use of fossil fuels in road transport. In this paper, the use of e-bikes (of the pedelec type) in Sweden is analysed by focusing on changes in travel behaviour and their corresponding effects on CO2 emissions. The aim is to analyse the effect on CO2 emissions due to the use of e-bikes. The analysis is carried out on the possible differences in changed travel behaviour between areas dominated by either urban or rural environments. It is based on a combination of responses to a questionnaire distributed to e-bike users and a survey of local transport planners in Swedish municipalities. The results indicate that there are large gains to be made from e-bike usage in terms of decreased CO2 emissions through a reduction in car mileage. Furthermore, the results indicate that the potential for e-bikes to replace car trips is as great in rural areas as it is in urban areas. At the same time, the results indicate that the Swedish municipalities carrying out e-bike campaigns target trips in both urban and rural areas, therefore representing an effective promotion strategy to achieve the full CO2 emissions reducing potential of e-bike use. This study also shows that, depending on the type of errand being carried out, more respondents living in urban areas than in rural areas replace their conventional bicycle trips with e-bike trips. Thus, the use of e-bikes produces some less than desirable effects, such as reduced physical activity.

Assessment of motor vehicle use characteristics in three Indian cities

Estimates of emissions and energy consumption by vehicular fleet in India are not backed by reliable values of parameters, leading to large uncertainties. We report new methods, including primary surveys and secondary data sources, to estimate in-use fleet size, annual mileage (kilometers per year), and fuel efficiency of cars and motorised two-wheelers (MTW) for Delhi, and except fleet size and annual mileage of cars, for Visakhapatnam and Rajkot. We estimated that the official number of registered cars and MTW in Indian cities is more than two times the actual number of in-use vehicles. The private vehicular fleet in India is the youngest, its fuel efficiency one of the highest, and annual kilometers travelled is the lowest, compared to many high-income countries, such as the USA and those in European Union. Along with high renewal rate of fleet, the data suggest that it is possible for India to have one of the most fuel-efficient vehicle fleets in the world in the future, if fuel-efficiency standards and fiscal policies to contain growing dieselization are implemented in the country at the earliest.

A24 Electrically-assisted bikes: understanding the health potential

Abstract Background Electrically-assisted bikes (shortened here to ‘e-bikes’), which require the user to pedal but have a motor that the user can choose to use to reduce the effort required, are becoming increasingly popular. There are estimated to be over a million such bikes in use across Europe. Various studies suggest the effort required to use them constitutes at least ‘moderate’ physical activity, with potential health benefits for those who increase their physical activity by using them. Methods This research included survey work with two major employers in Brighton, and two years of monitored trials, where 80 employees were loaned an e-bike (with an associated support package). Trial participants were advised to use the bikes as much, or as little, as they wished. Results Initial workplace surveys revealed high levels of interest, with about 40% of those replying being keen to participate in the trials. This included interest from groups which are traditionally less likely to cycle, as assessed using Chi-square tests of independence on both our evidence and National Travel Survey data. Nearly half the respondents who classified themselves as doing less than 30 min of physical activity (moderate or vigorous) per week asked to be part of the trial. Of all respondents who asked to be part of the trial, 42% had a BMI indicating that they were overweight or obese. For the 80 participants who borrowed bikes, three-quarters chose to use them at least once a week during their 6-8 week trial period. Across all participants, the average mileage cycled was 15-20 miles per week; car mileage was reduced by 20%; and 59% reported that their overall physical activity increased (including 29 of the 43 participants who reported doing less than 2.5 h weekly physical activity before the trial). At the end of the trial, 73% said they would cycle to work at least one day a week ‘if they had an e-bike available to use’. Conclusions The study indicated that e-bikes can stimulate interest in cycling amongst people who are typically less likely to do so. Furthermore, when an e-bike is made available, many people choose to use it, and it has substantial effects on their travel behaviour. As such, these bikes could help to encourage active travel amongst groups who traditionally undertake less exercise, or who feel unable to use a conventional bike, either due to personal physical limitations, or because of the geography of where they live.

Capturing the Usage of the German Car Fleet for a One Year Period to Evaluate the Suitability of Battery Electric Vehicles – A Model based Approach

The low driving range of battery electric vehicles (BEV) is often considered as relevant reason for the low BEV sales. In order to verify this assumption, the usage of conventional cars in Germany needs to be analyzed. These analyses may help to make more reliable and realistic statements to what extent German cars could be replaced by BEVs without restrictions for their users. Most travel surveys do only consider a single day or a short period of time in the analysis. Longer time periods should be taken into consideration when analyzing the travel data since the daily car usage is not identical every day. Since there are no representative and detailed car usage surveys over longer periods available a hybrid car usage model was developed to close that gap. This model is mainly based on three mobility surveys: the German Mobility Panel (MOP), the car mileage and fuel consumption survey, and the long distance travel survey INVERMO. We show that 13% of the modeled German private car fleet never exceeds 100km per day during a full year and could be replaced by BEVs without any usage restrictions for their car owners. Another 16% of the modeled private car fleet is driven more than 100km on 1-4 days during a full year and can be substituted with slight adjustments. These cars are often second cars of a household and used less intensively (6,600km/year resp. 7600km/year) than cars not suited for BEV substitution (14,800km/year). Households that could replace their cars tend to have a lower disposable income. The crux of the matter, however, is that substitution of conventional cars is often not feasible since the mobility budget of BEV suited households tends to be too low or does not make economic sense due to the low annual mileage.

Hybrid Modeling Approach of Car Uses in Germany on Basis of Empirical Data with Different Granularities

The use of private cars in Germany has not yet been analyzed from a longitudinal perspective: most travel surveys consider only a single day. Daily car usage is not identical over a given period because car owners use their vehicles for daily routines (e.g., commuting) as well as for infrequent events, such as holiday trips. Another problem of short-period surveys is that they underestimate the share of cars used for long-distance travel. The current work may help to improve the reliability and realism of statements about the extent to which German cars could be replaced by electric vehicles. The authors developed a hybrid modeling approach that aims to obtain car mileage per day for a full year. This approach is based on empirical data with different granularities. Input data are derived from the annually conducted German Mobility Panel, including a survey of fuel consumption and odometer readings, and the long-distance travel survey INVERMO. The study showed that 13.1% of the modeled German private car fleet never exceeded 100 km/day during a full year. Furthermore, cars were driven more than 100 km on 13.3 days/year on average. Mainly used cars (first cars) of a household were used for longer distances rather than second cars. A comparison of average mobility figures from the model approach with the Mobility in Germany national travel survey showed the model results as reliable and realistic.

The Contribution of Benefit-in-Kind Taxation Policy in Britain to the ‘Peak Car’ Phenomenon

Car use per person has historically grown year-on-year in Great Britain since the 1950s, with minor exceptions during fuel crises and times of economic recession. The ‘Peak Car’ hypothesis proposes that this historical trend no longer applies. The British National Travel Survey provides evidence of such an aggregate levelling off in car mileage per person since the mid-1990s, but further analysis shows that this is the result of counter trends netting out: in particular, a reduction in per capita male driving mileage being offset by a corresponding increase in female car driving mileage. A major contributory factor to the decline in male car use has been a sharp reduction in average company car mileage per person. This paper investigates this aspect in more detail. Use of company cars fell sharply in Britain from the 1990s up to the 2008 recession. Over the same period, taxation policy towards company cars became more onerous, with increasing levels of taxation on the benefit-in-kind value of the ownership of a company car and on the provision of free fuel for private use. The paper sets out the changes in taxation policy affecting company cars in the UK, and looks at the associated reductions in company car ownership (including free fuel) and patterns of use. It goes on to look in more detail at which groups of the population have kept company cars and in which parts of the country they have been most used, and how these patterns have changed over time. A preliminary investigation is also made of possible substitution effects between company car and personal car driving and between company car use and rail travel. Clearly, the role of the company car is only one of many factors that are contributing to aggregate changes in levels of car use in Great Britain, alongside demographic changes and a wide range of policy initiatives. But, company car use cannot fall below zero, so the effect of declining year-on-year company car mileage suppressing overall car traffic levels cannot continue indefinitely.

Top 10 tech cars: slenderized

IT'S OFFICIAL: GUZZLING GAS IS OUT OF STYLE. IN AUGUST, the Obama administration finalized U.S. standards that will nearly double the average fuel mileage of cars and trucks by 2025. The rule slices auto greenhouse emissions in half, virtually matching the European Union's proposed 2020 target of 95 grams of carbon dioxide per kilometer driven. · But how are we going to get there? Electric cars and plug-in hybrids have so far fizzled with rank-and-file consumers, due to a familiar trio of obstacles: high cost, short pure-electric driving ranges, and long recharging times. And yet among this year's Top 10 Tech Cars, one model did stake a bold new claim for the viability of electric cars: the groundbreaking Tesla Model S. · Even so, IEEE Spectrum's 10-car convoy proves that there are other ways to wring more miles from a liter of fuel. A trend of lightweighting has begun sweeping the global industry, as automakers seek to reverse decades of bloat caused by modern crash protections and deluxe amenities. The brainpower of cars is also rapidly expanding, with a Japanese sport sedan taking a small but important step toward automated cars: It has a full drive-by-wire steering system that backs up the driver. Turning the stereotypes on their heads, there's a whopper of a British SUV and a bite-size Chevrolet. What they have in common is a high ratio of driving pleasure to fuel burned.

Beyond the Average Elasticity – Applying Quantile Panel Regression to German Household Mobility Data

This paper employs quantile panel regression to the study of fuel price elasticities. Contrasting with standard panel approaches, this method reveals the impact of explanatory variables across all points in the conditional distribution of the response variable while controlling for unobserved heterogeneity. Applying quantile panel regression to German household data demonstrates that fuel price elasticities are very high in magnitude – below -0.8 – for a small segment of households whose car mileage is low, but that this effect tapers off rapidly among households with higher car mileage. These findings have implications for policy instruments that rely on estimates of fuel price elasticities, for example fuel taxation.

Dieselization in Sweden

In Sweden the market share of diesel cars grew from below 10 per cent in 2005 to 62 per cent in 2011 despite a closing gap between pump prices on diesel oil and gasoline, and diesel cars being less favored than ethanol and biogas cars in terms of tax cuts and other subsidies offered to “environment cars”. The most important factor behind the dieselization was probably the market entrance of a number of low-consuming models. Towards the end of the period a growing number of diesel models were able to meet the 120g CO2 threshold applicable to “environment cars” that cannot use ethanol or biogas. This helped such models increase their share of the diesel car market from zero to 41 per cent. Dieselization appears to have had only a minor effect on annual distances driven. The higher average annual mileage of diesel cars is probably to a large extent a result of a self-selection bias. However, the Swedish diesel car fleet is young, and the direct rebound effect stemming from a lower variable driving cost may show up more clearly as the fleet gets older based on the assumption that second owners are more fuel price sensitive than first owners.

DEVELOPMENT OF RAPID PIPE MOULDING PROCESS FOR CARBON FIBER REINFORCED THERMOPLASTICS BY DIRECT RESISTANCE HEATING

To deal with environmental issues, the gasoline mileage of passenger cars can be improved by reduction of the car weight. The use of car components made of Carbon Fiber Reinforced Plastics (CFRP) is increasing because of its superior mechanical properties and relatively low density. Many vehicle structural parts are pipe-shaped, such as suspension arms, torsion beams, door guard bars and impact beams. A reduction of the car weight is expected by using CFRP for these parts. Especially, when considering the recyclability and ease of production, Carbon Fiber Reinforced Thermoplastics are a prime candidate. On the other hand, the moulding process of CFRTP pipes for mass production has not been well established yet. For this pipe moulding process an induction heating method has been investigated already, however, this method requires a complicated coil system. To reduce the production cost, another system without such complicated equipment is to be developed. In this study, the pipe moulding process of CFRTP using direct resistance heating was developed. This heating method heats up the mould by Joule heating using skin effect of high-frequency current. The direct resistance heating method is desirable from a cost perspective, because this method can heat the mould directly without using any coils. Formerly developed Non-woven Stitched Multi-axial Cloth (NSMC) was used as semi-product material. NSMC is very suitable for the lamination process due to the fact that non-crimp stitched carbon fiber of [0°/+45°/90°/-45°] and polyamide 6 non-woven fabric are stitched to one sheet, resulting in a short production cycle time. The use of the pipe moulding process with the direct resistance heating method in combination with the NSMC, has resulted in the successful moulding of a CFRTP pipe of 300 mm in length, 40 mm in diameter and 2 mm in thickness.