Impact Of Cars Research Articles

Electrification as a Development Driver for “Smart Cities”

The increasing electrification of the transport infrastructure, residential and commercial sectors of a “smart city†induces structural changes in energy sector. This investigation will enhance our understanding of mechanisms to develop a regional power industry, which would serve intellectual technologies of future urban environment considering national features. The authors define electrification as the process of bringing the most advanced energy carrier — electricity — to the national economy. This process integrates the spheres of electric power consumption and electric power generation. The article identifies the features and key trends in a new electrification stage in «smart cities». The paper shows that the energy sector of such cities combines centralized and decentralized technological solutions. This requires a certain readjustment of the distribution and sales divisions of the regional electric power industry. In particular, modernization of low-voltage distribution networks, improvement of tariff policy, implementation of programs of energy demand management are needed. The authors reveal priority areas for electrification in smart cities. Firstly, these cities need to develop electric transport, electric cars and associated infrastructure. Secondly, the introduction of various control systems for residential appliances will make households smarter. We show the impact of electric cars on the electricity market and loads in a regional energy system. In particular, we analyse the foreign experience of electric cars integration into power network. As regards the electrification of smart homes, the authors outline the basic «energy» conditions for their design, and requirements to be met by regional contractors, producers of energy equipment, utilities and grid companies. We develop a system of technological and economic solutions for moving relevant projects to an active phase. These projects include controllable generation power equipments, energy saving equipments and storages, power plants structure optimizing, electrical grinds shortening. Moreover, the authors propose a variety of differentiated electricity tariffs that would encourage electrification in smart cities.

Analysis of the Impact of Self-driving Cars on Traffic Flow

With the development of intelligent technology, more and more self-driving, cooperating cars appear on the road, which will impact on traffic flow greatly. In this paper, we used the cellular automata algorithm to simulate the impact of the proportion of the number of self-driving cars to non-self-driving cars on traffic flow in the case of different lanes, confluence and divergence, traffic peak and dedicated lanes for self-driving car. And we got the conclusion by analyzing the simulation results: On the whole, Traffic flow increased with the increase of the proportion of the self-driving cars to non-self-driving cars. And in different cases, the proportion was different when the traffic flow reached the maximum, that is, the best proportion was different in different cases.

STUDY OF ROADBED STRESS STATE FROM THE IMPACT OF FREIGHT CARS WITH AXLE LOAD UP TO 30 TNF

For the English abstract and full text of the article please see the attached PDF-File (English version follows Russian version).ABSTRACT The roadbed active area stress state from the impact of freight cars with axle loads 23,5; 25; 27 and 30 tnf is studied on a finite-element model. Using Coulomb’s wedge theory as per actually registered vibration impact levels limit stress levels for the embankment of the roadbed of the section Golutvin-Ozery of Moscow railway are determined. Experimental studies to determine stresses on the main site of the roadbed are conducted and design and experiment data are verified. Keywords: stress state, roadbed, freight car, high axle loads, limit stresses; humidity, vibration impact. The R&D work has been accomplished within the project of the Russian Fundamental Research Fund 17-20-01088.

Beyond Petroleum: A look at the impact of electric cars in the three main cities of Ecuador

El propósito de este trabajo es estudiar el impacto del cambio de vehículos privados en las tres principales ciudades de Ecuador, y evaluar si la demanda de electricidad creada podría ser satisfecha por energías renovables ubicadas dentro de los límites de la ciudad. El trabajo estudia las tres principales ciudades del Ecuador: Quito, Guayaquil y Cuenca. Se encontró que en teoría y en el caso extremo, si hubiese un cambio repentino donde todos los autos y VUDs de Quito serían reemplazados por vehículos eléctricos, se crearía una demanda de electricidad que podría satisfacerse a través la energía solar fotovoltaica dentro los límites de la ciudad. Esto estaría en línea con la teoría del metabolismo urbano. Sin embargo, no sería factible, hacer esto a través de la energía eólica. En general, se reconoció que en la realidad habría una transición más lenta hacia el uso de vehículos eléctricos, que resolvería parcialmente la demanda de combustibles fósiles del sector de transporte, con poco impacto en la problemática de congestión y la demanda de espacio. Como tal, los sistemas de transporte colectivo y de transporte multimodal tienen un importante papel que desempeñar en este contexto para la siguiente etapa de la investigación.

The Hidden Potential behind the City Planned for Cars

The impact of the car in the city goes beyond carbon emissions; the amount of land taken by roads or the fact that it is the least efficient way to move people. Additional services related to parking spaces or maintenance also requires land and become an important source of underused land within the city. Therefore, this paper will try to establish the real impact of cars within the urban tissue of the city of Quito. If the hypothesis is correct, by quantifying the real land use used by and for cars, the city can be more efficient in planning and implementing a safe, clean and affordable transportation system. Hence, as a result, any newly available land poses an opportunity to shift and adapt the urban tissue towards spaces and resources that can contribute to the sustainable development of the city and therefore improving is diversity.

ВЛИЯНИЕ ЭЛЕМЕНТОВ АВТОТРАНСПОРТНОГО КОМПЛЕКСА НА ЗАГРЯЗНЕНИЕ ОКРУЖАЮЩЕЙ СРЕДЫ

We consider the impact of cars on the move; production and technical facilities - parking, transport companies, garage-building cooperatives, car service stations, gas stations, as well as roads and engineering structures on the environment.

Effect of various W-beam guardrail post spacings and rail heights on safety performance

W-beam guardrails are the most widely used road safety barriers worldwide. They are used for protecting vehicle occupants on dangerous areas of roadways. All road safety barriers used on European highways are designed according to the European standard EN 1317. Conventionally, such road safety barriers have the following dimensions: a 750-mm height from the top of the W-beam to the ground and a 1.33-, 2-, or 4-m post spacing. This study applied the finite element code LS-DYNA for evaluating the safety performance of an AG04-2.0 A-type barrier, which was designed using three post spacings and various rail heights, when impacted by a 900-kg small passenger car. Eight crash test simulations were conducted for evaluating the crashworthiness of the AG04-2.0 barrier according to the European Standard EN 1317. A baseline model was developed and validated against the existing crash test models. The results showed that the various post spacings (1.33, 2, and 4 m) and rail heights (600, 650, 700, 750 and 800 mm) enabled the AG04-2.0 barrier to withstand the impact of the 900-kg car, satisfying the EN 1317 criteria (i.e. TB11 test). The 2000-mm post spacing and 700-mm rail height were considered the optimal dimensions for AG04-2.0 road safety barriers.

Снижение негативного воздействия машин на окружающую среду

Снижение негативного воздействия машин на окружающую среду

A Linear Model for the Estimation of Fuel Consumption and the Impact Evaluation of Advanced Driving Assistance Systems

Reduction of the environmental impact of cars represents one of the biggest transport industry challenges. Beyond more efficient engines, a promising approach is to use eco-driving technologies that help drivers achieve lower fuel consumption and emission levels. In this study, a real-time microscopic fuel consumption model was developed. It was designed to be integrated into simulation platforms for the design and testing of Advanced Driving Assistance Systems (ADAS), aimed at keeping the vehicle within the environmentally friendly driving zone and hence reducing harmful exhaust gases. To allow integration in platforms employed at early stages of ADAS development and testing, the model was kept very simple and dependent on a few easily computable variables. To show the feasibility of the identification of the model (and to validate it), a large experiment involving more than 100 drivers and about 8000 km of driving was carried out using an instrumented vehicle. An instantaneous model was identified based on vehicle speed, acceleration level and gas pedal excursion, applicable in an extra-urban traffic context. Both instantaneous and aggregate validation was performed and the model was shown to estimate vehicle fuel consumption consistently with in-field instantaneous measurements. Very accurate estimations were also shown for the aggregate consumption of each driving session.

English

English

Impact of Doctor Car with Mobile Cloud ECG in reducing door-to- balloon time of Japanese ST-elevation myocardial infarction patients.

Early reperfusion by percutaneous coronary intervention (PCI) is the current standard therapy for ST-elevation myocardial infarction (STEMI). To achieve better prognoses for these patients, reducing the door-to-balloon time is essential. As we reported previously, the Kitasato University Hospital Doctor Car (DC), an ambulance with a physician on board, is equipped with a novel mobile cloud 12-lead ECG system. Between September 2011 and August 2013, there were 260 emergency dispatches of our Doctor Car, of which 55 were for suspected acute myocardial infarction with chest pain and cold sweat. Among these 55 calls, 32 patients received emergent PCI due to STEMI (DC Group). We compared their data with those of 76 STEMI patients who were transported directly to our hospital by ambulance around the same period (Non-DC Group). There were no differences in patient age, gender, underlying diseases, or Killip classification between the two groups. The door-to-balloon time in the DC group was 56.1 ± 13.7 minutes and 74.0 ± 14.1 minutes in the Non-DC Group (P < 0.0001). Maximum levels of CPK were 2899 ± 308 and 2876 ± 269 IU/L (P = 0.703), and those of CK-MB were 292 ± 360 and 295 ± 284 ng/mL (P = 0.423), respectively, in the 2 groups. The Doctor Car system with the Mobile Cloud ECG was useful for reducing the door-to-balloon time.

THE NUMERICAL SIMULATION OF THE PYROTECHNIC ACTUATOR FOR THE ACTIVE BUMPER

The paper contains the description and classification of pyrotechnic actuators focusing on the automotive industry applications. This paper also explains the compatibility issues during frontal impact of a passenger car with a large truck. The construction of the pyrotechnic actuators for the “active bumper” is presented here. The processes occurring within the pyrotechnic actuators after ignition of a pyrotechnic propellants have been explained. The investigations are focused on the dependence of a shape of the actuator’s combustion chamber and the piston stroke time. It appears that the appropriate design of the combustion chamber can decrease the time required for a piston stroke using this same type of a propellant. This also allows to reduce the amount of propellant when the more rapid stroke is not required. This is because of the characteristics of the detonation waves which are responsible for the piston movement. The visualization of the detonation waves occurring due to ignition of the propellant is crucial for understanding the dependence between the construction of the actuators interior and the piston stroke time. Therefore, the approach of simulating numerically the detonation waves aroused. This simulation was conducted with aid of ANSYS Workbench 13 environment using the AUTODYN module. The numerical tests consists on modelling the actuator without changing the overall dimensions as well as the parameters of the propellant. The only elements modified were piston and the bottom of the cylinder shape.

Household transport consumption inequalities and redistributive effects of taxes: A repeated cross-sectional evaluation for France, Denmark and Cyprus

We evaluate household transport consumption inequalities in France, Denmark and Cyprus, investigate their temporal dynamics, and estimate the redistributive effects of taxes on different commodity categories. Using household-level data from repeated cross-sections of expenditure surveys spanning long periods, the paper applies a decomposition of the Gini index by expenditure component. The results highlight the effect of the social diffusion of the car. The relative contribution of vehicle use items (e.g. fuels, maintenance and repair, parking, and registration) to total expenditure inequality has decreased over time, thus reflecting the increasingly widespread use of cars. Moreover, fuel taxes have become regressive, while the progressive character of taxes on the remaining car use commodities has weakened with time. Taxes on transport goods and services as a whole are progressive. However, this result is principally due to the progressivity of taxes on car purchases, a progressivity stronger by far in Denmark where these taxes are so high that car purchase costs can be afforded only by those with high incomes. These findings underline the necessity of taking into account equity issues when designing policies to attenuate the environmental impact of cars. Increasing car use costs, notably fuel prices, through an increase of uniform taxes would be particularly inequitable.

Behaviour of passenger cars on impact with underride guards

Much experience has been gathered on the impact behaviour of passenger cars crashing against flat barriers. This is quite different from impacting underride guards at the rear end of commercial vehicles. The side members in the car's front structure are the main energy absorbing structural elements, thus it is of considerable significance whether they hit on the underrider beam. Thirty–four clash tests were carried out in order to measure impact forcer and deformations. The quadstatic crush forces of simplified side members can be calculated by approximation on the basis of many experimental results. A ratio of crash to crush forces was found from dynamic impact and static crush tests. The frontal impact of a passenger car on a flat barrier was simulated by crashing a simplified structural model consisting of an engine, gearbox, and front–axle, etc. The required strength of an underride prevention device can be found from the deformation resistance of the ramming car's front structure. The weight of the commercial vehicle carrying the underride guard has little influence on the impact force and deformation because as the kinetic energy to be absorbed does not decrease in proportion as the commercial vehicle's weight is reduced and, because of its inertia, the vehicle hardly moves until the peak clashing load is reached. Quasistatic strength requirements are presented as an aid in the design of underride guards.

A method to estimate the environmental impact of an electric city car during six months of testing in an Italian city

The present investigation describes the results of a research project (P.R.I.M.E.) aimed at testing the performance and the environmental impact of an electric city car in Italian cities. The vehicle considered in the project is the Daimler AG Smart ForTwo Electric Drive. A Smart ED vehicle was tested at the University of Salento for six months over different driving conditions (routes, traffic, use of auxiliaries). A data acquisition system has been designed on purpose and assembled on board to provide information about driving cycle and energy flows. The system was also used to evaluate the losses of energy during recharges due to the battery cooling system. The experimental tests were used to identify the average, minimum and maximum consumption of electricity in the Smart ED in Lecce according to driving conditions and in particular according to the usage of auxiliaries.The measured data of electric consumption have been used to quantify the emissions of CO2 and pollution of the vehicle using information about the Italian electricity production mix of each recharging event and the emissions factors of the Italian power plants with an innovative and comprehensive methodology.

The Body Structural Optimization Based on Safe Side Impact

In view of analyzing the whole side crashworthiness, based on C-NCAP side impact regulations, this study has analyzed the structural characteristics influencing the side impact of car, and proposed the corresponding structural optimization case. According to FEM, the body optimization case has been simulated and contrasted with the real results. As a result, a good side crashworthiness of the car has been obtained, which helps reduce the cost and the quality of the car. Besides, the study has also done simulation work of the rigidity and modal of the body-in-white and compared it with the real results, which has further tested the correctness of optimization model and helped achieve effective approaches to the design of the car side crashworthiness.

Regulating Automobiles: The Consequences for Consumers

Automobiles are ubiquitous. Most Americans take at least one car trip every day to get to work or school or to run household errands. The automobile has also never been safer. New technology has brought car frames that crumple to reduce the impact of a crash, airbags that cushion the blow of an accident, and cameras that show drivers what is behind the vehicle. In addition, rising standards of living have allowed consumers to purchase more safety equipment and to question the environmental impact of cars. While cleaner, safer automobiles certainly have benefits, as economists, we must ask, what do all these regulations cost the consumer? Costs arise from three sources: workplace safety regulation, environmental regulation, and consumer safety regulation. In this paper, we examine each area in turn, focusing on how the cost of regulations impacts the average automobile consumer.

자동차 에어백의 제어부품 불량에 의한 고장현상 및 후방 추돌에 관련된 에어백 미전개에 대한 사례 연구

이 논문의 목적은 현장에서 발생되는 자동차 에어백 시스템의 고장사례를 모아 분석하고 연구하는 것이다. 첫 번째 사례에서는 에어백 시스템의 클럭 스프링과 에어 백 모듈 사이 배선 핀의 납땜부가 이탈되어, 배선 접촉불량에 의해 핀이 흔들릴 때마다 에어백의 작동불량 현상이 발생되는 것을 확인하였다. 두 번째 사례에서는 에어백 컴퓨터 내부의 단품 소자의 손상으로 인해 에어백 작동불량 현상이 발생된 것을 확인하였다. 세 번째 사례에서는 조수석 시트 벨트 프리텐셔너(pre-tensioner)의 내부 핀과 저항을 연결해 주는 납땜부 이탈로 인해 에어백 경고등이 점등된 것을 확인하였다. 네 번째 사례에서는 승용자동차가 화물자동차의 후면을 추돌하였을 때 때 범퍼는 상대편 차량보다 낮아 아래로 끼어들게 된다. 이 때 사고의 충격은 차량의 프레임부분에 전달되지 않기 때문에 충격센서가 설치된 프레임부분에 충격이 적게 전달되어 에어백이 작동하지 않은 것을 확인하였다. The purpose of this paper is to study the failure cases in relation to system of Air Bag in vehicle happened in the field. In the first example, it was separated the soldering parts connected the wire pin between air bag module and clock spring of air bag. Whenever the pin shake by the car's vibration, the driver verified the malfunction phenomenon appeared air bag warning lamp on instrument panel in front of driver's seat. in car inside room. The second example, it verified the warning lamp lighting phenomenon of air bag by produced the circuit plate non-contacting of single an element in air bag electronic control unit. The third example, it verified the light of air bag warning indicator lamp by separated with soldering parts connecting inner pin and resistance terminal of seat belt pretensioner using passenger seat. The fourth example, when the passenger car crash a back of truck, the former bumper get jammed under the latter as the roof height of car low less than that. Therefore, the impact of Car's collision verified that don't transfer with body frame of vehicle because of no attachment impact sensor in it.

Electric cars: technical characteristics and environmental impacts

Electric vehicles have been identified as being a key technology in reducing future emissions and energy consumption in the mobility sector. The focus of this article is to review and assess the energy efficiency and the environmental impact of battery electric cars (BEV), which is the only technical alternative on the market available today to vehicles with internal combustion engine (ICEV). Electricity onboard a car can be provided either by a battery or a fuel cell (FCV). The technical structure of BEV is described, clarifying that it is relatively simple compared to ICEV. Following that, ICEV can be ‘e-converted’ by experienced personnel. Such an e-conversion project generated reality-close data reported here. Practicability of today's BEV is discussed, revealing that particularly small-size BEVs are useful. This article reports on an e-conversion of a used Smart. Measurements on this car, prior and after conversion, confirmed a fourfold energy efficiency advantage of BEV over ICEV, as supposed in literature. Preliminary energy efficiency data of FCV are reviewed being only slightly lower compared to BEV. However, well-to-wheel efficiency suffers from 47% to 63% energy loss during hydrogen production. With respect to energy efficiency, BEVs are found to represent the only alternative to ICEV. This, however, is only true if the electricity is provided by very efficient power plants or better by renewable energy production. Literature data on energy consumption and greenhouse gas (GHG) emission by ICEV compared to BEV suffer from a 25% underestimation of ICEV-standardized driving cycle numbers in relation to street conditions so far. Literature data available for BEV, on the other hand, were mostly modeled and based on relatively heavy BEV as well as driving conditions, which do not represent the most useful field of BEV operation. Literature data have been compared with measurements based on the converted Smart, revealing a distinct GHG emissions advantage due to the German electricity net conditions, which can be considerably extended by charging electricity from renewable sources. Life cycle carbon footprint of BEV is reviewed based on literature data with emphasis on lithium-ion batteries. Battery life cycle assessment (LCA) data available in literature, so far, vary significantly by a factor of up to 5.6 depending on LCA methodology approach, but also with respect to the battery chemistry. Carbon footprint over 100,000 km calculated for the converted 10-year-old Smart exhibits a possible reduction of over 80% in comparison to the Smart with internal combustion engine. Findings of the article confirm that the electric car can serve as a suitable instrument towards a much more sustainable future in mobility. This is particularly true for small-size BEV, which is underrepresented in LCA literature data so far. While CO2-LCA of BEV seems to be relatively well known apart from the battery, life cycle impact of BEV in categories other than the global warming potential reveals a complex and still incomplete picture. Since technology of the electric car is of limited complexity with the exception of the battery, used cars can also be converted from combustion to electric. This way, it seems possible to reduce CO2-equivalent emissions by 80% (factor 5 efficiency improvement).

Benefits of biofuels in Sweden: A probabilistic re-assessment of the index of new cars’ climate impact

The climate impact of new cars in Sweden 2009 has been evaluated by the Swedish Transport Administration. Their report takes into account reduction factors to attribute the positive impact of renewable fuels on CO 2 emissions. The Swedish Transport Administration recommends the public to buy cars that can run on biofuels. Besides acknowledging prevailing uncertainties for many of the input parameters to the index of new cars’ climate impact, reduction factors are based on calculations from point estimates of input parameters. A probabilistic re-assessment of the index is presented to find out the importance of these uncertainties and to assess whether the point estimated recommendation might be misguiding. Probabilistic reduction factors for CO 2 emissions were derived with the same deterministic model proposed by the Swedish Transport Administration, were Bayesian probability distributions or intervals assigned by expert judgements were used to describe uncertainty in the model input parameters. The use of biofuels most likely reduces CO 2 emissions. Probabilistic modelling indicated a CO 2 reduction for E85 as a fuel of 30% (95% credibility interval = 10–52%) in the same order as the 20% given by the Swedish Transport Administration. The best estimate of 28% decrease for gas cars (95% credibility interval = 3–44%) and is lower than the originally proposed reduction of 42%, but still within a similar range. The difference is due to the large extent of optimistic values used in the assessment by the Swedish Transport Administration. The CO 2 emissions from the production of the biofuel had most influence on the model results. We conclude that the recommendation of the Swedish Transport Administration to consumers is still valid after probabilistic recalculation.