Share Of Cars Research Articles

Presenting the behavioral model of citizens in selection of trip vehicle with emphasis on how to go to work

Understanding the factors that influence individual vehicle choice behavior will reveal changes in preferences and attitudes. These changes can provide insights into travel patterns, improve transportation planning, prepare for future infrastructure needs and services, and inform better design and implementation of sustainable and inclusive transportation. The purpose of this research is to provide a behavioral model of citizens in choosing a travel vehicle with an emphasis on how to go to work in Shiraz, Iran. The statistical method used in this research is the logit mathematical model. SPSS software was used to analyze the research results. Different hypothetical scenarios were investigated according to the final vehicle selection model and the possibility of choosing different travel vehicles in each of the hypothetical scenarios. The results of the comparison of logit models for all travel destinations showed that the behavior of Shiraz citizens in choosing a means of transportation is not nested. For this reason, the final model was chosen for business trips. The results obtained from the hypothetical scenarios of the business travel selection tool in Shiraz showed that if none of the demand management policies and the creation of high-speed buses are applied, the share of private cars is 38%, the share of buses and subways is 32%, the share of taxi travel is 30%, and the share of walking will be 33 %. Also, social conditions and demographic characteristics do not have a significant effect on the choice of vehicle and travel behavior of citizens to the workplace.

Trends, main economic determinants of the e-mobility in the EU: Additional evidence and verification

The adoption of e-mobility in the countries of the European Union shows significant differences in terms of dynamics of electric car sales and in terms of differences in the share of electric cars in the total fleet of passenger cars in individual Member states. Despite the common European policy of transition to less emission-intensive car drives, the economic performance of countries, as well as other determinants, turn out to be the key drivers of differences in the sales and shares of electric cars on the car fleet within individual countries. In light of these findings, the paper contributes to the existing discussion and knowledge with additional recent findings and how intensive main consensual factors cause differences in the recent electric cars market shares in the EU countries.

Impact of Synthetic Textiles Emission in Sports Car Furnishing -An Overview

A sports automobile is one that is built with a focus on dynamic performance, including handling, acceleration, top speed, driving excitement, and the ability to race. Sports cars and other performance automobile categories, including muscle cars, are not always mutually exclusive; in fact, some cars can fit into more than one category. The automotive sector is the biggest consumer of technical textiles; each of the approximately 45 million cars produced globally each year uses around 20 kilograms of textiles. Undoubtedly, design and textiles will be crucial components in producing these unique homes. Not only do carpets and textile headliners enhance the general cosiness and aesthetics of the room, for high-pressure belts and hoses, reinforcing textile strands are necessary. Numerous air and oil filters, as well as bonnet liners, use non-woven materials. This essay addresses the issue of pollution caused by sports vehicle emissions of synthetic textiles and explores potential solutions. The use of synthetic materials in motor sports automobiles accounts for about 82% of all synthetic fabrics released into the atmosphere. Exhaust emissions account for 76% of the share of sports cars, evaporation for 22%, and refuelling for 2%. Human health issues resulting from emissions from synthetic textiles include cancer in cases of extended exposure and a host of other ailments in cases of shorter exposure. This paper gives an overview of the impact of man-made textile emissions on sports car furnishing and its source of reduction.

Impact of electromobility development on tax revenues: A case study on Norway

The manuscript deals with the development of electromobility in Norway and its impact on tax revenues. The detailed focus of the paper is on registration and road taxes directly related to the acquisition and operation of a road motor vehicle. The paper aims to verify whether a growing share of electric cars in Norway's fleet impacts the decrease in tax collection, namely road and registration tax. Norway was chosen because it is the country with the highest share of electric cars in the vehicle fleet in the world. Impacts on road and registration tax are investigated, focusing on 1998–2021. Our results suggest that the introduction of electromobility has a negative effect on the collection of road and registration tax, with the addition that this impact is statistically significant only in the case of registration tax. In other words, our research assumption was only confirmed in the case of the registration tax.

Comparison of Feedback Field-Weakening Techniques for Synchronous Machines with Permanent Magnets

In recent decades the market share of electrical cars has increased significantly, which has paved the way for the development of automotive electronics. Some of the most important parts of modern electrical vehicles are motor drives, which are used in car training and mechanization. Electrical drives are used in powertrains for traction, in air conditioning systems to cool cars and their parts, in doors for opening/closing as well as window movements, etc. The most popular motor type in electrical vehicles is synchronous motors with permanent magnets, which are compact and provide high torque. However, these motors require the development of control systems for proper operation. This system has to have the capacity to implement several state-of-the-art techniques, which can fully utilize motor potential, increase its efficiency, and decrease battery usage. One of these techniques is field-weakening, which overcomes speed limitations due to a lack of supply voltage and increases the motor’s speed operation range. This paper discusses the most popular approaches to field-weakening, including a new method proposed by the author. It considers both the pros and cons of each approach and provides recommendations for their usage. After that, this manuscript demonstrates the experimental results of each field-weakening technique obtained in the same motor drive, compares their performance, and discusses their strengths and weaknesses. Finally, the experimental part demonstrates that the proposed field-weakening approach demonstrates similar dynamics in load transients but provides 10 times less load to the microcontroller.

Why are consumers switching to electric vehicles? Analyzing consumers preferences for electric vehicles

Turkey is highly dependent on foreign oil supply and the number of automobiles and fuel consumption is increasing day by day. In terms of greenhouse gas emissions, road transportation is second only to electric power generation. This study studies people's readiness to transition to electric vehicles in order to enhance their environmental and social quality of life, as well as the most effective strategy to increase the market share of electric vehicles (EVs) by 2030. We polled 466 automobile owners from 76 places throughout the country to determine their preferences. The intention to transition to EVs is the dependent variable in our study, with three ordinal responses ranging from “Certainly will switch” to “Definitely will not switch”. The survey used an ordinal response logit (ORL) model with four policy scenarios. These scenarios are: abolishing the special consumption tax (SCT), providing government-backed loans, introducing an age limit for conventional vehicles, and increasing the number of EV stations. In the absence of any policy action by the government or automakers, we estimate that the market share of EVs in Turkey would be 0.1% and the potential customer base would be 1% by 2030. The abolition of special consumption tax (SCT) on EVs would boost the intention to absolutely switch and the likelihood of switching to EVs by 19.5% and 53.2%, respectively. This result shows that the tax on vehicles is the main factor influencing consumers to switch to EVs. The results of this paper suggests that other scenarios implemented by the government will also increase the market share of electric cars in Turkey.

Ecological assessment of acoustic pollution of the city of Lviv and the effec-tiveness of noise measures

Anthropogenic and functional heterogeneities of urban landscapes contribute to the formation of local noise load centers. In cities, the acoustic background is multifactorial, that is, it is covered by different types of noise sources. However, the growth of traffic in cities is the first reason for the increase in noise pollution. Real-time studies of the traffic load of selected areas of the city, their acoustic load and the effectiveness of implemented noise protection devices (installation of noise protection screens) were conducted. The areas where the noise load of urban landscapes of Lviv was determined were selected taking into account the combination of different types of noise (automotive, automotive-railway, industrial-automotive) and the evaluation of the effectiveness of noise protection devices implemented nearby. Environmental assessment of the noise load of urban landscapes of Lviv showed in most cases that the equivalent and maximum noise levels were exceeded. The greatest noise pollution was on the street. The source level at the time of train movement is 88.2 dBA. For sections 1 and 2 (Lypinsky Str.), where automobile noise dominates, the exceedance of acoustic norms was within 7.5–13.4 dBA. For these areas, the average daily traffic load was determined to be 436 and 302 cars/hour, with the share of passenger cars of 73.2 and 79.6 %, respectively, of the total traffic flow. Modern urban planning should take into account noise pollution on a par with other factors of anthropogenic influence and visual aesthetics, because the constant noise background determines the degree of suitability of the urban landscape for living. The most common noise protection measures in residential areas are the use of construction and acoustic means and the formation of a system of green spaces. On the Lypynskyi Str., the efficiency of the installed noise protection screen in the form of a polycarbonate wall was 20 %, while on the Grabovsky St. noise protection screen of the “Green Wall” type – 23 %. The use of green spaces is also effective, which reduced the noise background by 16% on site 2 (Lypinsky Str. – Chornovola Ave.). For the city of Lviv, there is a need to conduct noise monitoring of the city and create a noise map.

The Impact of Urbanization on the Flow of Traffic in Faisalabad City Pakistan

It is estimated that 50% of the world's population is living on only 2% of land area. Population scientists also believe that the urban population will increase from 80% to 90% by 2030 which is why urban growth is a significant problem in the developing world. Rapid urbanization has created many problems like haphazard development, disturbance in the ecological system, shortage of shelter and food polluted environment, lack of basic facilities, and traffic congestion. Besides traffic jams, traffic flow is also the major reason for different types of pollution like noise pollution and air pollution, which is a cause of health problems. Pakistan being a developing country experiences the same problems because of rapid urbanization. Faisalabad is the third largest city (according to the rank-size rule) and is famous for the agro cottage and textile industry. It covered the 313.21km2 area. Traffic congestion is a significant problem in Pakistan’s cities because of their unplanned infrastructure and explosive population growth. Faisalabad is the first planned city of the subcontinent. With time, Faisalabad’s infrastructure faced many changes due to uncontrolled urbanization. Road transport increased by 3% yearly due to the usage of personal automobiles. In the usage of personal vehicles, the share of motorcycles is 89 % while the share of cars is 50 %. Rapid urbanization is a severe threat to the city environment. Traffic congestion has become the problem of the day. This menace increased over time due to the slow development of roads and insufficient infrastructure as compared to rapid urbanization.

How Efficient and Socially Sensitive Are Fiscal Incentives for Electric Cars in Europe?

The main aim of the study was to analyse the impact of fiscal incentives on the share of electric passenger cars in total sales in 31 European countries in 2021 and 2022. Research methods included an assessment of the active fiscal incentives and passive financial gain on fuel of owning electric over petrol-powered vehicles, calculating the ratio of these variables to the net savings in emissions, and conducting regression analysis of the impact of these two variables, as well as indicators of national wealth and the distribution of population by urbanization, on the share of electric vehicles in total sales. The most important finding of the research is that, in the countries under review, incentives are not well designed. For a saving of 1 ton of CO2 for business-owned plug-in hybrid electric sports utility vehicles, tax incentives stood at EUR 3400, as compared to only EUR 106 for small battery powered electric vehicles, with very high differences between countries. Applied panel data regressions with random effects indicated that active tax incentives had a rather low impact on the share of battery electric vehicles (BEVs) in total passenger car sales in 31 European countries in 2021 and 2022, while the difference in electricity price over petrol price combined with the share of the population living in houses in towns and suburbs may be a rather strong stimulus for buying BEVs (R2 = 0.452 for the total sample and R2 = 0.579 for the reduced sample). However, national wealth between countries, measured by relative final consumption expenditure per capita, had the highest impact on the share of battery electric vehicles in total sales (R2 = 0.634). The study suggests that fiscal incentives for electricity powered vehicles in Europe were too large, and neither well designed nor directed towards less wealthy households.

CREATION OF AUTOMOTIVE MARKET PREDICTION SYSTEM

Automotive market prediction systems are becoming increasingly important in today’s realities. They are used to predict the vector of changes in the world car market for example, the increase in the share of electric cars or the growing popularity of station wagons. These systems can help manufacturers better understand the needs of the buyer and make timely changes in their strategy as needed. Automotive market forecasting systems can also help to match specific changes to the markets of different countries according to their needs. Providing a more objective approach to determining the company’s business plan, which will be based on the data that these systems will provide. And of course, salary forecasting systems can be useful for companies to make a business plan and calculate their finances, having a better understanding of further market changes, the company can make an appropriate budget, taking into account the costs of developing those changes that will be popular in the future. The practical value of this work is a system of forecasting automotive market trends, which can provide valuable information and help make more informed decisions that can bring the most benefit to the company. In addition, such a system will be very useful for investors. They will be able to know in advance the trends of the world market and invest in companies that are developing in a priority direction, which will greatly reduce investment risks. And, of course, such a program will greatly facilitate the life of the buyers themselves. Now the market will be regulated much faster and as soon as there is any need for changes – companies will be ready because they have been warned about this need for changes by our forecasting system. In this way, customers will be able to receive the most suitable product on time and without unnecessary costs for emergency development.

Directions of Carsharing Development in Poland—Analysis of the Need to Expand the Carsharing Zone

One of the basic challenges of contemporary transportation policy is to reduce the share of passenger cars used as the primary means of transportation. This problem is particularly important in urban areas, where congestion generates significant economic costs and carries certain risks for the environment and air quality, and, as a result, has a negative impact on the health of residents. In recent decades, many solutions have been developed to support the reduction of car traffic, many of which are part of the concept of sustainable and shared mobility, such as public transport systems and carsharing and bike-sharing systems. The authors have focused on an in-depth analysis of the carsharing phenomenon in both theoretical and practical terms. The aim of the following considerations is to fill the gap in knowledge about the directions of global trends in the development of carsharing and to relate them to the situation in Poland. In addition, the authors carried out an analysis aimed at characterising the degree of activity of using carsharing services at the border of the zone and indicating whether there may be a connection between the location of cars in the border zone and the possibility of transferring to other means of transport. The authors also point out whether increasing the area of carsharing, in this case, seems justified. The research was conducted based on the literature, an analysis of the activities of companies providing carsharing services, an analysis of open public data in this area, and observations.

Features of designing scenarios for the development of hybrid technologies in the Russian and foreign automotive industry

The relevance of the development of hybrid electric vehicle technology in the automotive industry lies in its diversity. Various degrees of hybridization allow you to get bonuses for both conventional cars with an internal combustion engine and pure electric vehicles, while controlling the level of electrification of your cars, from soft hybrids close to cars with only an internal combustion engine to plug-in hybrids more similar to pure electric vehicles. Depending on the policy of the automaker and the requirements of the market, it is possible to use various designs, including those based on existing developments. The article analyzes the modern automotive market in Russia and the share of cars with hybrid technology in it. A comparison of the development of hybrid technology in modern automotive construction of Russian and foreign automakers is made. The specificity of designing scenarios for the development of hybrid technologies in the Russian and foreign automotive industries is reflected in the very process of using hybrid technology in the models of foreign automakers. Thus, the use of mild hybrid technology is mainly used by automakers with the aim of a smooth transition to more electrified versions, the design and implementation of mild hybrid technology is used by automakers to improve the environmental parameters of their cars while maintaining dynamic performance or to increase the latter. Full hybridization technology can also be used as a transitional for full electrification of models, however, it is mainly used in electric vehicles aimed at a hybrid device. Sequential hybridization technology has not been widely used in passenger cars.

Renewable Energies: Economic and Energy Impact in the Context of Increasing the Share of Electric Cars in EU

Renewable energies have an essential role in reducing various forms of pollution. The policymakers within the European Union place more and more emphasis on the replacement of internal combustion engine vehicles with electric vehicles in order to reduce emissions. The aim of this research is to analyze the current trends in producing and using renewable energy until 2028 and to estimate the impact of replacing the current internal combustion engine cars with electric cars. The significance of this study emerges from the estimation of the amount of electricity needed to replace current cars with electric cars and if it can be covered from green sources, based on the forecast of green energy until the year 2028. In addition, we also calculate in this study the impact on the public budgets of the European Union member states, as a result of the reduction of excise duties for fuels, following the reduction of their consumption. The research was carried out based on the extensive literature on the subject and data from Eurostat. The data used in this study are from 1990 to 2021. In this research we have used the IBM SPSS application with two of the most used forecasting algorithms: exponential smoothing model and autoregressive integrated moving average (ARIMA), based on the statistical analysis of the historical data. The estimated results showed that the replacement of traditional fuels will lead to an increase of 12.18% for electrical energy, and it could be covered 100% from green sources, if needed, even before 2028. There are many implications of this study for policymakers and the population. The results show that we still need policies to stimulate electricity production from renewable sources. There is a challenge regarding reducing government revenue due to fuel excises, which can be compensated by updating tax policies, with an impact on population and living standards. Furthermore, maintaining and adapting support schemes for electric cars, as well as expanding electric car infrastructure and smart grids are also challenges that need to be addressed by the policymakers and the industry.

Scenario Analysis of Air Quality Improvement in Warsaw, Poland, by the End of the Current Decade

Very low air quality in the Warsaw conurbation, Poland, similarly to the case in many large European cities, poses a serious threat to the residents’ health, being a significant source of premature mortality. Many results presented in earlier publications indicated local heating installations and car traffic as the main emission categories responsible for this adverse population exposure, where the dominant polluting compounds are NOx, PM10, PM2.5, and BaP. The last two mainly originate from individual household heating installations, both in the city of Warsaw and in its vicinity. To reduce the health risk of air pollution, the city authorities have recently made fundamental decisions, related to the individual housing sector, aimed at the radical decarbonization of all heating installations in Warsaw and its surroundings. On the other hand, the ongoing modernization of the city’s car fleet (including individual and public transport), taking into account the restrictive EU emission standards, as well as the quickly growing share of electric and hybrid cars (BEVs and PHEVs), gives a good prospect of a fundamental improvement in air quality in Warsaw conurbation. The main subject of the paper is a quantitative assessment of the air quality improvement in the current decade (by 2030), resulting from the above modernization activities. The final results are expressed as the attributed reduction in population exposure, which was found to be 28–30% with respect to NOx and PM, and the associated health risk, i.e., 204 fewer avoidable deaths with respect to NOx and 607 fewer with respect to PM2.5.

Bus travel time reliability incorporating stop waiting time and in-vehicle travel time with AVL data

Improving bus travel time reliability can attract more commuters to use bus transit, and therefore reduces the share of cars and alleviates traffic congestion. This paper formulates a new bus travel time reliability metric that jointly considers two stochastic processes: the in-stop waiting process and in-vehicle travel time process, and the bus travel time reliability function is calculated by the convolution of independent events’ probabilities. The new reliability metric is defined as the probability when bus travel time is less than a certain threshold and can be used in both conditions with and without bus transfer. Next, Automatic Vehicle Location (AVL) data of the city of Harbin is used to demonstrate the applicability of the proposed method. Results show that factors such as weather, day of the week, departure time, travel distance, and the distance from the boarding stop to the bus departure station can significantly affect the travel time reliability. Then, a case with low bus departure frequency is analyzed to show the impact of travelers’ arrival distribution on their bus travel time reliability. Further, it is demonstrated that the travel time reliabilities of two bus transfer schemes of the same Origin–Destination (O–D) pair can have significantly different patterns. Understanding the bus travel time reliability pattern of the alternative bus routes can help passengers to choose a more reliable bus route under different conditions. The proposed bus travel time reliability metric is tested to be sensitive to the effect of different factors and can be applied in bus route recommendation, bus service evaluation, and optimization.

Implications of the Emergence of Autonomous Vehicles and Shared Autonomous Vehicles: A Budapest Perspective

The introduction of autonomous vehicles (AVs) and shared autonomous vehicles (SAVs) is projected to enhance network performance and accessibility. The future share distribution of AV and SAV is not yet apparent, nor is which of these two future transport modes will become dominant. Therefore, this research deploys a simulation-based dynamic traffic assignment using Visum software to investigate the impact of varying the share distribution of AVs and SAVs on Budapest’s network performance and consumer surplus in three projected future traffic scenarios for the years 2030 and 2050 compared to the Base scenario for 2020. The three future scenarios are presented and characterized by different penetration rates of AVs and SAVs to reflect the uncertainty in the market share of these future cars as follows: Mix-Traffic scenario for 2030, and AV-Focused and SAV-Focused scenarios for 2050. The results revealed that the emergence of AVs and SAVs would improve the overall network performance, and better performance was observed with increasing the share distribution of SAVs. Similarly, the consumer surplus increased in all future scenarios, especially with increasing the share distribution of AVs. Consequently, the advent of AVs and SAVs will improve traffic performance and increase consumer surplus, benefiting road users and authorities.

Carbon Emission Measurement of Urban Green Passenger Transport: A Case Study of Qingdao

Urban passenger transport is one of the most significant sources of fossil energy consumption and greenhouse gas emission, especially in developing countries. The rapid growth of urban transport makes it a critical target for carbon reduction. This paper establishes a method for calculating carbon emission from urban passenger transport including ground buses, private cars, cruising taxis, online-hailing taxis, and rail transit. The scope of the study is determined according to the transportation mode and energy type, and the carbon emission factor of each energy source is also determined according to the local energy structure, etc. Taking into consideration the development trend of new energy vehicles, a combination of “top-down” and “bottom-up” approaches is used to estimate the carbon dioxide emission of each transportation mode. The results reveal that carbon emission from Qingdao’s passenger transport in 2020 was 8.15 million tons, of which 84.31% came from private cars, while the share of private cars of total travel was only 45.66%. Ground buses are the most efficient mode of transport. Fossil fuels emit more greenhouse gases than other clean energy sources. The emission intensity of hydrogen fuel cell buses is better than that of other fuel type vehicles. Battery electric buses have the largest sensitivity coefficient, therefore the carbon emission reduction potentially achieved by developing battery electric buses is most significant.

VECM을 이용한 화물자동차 운임 결정요인의 실증 분석

In the domestic transportation market, the transportation share of freight cars accounts for 92.6%. In the truck market, real freight rates decreased due to the increase in cost burden due to the increase in prices such as oil prices, and accordingly, overwork, overload, and speeding competition intensified. Accordingly, in 2018, the government implemented a safe fare system as a way to advance cargo transportation and applied it to import and export containers and cement (BCT). Therefore, this study attempted to provide implications for matters to be considered when expanding the safety fare system through time series analysis on the influence of truck fares and various exogenous variables. The research method analyzed the unit root, cointegration test, and VECM of freight rates by tonnage recorded in the actual cargo information network and time series indexes such as domestic economic indicators, industrial indexes, price indexes, and supply indexes. As a result of the analysis, it was confirmed that the exogenous variables affecting the freight rates of each ton class were different, with a positive(+) effect on the whole industry index and import index for trucks of less than 8 tons.

The cost of recharging infrastructure for electric vehicles in the EU in a climate neutrality context: Factors influencing investments in 2030 and 2050

The electrification of passenger cars is a cornerstone of the EU strategy to decarbonising European transport by 2050. A key step for the uptake of electric vehicles (EVs) is to scale up the rollout of rechargers. The paper assesses which factors influence the investments in EU recharging infrastructure in a context of ambitious EV deployment projected under the “Fitfor55” policy package of the European Commission. We use an energy-demand method that includes assumptions on charging requirements of different EV types, the structure of the charging fleet, the survival probability and learning rates of the rechargers and conduct a sensitivity analysis to quantify their impact on investments. The projected electricity share in passenger cars is about 4.5% (65 TWh) and the required infrastructure ranges between 3.2 and 4million chargers in 2030, while investments range between 8.7 and 16.2bn€ in 2021–2030. By mid-century, the electrification share of passenger cars increases to 62% (285 TWh) for which we estimate a total demand of 13.6 to 20.3million chargers and an additional 44.3 to 80.3bn€ of investments in 2031–2050. A regression analysis depicts a strong correlation between fast chargers and investment expenditures, which is particularly relevant for 2021–2030, a period, when the deployment of a fast charging network will be needed to help reduce charging times and enable the roll-out of EVs. The energy output per charging point is the second most influential factor. Other factors, while important, are found not to significantly affect system costs.

Exhaust Emissions from Plug-in and HEV Vehicles in Type-Approval Tests and Real Driving Cycles

The amount of hybrid vehicles and their contribution have increased in the global market. They are a promising aspect for a decrease in emissions. Different tests are used to determine the factors of such emissions. The goal of the present study was to compare the emissions of two hybrid vehicles of the same manufacturer: the plug-in version and the HEV version (gasoline + electric engine). These vehicles were chosen because they comprise the largest market share of hybrid cars in Poland. The exhaust emission tests were conducted in the WLTC tests on a chassis dynamometer and under real traffic conditions. Simultaneous testing on a dyno and under real driving is the most adequate test to assess the environmental aspects of vehicles—especially hybrids. The combustion engines of the tested vehicles were supplied with gasoline containing 5% biocomponents. The emissions, including CO2, CO, NOx, THC and PNs, were measured in accordance with the European Union procedure. According to the latter, the resistance to motion of the chassis dyno was adjusted to the road load, allowing the hybrid vehicles to move in electric mode and allowing the dynamometer to operate in energy recovery mode. The obtained emissions of CO2, CO, NOx and THC in the case of the plug-in hybrid vehicle were lower by 3%, 2%, 25%, and 13%, respectively, compared to the case of HEV. Fuel consumption in the case of the plug-in hybrid vehicle was lower by 3%, and PN was lower by 10% compared to the case of HEV (WLTC). In real driving conditions, the differences were more pronounced in favour of the plug-in vehicle: CO2 emissions in the RDE test were 30% lower, NOx emissions were 50% lower, and PN was 10% lower. An increase in emissions was only observed for CO2 emissions—the plug-in vehicle’s on-road emissions were 6% higher compared to the HEV. The obtained emissions for FC and PN varied with actual velocity values due to competitive driving between a combustion engine and an electric motor, as well as existing acceleration and deceleration events during the test and other factors.