Sport Utility Vehicle Research Articles

Failure Characterization and Analysis of a Sport Utility Vehicles SUV Rear Door Damper Made by Nylon as Structural Element

In this investigation, an automotive component made of nylon as a structural element was studied by several characterization techniques to identify material properties. Firstly, a Fourier transform infrared spectroscopy (FTIR) was carried out to obtain information about composition, then, differential scanning calorimetry (DSC) was used to extract useful information on sample thermal behavior. The humidity and volatile materials percentage could be assessed by thermogravimetry analysis (TGA). Morphology and topography were carried out by optical microscopy, moreover, X-ray Tomography allows it to display the sample’s inner part. Characterization shows that the component could have been contaminated or exposed to conditions that promote degradation after the manufacturing process. Finally, computerized X-ray tomography displayed that both samples showed a difference in porosity in a fractured sample and a healthy sample. All the above implies a change in the mechanical integrity of the fractured material but might not omit the fact that it could have been subjected to any type of impact or mechanical effort.

Frontal-oblique impact sled tests of a rearward-facing child restraint system with and without a support leg

ObjectiveTo quantify the head and neck injury metrics of an anthropometric test device (ATD) in a rearward-facing child restraint system (CRS), with and without a support leg, in frontal-oblique impacts. MethodsSled tests using the Federal Motor Vehicle Safety Standards (FMVSS) 213 frontal crash pulse (48 km/h, 23 g) were performed with a simulated Consumer Reports test buck, which comprised a test bench that mimics the rear outboard vehicle seat of a sport utility vehicle (SUV). The test bench was rigidised to increase durability for repeated testing and the seat springs and cushion were replaced every five tests. A force plate was mounted to the floor of the test buck directly in front of the test bench to measure support leg peak reaction force. The test buck was rotated 30° and 60° relative to the longitudinal axis of the sled deck to represent frontal-oblique impacts. The door surrogate from the FMVSS 213a side impact test was rigidly attached to the sled deck adjacent to the test bench. The 18-month-old Q-Series (Q1.5) ATD was seated in a rearward-facing infant CRS, which was attached to the test bench with either rigid lower anchors or a three-point seatbelt. The rearward-facing infant CRS was tested with and without a support leg. Conductive foil was attached to the upper edge of the door panel and a strip of conductive foil was attached to the top of the ATD head so that a voltage signal quantified contact with the door panel. A new CRS was used for each test. A repeat test was performed for each condition for a total of 16 tests. Data sourcesResultant linear head acceleration 3 ms clip; head injury criterion 15 ms (HIC15); peak neck tensile force; peak neck flexion moment; potential difference between the ATD head and the door panel; support leg peak reaction force. ResultsThe presence of a support leg significantly reduced head injury metrics (p < 0.001) and peak neck tensile force (p = 0.004) compared to tests without a support leg. Rigid lower anchors were associated with significant reductions in head injury metrics and peak neck flexion moment (p < 0.001) compared to tests that attached the CRS with the seatbelt. The 60° frontal-oblique tests had significantly elevated head injury metrics (p < 0.01) compared to the 30° frontal-oblique tests. No ATD head contact with the door was observed for 30° frontal-oblique tests. The ATD head contacted the door panel in the 60° frontal-oblique tests when the CRS was tested without the support leg. Average support leg peak reaction forces ranged from 2167 to 4160 N. The 30° frontal-oblique sled tests had significantly higher support leg peak reaction forces (p < 0.001) compared to the 60° frontal-oblique sled tests. ConclusionsThe findings of the current study add to the growing body of evidence regarding the protective benefits of CRS models with a support leg and rigid lower anchors.

Sports Utility Vehicles: A Public Health Model of Their Climate and Air Pollution Impacts in the United Kingdom.

The emission benefits of shifting towards battery electric vehicles have so far been hampered by a trend towards sports utility vehicles (SUVs). This study assesses the current and future emissions from SUVs and their potential impact on public health and climate targets. We modelled five scenarios of varying SUV sales and electrification rates, and projected associated carbon dioxide (CO2) and nitrogen oxide (NOx) emissions. Multiple linear regression was used to determine the relationship between vehicle characteristics and emissions. Cumulative CO2 emissions were valued using the social cost of carbon approach. Life table analyses were used to project and value life years saved from NOx emission reductions. Larger SUVs were disproportionately high emitters of CO2 and NOx. Replacing these with small SUVs achieved significant benefits, saving 702 MtCO2e by 2050 and 1.8 million life years from NO2 reductions. The largest benefits were achieved when combined with electrification, saving 1181 MtCO2e and gaining 3.7 million life years, with a societal value in the range of GBP 10-100s billion(s). Downsizing SUVs could be associated with major public health benefits from reduced CO2 and NOx emissions, in addition to the benefits of electrification. This could be achieved by demand-side mass-based vehicle taxation and supply-side changes to regulations, by tying emission limits to a vehicle's footprint rather than its mass.

Effectiveness of Wearable Protection Equipment for Seated Pedestrians.

This study used finite element models to investigate the efficacy of seated pedestrian protection equipment in vehicle impacts. The selected safety equipment, a lap belt, an airbag vest, and a bicycle helmet, were chosen to mitigate the underlying biomechanical causes of seated pedestrian injuries reported in the literature. The impact conditions were based on the three most dangerous impact scenarios from a previous seated pedestrian impact study. Serious injury (AIS 3+) risks were compared with and without protective equipment. A 50th percentile male occupant model and two generic vehicle models, the family car (FCR) and sports utility vehicle (SUV), were used to simulate vehicle collisions. Three impact conditions were run with every combination of protective equipment (n = 24). The helmet reduced head and brain injury risks from the vehicle-head and ground-head contacts. The airbag reduced the head injury risk in the FCR vehicle-head contact but increased the brain injury risks in the SUV impacts from increased whiplash. The lap belt increased head injury risks for both the FCR and the SUV impacts because it created a stronger FCR vehicle-head contact and SUV ground-head contact. When the belt and airbag were used together the head injury risks dramatically decreased because the pedestrian body impacted the ground arm or leg first and slowly rolled onto the ground which resulted in softer ground-head contacts and in two instances, no ground-head contact. Only the helmet proved effective in all impact conditions. Future testing must be completed before recommending the belt or airbag for seated pedestrians.

Technology advancement is driving electric vehicle adoption

Electric vehicle sales have been growing rapidly in the United States and around the world. This study explores the drivers of demand for electric vehicles, examining whether this trend is primarily a result of technology improvements or changes in consumer preferences for the technology over time. We conduct a discrete choice experiment of new vehicle consumers in the United States, weighted to be representative of the population. Results suggest that improved technology has been the stronger force. Estimates of consumer willingness to pay for vehicle attributes show that when consumers compare a gasoline vehicle to its battery electric vehicle (BEV) counterpart, the improved operating cost, acceleration, and fast-charging capabilities of today's BEVs mostly or entirely compensate for their perceived disadvantages, particularly for longer-range BEVs. Moreover, forecasted improvements of BEV range and price suggest that consumer valuation of many BEVs is expected to equal or exceed their gasoline counterparts by 2030. A suggestive market-wide simulation extrapolation indicates that if every gasoline vehicle had a BEV option in 2030, the majority of new car and near-majority of new sport-utility vehicle choice shares could be electric in that year due to projected technology improvements alone.

A Case Study Comparing Active Vs. Passive Enablers for Vehicle Interior Noise Reduction

The implementation of enablers on a luxury sport utility vehicle is used to illustrate the development process for reduction of road noise. The vehicle in this case study was launched into production with two tuned mass dampers for reduction of low frequency road noise content which was amplified by frame modes. Additionally, resonators were integrated into the wheels (rims) to address the dominant cavity resonance frequencies. The results of this successful production implementation are illustrated herein. An RNC (road noise cancellation) system was integrated into the case vehicle to assess its performance relative to the passive enablers listed above. This production representative (embedded software solution) RNC system utilized the vehicle's existing audio system for creation of active noise to cancel noise content which was predicted using accelerometers mounted to the vehicle chassis. A comparison of in-vehicle noise indicated a significant reduction at low frequencies (at all seating locations) when utilizing the active noise control solution. These noise improvements are coupled with a vehicle mass reduction of greater than 4 kg, when compared to the passive enabler solution.

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.

Desain dan Analisa Perhitungan Rem Cakram Pada Mobil Sport Utility Vehicle (SUV)

Brakes are an important component in a vehicle unit, so it is necessary to have proper planning in the design and manufacture process. The purpose of this study is to design disc brakes on a Sport Utility Vehicle (SUV) car with consideration of the results of the calculation analysis based on the specifications of the reference car. The resulting design is in the form of main components which include calipers, pistons, discs, pads, rivets, pins and bolts. Based on this design, the calculation results show the braking process when a car traveling at a speed of 245 km/h can stop at a braking distance (s) of 42 m with a braking time 4 seconds. The next research is to make a mathematical model to optimize the dimensions of the brake components needed at the ideal braking distance.

Energy transfer characteristics of sunroof wind buffeting noise via dynamic mode decomposition

To further investigate the reason contributing to the abrupt increase in pressure fluctuations on the sunroof and the characteristics of energy transfer between velocity and pressure, dynamic mode decomposition (DMD) is performed to investigate the dynamic characteristics of related coherent structures on the sunroof. First, a large eddy simulation is applied to a sports utility vehicle with a fully open sunroof, and the simulation results are verified via wind tunnel tests. Subsequently, the steady-state and transient characteristics of the flow field are investigated. The significant pressure fluctuation in the passenger compartment is discovered to be related to the pressure core at the trailing edge; however, the significant amount of energy exhibited by the pressure core at the trailing edge remains unclear. In addition, important information that explains the significant pressure fluctuations is obfuscated by the relatively random fluctuations in the turbulence. Thus, DMD is performed to extract the main coherent structures, including the fluctuating pressure and velocity. Finally, the relationships among the fluctuating pressure, fluctuating velocity, and their energy properties are investigated simultaneously. The results show that DMD is excellent for extracting the dominant coherent structures. A comparison between the model results for the fluctuating pressure and velocity at f = 15.0 Hz shows that the fluctuating pressure in the passenger compartment is primarily related to the positive and negative fluctuating pressure cores near the trailing edge. The significant pressure fluctuations between the center and trailing edge of the sunroof are caused by the vortices expanding and pushing against each other. In addition, the self-sustained oscillation in the sunroof is caused by the vortex extruded from the trailing edge, which causes the new vortex at the leading edge to collapse rapidly.

Analysis of Wind Force on Cyclists From Passing Vehicles

Cyclists must withstand significant wind force from passing vehicles. This study analyzed the magnitude of wind force generated by different vehicle types (sports utility vehicle, pickup truck, single unit truck, and semi-trailer truck), vehicle speeds (25, 40, and 60 mph), separation distances (2 ft, 4 ft, and 6 ft), and cyclist riding positions (racing and touring). Three research methods were used: field tests in controlled and natural environments, computational fluid dynamic simulations, and scaled-model wind tunnel experiments. The analysis focused on assessing longitudinal and transverse wind forces that are directed at the cyclist in parallel and perpendicular directions, respectively. All three methods showed the expected trend—that wind force increases with an increase in vehicle muzzle bluntness, vehicle speed, and cyclist proximity. Selected measurements and various models are provided. The wind force to knock a cyclist over (i.e., the flipping moment) was calculated for each test scenario (vehicle type, speed, and separation distance) and compared with the recommended limit (17 N) found in the literature. The semi-trailer truck generated flipping moments that exceeded the limit for all scenarios except 25 mph and 6 ft separation. All the vehicles, at all the speeds tested, exceeded the limit at 2 ft separation. This novel use of simulation and wind tunnel experiments provides groundwork for future research.

Analyzing the Injury Severity in Overturn Crashes Involving Sport Utility Vehicles: Latent Class Clustering and Random Parameter Logit Model

The fatal or incapacitating injury caused by overturn crashes involving sport utility vehicles (SUVs) is irreparable. The purpose of this study is to identify potential factors that affect the injury severity of overturn crashes involving SUVs and develop adequate preventive strategies. Given the unobserved heterogeneity existing in the data set, crash data in North Carolina from Highway Safety Information System (HSIS) is analyzed and separated by Latent Class Clustering into six relatively homogeneous groups. To further explore the heterogeneity, random parameter logit models are developed for each cluster, and the impacts of significant factors are estimated with marginal effects. The results reveal the heterogeneity across the clusters and the homogeneity within the same cluster. Variables (including females, people over fifty years old, improper or aggressive behavior, rural areas, high-speed limit, curved roadway, rolling and mountainous terrain, adverse weather, and poor light conditions) are associated with the injury severity of the overturn crashes involving SUVs. The findings of this study can further provide decision makers with insightful countermeasures to improve transportation safety and mitigate the injuries of overturn crashes involving SUVs.

Computational Seated Pedestrian Impact Design of Experiments with Ultralight Wheelchair.

Pedestrians who use wheelchairs (seated pedestrians) report higher mortality rates than standing pedestrians in vehicle-to-pedestrian collisions but the cause of this mortality is poorly understood. This study investigated the cause of seated pedestrian serious injuries (AIS 3+) and the effect of various pre-collision variables using finite element (FE) simulations. An ultralight manual wheelchair model was developed and tested to meet ISO standards. The GHBMC 50th percentile male simplified occupant model and EuroNCAP family car (FCR) and sports utility vehicle (SUV) were used to simulate vehicle collisions. A full factorial design of experiments (n = 54) was run to explore the effect of pedestrian position relative to the vehicle bumper, pedestrian arm posture, and pedestrian orientation angle relative to the vehicle. The largest average injury risks were at the head (FCR: 0.48 SUV: 0.79) and brain (FCR: 0.42 SUV: 0.50). The abdomen (FCR: 0.20 SUV: 0.21), neck (FCR: 0.08 SUV: 0.14), and pelvis (FCR: 0.02 SUV: 0.02) reported smaller risks. 50/54 impacts reported no thorax injury risk, but 3 SUV impacts reported risks ≥ 0.99. Arm (gait) posture and pedestrian orientation angle had larger effects on most injury risks. The most dangerous arm posture examined was when the hand was off the wheelchair handrail after wheel propulsion and the two more dangerous orientations were when the pedestrian faced 90° and 110° away from the vehicle. Pedestrian position relative to the vehicle bumper played little role in injury outcomes. The findings of this study may inform future seated pedestrian safety testing procedures to narrow down the most concerning impact scenarios and design impact tests around them.

Development of Deceleration-Based Friction Prediction Models and Methods on Semiprepared Runway Surfaces

Both civilian and military airfield managers require the safe operation of aircraft on runway surfaces. This includes the operation of ground traffic on airfield operating surfaces as well as connecting road infrastructure. Often times in austere environments, this road infrastructure is unpaved and consists mostly of either semiprepared or unbound soils. It has been shown in numerous research efforts that surface friction is an excellent indicator of safe operating conditions. Although a great deal of work has been done to quantify safe surface conditions for landing and takeoff operations on rigid and flexible pavement structures, limited research exists to extend such efforts to soil-based or semiprepared surfaces. The objective of this research was to develop deceleration-based surface friction prediction models on unpaved surfaces with varied moisture conditions and soil types. Surface friction, in this study, was quantified using the Findlay Irvine Mk2-D GripTester. Deceleration was measured using four smartphone inertial measurement units (IMUs), one Bowmonk IMU, and one Xsens IMU. Tests were conducted in three ground vehicles: a high-mobility multipurpose wheeled vehicle, a civilian ½-ton pickup truck, and a civilian full-size sport utility vehicle. The various deceleration-based devices tested here adequately correlated (coefficient of determination &gt;0.6) with Mk2-D GripTester measurements collected on unpaved soil runways. The models and measurement methods detailed here are of considerable use to both semiprepared runway and ground vehicle operations managers around the world needing to measure safe surface conditions following inclement weather.

Research on control strategy of seven-DOF vehicle active suspension system based on co-simulation

In recent years, since the unique advantages in automotive structures, the vehicle active suspension systems have received widespread attentions. A good active suspension system can reduce the vibration and improve the overall performance of the vehicle. Therefore, the design of the controller for the active suspension system to perform autonomous adjustment plays a vital role in vehicle comfort and safety. For the active suspension of the seven-DOF sport utility vehicle (SUV) model, this paper takes the vehicle body acceleration, tire dynamic load and suspension dynamic travel as the indicators to evaluate the performance, and the proportional-integral-derivative (PID) controller is designed to improve the performance of the vehicle active suspension system. Based on the software of MATLAB/Simulink and Carsim, a closed-loop co-simulation model diagram is established, which includes a PID controller module. Meanwhile, the random road input model and the whole vehicle model are constructed in Carsim. Finally, at the speeds of 70, 90, and 120 km/h, the active suspension system under the designed PID controller is simulated and compared with the passive suspension system. The simulation results show that the active suspension system based on PID controller can effectively improve the overall performance of the vehicle, and then the comfort and safety of the vehicle can be further enhanced.

Impact of combined alignments and adverse weather conditions on vehicle skidding

Roadways in Wyoming are characterized by challenging horizontal profiles, vertical profiles, a combination of the two and adverse weather conditions, all of which affect vehicle stability. In this study, we investigated the impact of different operating speeds when negotiating combined horizontal and vertical curves under unfavorable environmental conditions on Wyoming's interstates via vehicle dynamics simulation software. The simulation tools provided the acting forces on each tire of the vehicle and the side friction (skidding) margins. This allowed for examining the interaction between vehicle dynamics and road geometry in such alignments. Also, linear regression analysis was implemented to investigate the skidding margins based on the simulation results to demonstrate when a vehicle is more likely to deviate from its desired trajectory. Specifically, this examines the contributing factors that significantly influence the skidding margins. The results indicated that: 1)the skidding margins are dramatically decreased by adverse weather conditions even with lower degree of curvature and gradient values of combined curves and more particularly at higher operating speeds conditions. Increasing the vehicle speed on the curve by 10%, the skidding margin dropped by 15%. 2) Compared to heavy trucks and sports utility vehicles (SUVs), passenger cars require the highest side friction demand. 3) The effect of applying brakes on vehicle stability depends on the road surface condition; applying the brakes on snowy road surfaces increases the potential of vehicle skidding especially for heavy trucks. This study assessed the curve speed limits and showed how important to assign safe and appropriate limits speed since the skidding likelihood is significantly sensitive to the vehicle speeds. This study is beneficial to Wyoming's roadway agencies since hazardous sections having combined horizontal and vertical curves are identified. Also, critical situations that require additional attention from law enforcement agencies are pinpointed. Finally, recommendations that are valuable to roadway agencies are made based on this study's findings.

Fracture failure of the multi-throw crankshaft in a sport utility vehicle

A sport utility vehicle crankshaft was premature failure after a short service life of about 3 years. The fracture took place at the transition arc between the crankpin and the journal. The fracture surface has an angle of 45° inclination with the axial direction of the crankshaft, which is in accordance with the maximum primary stress plane caused by the torsion. A fractographic study indicates that the fracture surface exhibits a brittle fracture morphology reflective of a low toughness of the material. Macro beach marks and micro striations indicate that the failure mechanism of the crankshaft is fatigue failure. Metallographic analysis shows that flake pearlite and reticular ferrite are the characteristics of the microstructure near the fracture surface, which may lead to the lower plasticity of the material. Reticular ferrite is induced by the heterogeneous inclusion with a chemical structure of CaO-MnS complex. The weaker ferrite destroys the continuous matrix material and reduces the plasticity of the material, resulting in a brittle fracture. Collected evidence reveal that a series of manganese sulfide inclusions are distributed near the crack initiation. According to the quantification analysis of inclusion distribution, the density of inclusions is great enough to act as the initiation of cracks. Moreover, finite element analysis indicates the stress concentration induced by the geometry structure is less than the inclusion. Given all of that, the failed crankshaft is supposed to be initiated by the harmful inclusions. Therefore, it is recommended that rigorous testing of the inclusions and improving the heat treatment quality of crankshafts are effective ways to solve the problem.

A New Integrated Skyhook-Linear Quadratic Regulator Coordinated Control Approach for Semi-Active Vehicle Suspension Systems

Abstract Vehicle semi-active suspension systems can provide a satisfactory compromise of ride comfort and handling stability. With the rapid developments of damping control methodologies, ride comfort is expected to be improved in all three directions, i.e., vertical, roll, and pitch. Considering this kind of multi-objective coordinated control problem, Model Predictive Control (MPC) gains lots of attention in the recent decade. However, the MPC algorithm is expensive for real-time implementations due to its computational complexity. This paper introduces an integrated Skyhook and linear quadratic regulator (LQR) control approach, which can be easily processed on an automotive-grade microcontroller because of its concise algorithm. Meanwhile, it has great potential in attenuating vehicle body vibrations in vertical and rotational directions at the same time. Its control performances are evaluated through the co-simulation between carsim and matlab/simulink based on three different road conditions. The Buick Enclave, which is a full-size sport utility vehicle (SUV), is modeled in carsim for evaluating the control performance. The results demonstrated the control efficiency of the integrated Skyhook-LQR approach, which is even better than MPC, especially in vertical and pitch directions.

Mu-Synthesis PID Control of Full-Car With Parallel Active Link Suspension Under Variable Payload

This article presents a combined <inline-formula xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink"><tex-math notation="LaTeX">$\mu$</tex-math></inline-formula> -synthesis PID control scheme, employing a frequency separation paradigm, for a recently proposed novel active suspension, the Parallel Active Link Suspension (PALS). The developed <inline-formula xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink"><tex-math notation="LaTeX">$\mu$</tex-math></inline-formula> -synthesis control scheme is superior to the conventional <inline-formula xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink"><tex-math notation="LaTeX">$H_{\infty }$</tex-math></inline-formula> control, previously designed for the PALS, in terms of ride comfort and road holding (higher frequency dynamics), with important realistic uncertainties, such as in vehicle payload, taken into account. The developed PID control method is applied to guarantee good chassis attitude control capabilities and minimization of pitch and roll motions (low frequency dynamics). A multi-objective control method, which merges the aforementioned PID and <inline-formula xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink"><tex-math notation="LaTeX">$\mu$</tex-math></inline-formula> -synthesis-based controls is further introduced to achieve simultaneously the low frequency mitigation of attitude motions and the high frequency vibration suppression of the vehicle. A seven-degree-of-freedom Sport Utility Vehicle (SUV) full car model with PALS, is employed in this work to test the synthesized controller by nonlinear simulations with different ISO-defined road events and variable vehicle payload. The results demonstrate the control scheme's significant robustness and performance, as compared to the conventional passive suspension as well as the actively controlled PALS by conventional <inline-formula xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink"><tex-math notation="LaTeX">$H_{\infty }$</tex-math></inline-formula> control, achieved for a wide range of vehicle payload considered in the investigation.

A Bibliometric Analysis of Sport Utility Vehicle (SUV) Segment in Automobile Industry: Two Decades Study based on Web of Science Database

A Bibliometric Analysis of Sport Utility Vehicle (SUV) Segment in Automobile Industry: Two Decades Study based on Web of Science Database

Consumer behaviour and purchase intention for sport utility vehicle (SUV): a bibliometric analysis based on Web of Science Database (2000-2021)

Consumer behaviour and purchase intention for sport utility vehicle (SUV): a bibliometric analysis based on Web of Science Database (2000-2021)