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Government regulation of the transition to driverless/autonomous cars
Published in Robert A. Simons, Driverless Cars, Urban Parking and Land Use, 2020
Robert A. Simons, Tod Northman, Jeffrey Carr
On January 11, 2018, General Motors petitioned NHTSA for an exemption from 16 FMVSSs for an autonomous vehicle (Petitions to NHTSA n.d.). The petition requested an exemption on either/both basis: (1) that it would make easier the development or field evaluation of a new motor vehicle safety feature providing a level of safety at least equal to that of the standard, and (2) that it would make the development or field evaluation of a low-emission vehicle easier without unreasonably lowering the safety performance of the vehicle. As of November 10, 2018, NHTSA is still “evaluating the petition for completeness.” As mentioned in Chapter 2, in the meantime, the NHTSA has issued guidance documents on automated vehicles (Arbib and Seba 2017). These documents have a 5-level scale of DV adoption, focus on safety issues, and discuss eventual adoption of DV technology, without dates or predictions.
General Session
Published in Winston Chow, Katherine K. Connor, Peter Mueller, Ronald Wyzga, Donald Porcella, Leonard Levin, Ramsay Chang, Managing Hazardous Air Pollutants, 2020
Motor vehicle regulations adopted by ARB which will reduce toxics are the low-emission vehicle and clean-fuels regulations. These regulations were developed in an effort to maximize emissions reductions from motor vehicle exhaust by establishing new stringent standards. To meet these standards, motor vehicle manufacturers’ certification of vehicles may be dependent upon clean-burning fuels. This integrated approach treats a vehicle and fuel as a system. Implementation of these regulations is expected to reduce a variety of toxic pollutants, including four of the top five “high-risk” substances (benzene, 1,3-butadiene, formaldehyde, and acetaldehyde).
Automotive Trends in Asia
Published in Leslie R. Rudnick, Synthetics, Mineral Oils, and Bio-Based Lubricants, 2020
The Hyundai Elantra LPI Hybrid was unveiled at the 2009 Seoul Motor Show, and sales began in the South Korean domestic market in July 2009. The Elantra LPI (Liquefied Petroleum Injected) is the world’s first hybrid vehicle to be powered by an internal combustion engine built to run on liquefied petroleum gas (LPG) as a fuel. The Elantra LPI is a mild hybrid and the first hybrid to adopt advanced lithium polymer (Li–Poly) batteries. It has a fuel economy rating of 41.9 miles per U.S. gallon (5.61 L/100 km; 50.3 miles per imperial gallon) and CO2 emissions of 99 g/km, so it qualifies as a Super Ultra Low Emission Vehicle (SULEV).
MOCHIO: a novel Multi-Objective Coronavirus Herd Immunity Optimization algorithm for solving brushless direct current wheel motor design optimization problem
Published in Automatika, 2022
C. Kumar, D. Magdalin Mary, T. Gunasekar
Electric vehicles (EVs) are seen as an exciting choice on the low-emission vehicle pathway that can allow the transportation sector to reduce greenhouse gas emissions dramatically [1,2]. As a result, the conventional direct-current (DC) motors can still deliver constant power during high-speed operation and high performance during the wide operating speed range, restricting EV applications [3]. The most preferred choice for EVs is currently the BLDC motor. In addition, the BLDC motors are now commonly used in modern industries due to their advantages, such as high performance, light-weight, and simple structure [4]. The BLDC motors are operated by an integrated switching power supply unit/inverter by a DC source, which converts an alternating-current (AC) signal to drive the motor. Furthermore, because of the potential in the speed and torque domain, the BLDC motors are more flexible [5]. Therefore, in current decades, a great deal of ongoing research has been dedicated to designing a BLDC motor. The involvement in BLDC motor design has recently gone up from both theoretical and experimental perspectives [6,7]. A BLDC motor that drives a vehicle with solar photovoltaic source during a competition is discussed in this study. The material and production expenses are not necessary, while the main focus is on axial bulk and motor efficiency [8]. An analytical model of the BLDC motor is used in this present study as a benchmark problem composed of 78 non-linear expressions with five inequality constraints and five design variables. Alternatively, five design variables are optimized to minimize the motor mass and maximize motor efficiency and meet five constraints of inequality at once. A multi-objective optimization approach is essential to accomplish these artifacts [9,10]. Few researchers have optimized the BLDC motor design optimization problem using various single-objective algorithms. The authors of [10] have discussed four different metaheuristic algorithms for the BLDC motor design problem. However, the authors have considered a multi-objective problem as a single-objective problem. The authors of [11] have applied the PSO algorithm for optimizing the torque density in the BLDC motor. The authors of [12] have compared the performance of three optimization algorithms, such as gradient-based, direct-search, and genetic algorithms for BLDC motor design. The authors have concluded that the genetic algorithm is suitable for the BLDC motor design problem. The authors of [13] have applied DE algorithm combined with MotorCAD and SPEED tools to design BLDC motors for ultralight aircraft propulsion systems. The authors of [14] have used an improved bees algorithm for the BLDC motor design problem. However, the performance of the improved bees algorithm is not compared with other algorithms. The authors of [15] have applied a genetic algorithm for the BLDC motor design optimization. The authors of [16] have applied a genetic algorithm and grey wolf algorithm for BLDC motor design with an efficient ratio of slots per pole.