Analysis of Driving Dynamics Considering Driving Resistances in On-Road Driving

Internal combustion engine emissions are a serious worldwide problem. To combat this, emission regulations have become stricter with the goal of reducing the proportion of transportation emissions in global air pollution. In addition, the European Commission passed the real driving emissions–light-duty vehicles (RDE-LDV) regulation that evaluates vehicle emissions by driving on real roads. The RDE test is significantly dependent on driving conditions such as traffic or drivers. Thus, the RDE regulation has the means to evaluate driving dynamics such as the vehicle speed per acceleration (v·apos) and the relative positive acceleration (RPA) to determine whether the driving during these tests is normal or abnormal. However, this is not an appropriate way to assess the driving dynamics because the v⋅apos and the RPA do not represent engine load, which is directly related to exhaust emissions. Therefore, in the present study, new driving dynamic variables are proposed. These variables use engine acceleration calculated from wheel force instead of the acceleration calculated from the vehicle speed, so they are proportional to the engine load. In addition, a variable of driving dynamics during braking is calculated using the negative wheel force. This variable can be used to improve the accuracy of the emission assessment by analyzing the braking pattern.

Self-driving dynamic plasmonic colors based on needle steering for simultaneous control of transition direction and time on metallic nanogroove metasurfaces

Dynamically tunable plasmonic colors hold great promise for a wide range of applications including color display, colorimetric sensning, and information encryption. However, dynamic control speed of plasmonic colors is still...

Automated Driving: A Literature Review of the Take over Request in Conditional Automation

In conditional automation (level 3), human drivers can hand over the Driving Dynamic Task (DDT) to the Automated Driving System (ADS) and only be ready to resume control in emergency situations, allowing them to be engaged in non-driving related tasks (NDRT) whilst the vehicle operates within its Operational Design Domain (ODD). Outside the ODD, a safe transition process from the ADS engaged mode to manual driving should be initiated by the system through the issue of an appropriate Take Over Request (TOR). In this case, the driver’s state plays a fundamental role, as a low attention level might increase driver reaction time to take over control of the vehicle. This paper summarizes and analyzes previously published works in the field of conditional automation and the TOR process. It introduces the topic in the appropriate context describing as well a variety of concerns that are associated with the TOR. It also provides theoretical foundations on implemented designs, and report on concrete examples that are targeted towards designers and the general public. Moreover, it compiles guidelines and standards related to automation in driving and highlights the research gaps that need to be addressed in future research, discussing also approaches and limitations and providing conclusions.

PEBP1 acts as a rheostat between prosurvival autophagy and ferroptotic death in asthmatic epithelial cells

Temporally harmonized elimination of damaged or unnecessary organelles and cells is a prerequisite of health. Under Type 2 inflammatory conditions, human airway epithelial cells (HAECs) generate proferroptotic hydroperoxy-arachidonoyl-phosphatidylethanolamines (HpETE-PEs) as proximate death signals. Production of 15-HpETE-PE depends on activation of 15-lipoxygenase-1 (15LO1) in complex with PE-binding protein-1 (PEBP1). We hypothesized that cellular membrane damage induced by these proferroptotic phospholipids triggers compensatory prosurvival pathways, and in particular autophagic pathways, to prevent cell elimination through programmed death. We discovered that PEBP1 is pivotal to driving dynamic interactions with both proferroptotic 15LO1 and the autophagic protein microtubule-associated light chain-3 (LC3). Further, the 15LO1–PEBP1-generated ferroptotic phospholipid, 15-HpETE-PE, promoted LC3-I lipidation to stimulate autophagy. This concurrent activation of autophagy protects cells from ferroptotic death and release of mitochondrial DNA. Similar findings are observed in Type 2 Hi asthma, where high levels of both 15LO1–PEBP1 and LC3-II are seen in HAECs, in association with low bronchoalveolar lavage fluid mitochondrial DNA and more severe disease. The concomitant activation of ferroptosis and autophagy by 15LO1–PEBP1 complexes and their hydroperoxy-phospholipids reveals a pathobiologic pathway relevant to asthma and amenable to therapeutic targeting.

Analysis of In-Vehicle Warning System for Rail-Road Level Crossings: Case Study in the City of Thessaloniki, Greece

The present research has investigated the impact of a Cooperative – Intelligent Transport Systems service for increasing Rail – Road Level Crossing safety, in terms of driving dynamic of the taxi drivers who used the service at the city of Thessaloniki, Greece. The Cooperative – Intelligent Transport Systems service informed drivers when approaching a Rail – Road Level Crossing, through 6 different paths, at the western area of the city of Thessaloniki. The results were yielded after comparing two datasets concerning the use of the Cooperative – Intelligent Transport Systems service by 168 taxi drivers for 28 days and without the use of the Cooperative – Intelligent Transport Systems service by 15 taxi drivers for 25 days. Even if conclusions are contrasting for the different types of the Rail – Road Level Crossing transits, the findings highlight a relation between speed reduction with types of transits whose first road segment is rectilinear, during Cooperative – Intelligent Transport Systems service use, while minor differentiations are noticed for Rail – Road Level Crossing transits with sharp turns and stop signs.

Bridging the gap – linking GRACE and GRACE-Follow On by hlSST and SLR

<p>GRACE and GRACE-Follow On are the standard tools for observing the time variable gravity field. Unfortunately, there is no overlap of the two time series of monthly gravity field solutions due to the ending of the GRACE mission in 2017 before the first monthly solutions of GRACE-Follow On became available in June 2018. Thus, there is a need for an intermediate technique that will bridge the gap between the two missions and will allow 1) for a continued and uninterrupted time series of mass observations and 2) to compare, cross-validate and link the two time series. As a bridging technology hlSST/SLR combinations are arguably the most promising candidate. We presented earlier combinations of those based on 41 kinematic orbit products of 27 satellites and 9 SLR satellites. Here, we progress to the next step and present results where we use the combined hlSST/SLR solution within a Kalman environment to link GRACE to GRACE-Follow On via the hlSST/SLR time series. The combination is conducted on coefficient level: after reducing the climatology derived from GRACE, a modified continuous Wiener process acceleration (CWPA) model is employed as the driving dynamic model of the Kalman filter for the prediction step. Subsequently the predicted time step is updated by (residual) observations when available. The resulting time series is thus complete for all months starting from April 2002 till today. We will discuss the benefit and limitations of the approach. The research is conducted within the framework of the International Gravity Field Service (IGFS) product center (COST-G) which is dedicated to the combination of monthly global gravity field models.</p>