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The purpose of this paper is to realize a smooth and secure brake assistance system to avoid rear‐end collision of automobiles.

It is important to judge necessity of deceleration assistance as early as possible and initiate the assistance naturally in order to reduce rear‐end crashes. However, it easily results in driver's discomfort. In addition, deceleration profile of the automatic braking is also important to realize smooth collision avoidance. In this paper, a deceleration assistance control for collision avoidance will be proposed based on the formulated braking behavior models of expert drivers to realize smooth, secure brake assistance.

The proposed brake assistance system can realize smooth deceleration profile and appropriate final status of the two vehicles for various approaching conditions. In addition, experimental results using a driving simulator will show validity of the proposed system based on subjective evaluation. It is also shown that the system realizes smooth deceleration control even under existence of the interaction between human driver and the system.

This paper does not deal with effect of the deceleration method on change of drivers' behavior, including driver's trust on the system. Over‐trust should be eliminated if any.

The originality of the paper is to derive smooth secure collision avoidance system based on the driver's perceptual risk model. This method can realize smooth collision avoidance behavior for the various approaching conditions with a unified simple algorithm.

The purpose of this paper is to design an improved parallel regenerative braking system (IPRBS) for electric vehicles (EVs) that increases energy recovery with a constant brake pedal feel (BPF).

The conventional hydro-mechanical braking system is redesigned by incorporating a reversing linear solenoid (RLS) and allowed to work in parallel with a regenerative brake. A braking algorithm is proposed, and correspondingly, a control system is designed for the IPRBS for its proper functioning, and a mathematical model is formulated considering vehicle drive during braking. The effectiveness of IPRBS is studied by analyzing two aspects of regenerative braking (BPF and regenerative efficiency) and the impact of regenerative braking contribution to range extension and energy consumption reduction under European Union Urban Driving Cycle (ECE).

IPRBS is found to maintain a constant BPF in terms of deceleration rate vs pedal displacement during the entire braking period irrespective of speed change and deceleration rate. The regenerative ratio of IPRBS is found to be high compared with conventional parallel regenerative braking, but it is quite the same at high deceleration.

A constant BPF is achieved by introducing an RLS between the input pushrod and booster input rod with appropriate controller design. Comparative analysis of energy regenerated under different regenerative conditions establishes the originality of IPRBS. An average contribution ratio to energy consumption reduction and driving range extension of IPRBS in ECE are obtained as 18.38 and 22.76, respectively.

Aiming at the positioning accuracy control problem in the running of the assembly machine for assembled camshaft, a kind of position controller based on the feedforward‐feedback control of speed and acceleration is designed.

It combines feedforward‐feedback control with the quartic displacement curve acceleration/deceleration algorithm.

The axial dimension and the phase angle of the cam obtained after being assembled is checked. The result shows that for each type of camshaft, the error of the axial dimension of the cam is less than ±0.2mm and the error of the phase angle of the cam is less than ±30′. In addition, production efficiency is greatly improved (the assembling time is 90‐120S/piece).

The paper combines feedforward‐feedback control with the quartic displacement curve acceleration/deceleration algorithm for the first time.

This paper explains the modelling of emission in real world onboard measurement under local driving condition for engine size 1000cc and 600cc for motorcycles in Edinburgh. Impact of instantaneous speed, acceleration on emission have been investigated on the air quality management area (AQMA) in Edinburgh. Emission directly observed from the analyser have been converted from ppm and % unit into gm/sec by using the fuel consumption estimates and carbon mass balance equation Finally average emission factors for CO, HC, and NOX along the corridor have been estimated on time based (gm per second) and distance based (gm/km). Since emissions are primarily affected by speed, therefore a correlation between emission factors and speed have been developed. Onboard emission measurements have advantages to collect the emission data into different driving cycle i.e. vehicle operating modes (idling cruise, acceleration, and deceleration). This has been further investigated by developing the relationship between time spent in these modes and emission. These types of models are suitable, in sustainable development of transportation system, traffic demand management, signal coordination, and environment friendly application for Intelligent Transportation System (ITS).

Contemporary society is characterized by extreme acceleration (Rosa, 2010). Time has become a scarce resource and individuals are forced to adhere to the demands of speediness. This condition is connected to the increased performance now required in many areas of daily life, an increase so profound that some authors refer to ours as a “doping society.”

This chapter argues that the practice of quantification exponentially increases the “managerializing” of the user. In this sense, the quantified-self (QS) can be thought of as something that helps people to organize their activities in the manner of the market. Individuals thus become self-entrepreneurs who, in keeping with the standard aims of neoliberalism, make use of their collected data in a fashion analogous to the way results are determined in a corporation’s Research & Development department. The self becomes an assortment of analyses by which measures of behaviors and habits are made, all in the name of producing an “objective report” on the user’s characteristics. The ultimate aim of all this is to improve certain parts of life so as to increase and optimize our productivity.

This paper aims to investigate the effects of descent time spent with flaps extended on fuel burn (FB) and specific range for five different flight path angles (FPAs) ranging between 2.0° and 4.0° for a commercial aircraft.

A large data set of actual flight data (n = 475) of the same type of a frequently used commercial aircraft were investigated by using statistical methods.

The result of the comparison of the highest and the lowest FBs of flight profiles for each FPAs present that the fuel saving was achieved by keeping at as a high airspeed as possible and deploying flaps as late as possible, which is in line with the objective of delayed deceleration approaches. From analyzing the flight profiles, it was proven that delaying deceleration and also descending without flaps or with flap over a shorter time resulted in less FB of 101.1, 70.9 and 94.9 kg for FPA 2.5°, FPA 3.0° and FPA 3.5°, respectively.

This study differs from prior studies because it focused on the effects of the different vertical profiles on FB. Also, the use of real flight data recorder data in the analysis presents the originality of this study.

Driving cycle is an essential requirement to evaluate the exhaust emissions of various types of vehicles on the chassis dynamometer test. This study presents a real world comparison of the driving cycles of Edinburgh motorcycles in two world cities; Edinburgh in Scotland and Delhi in India. The two driving cycles (EMDC & DMDC) driving cycle (EMDC) that were was developed through the analysis of experimental data. This data was collected from trips on a number of routes in each city. In Edinburgh, five different routes between the home addresses in the surrounding areas and place of work at Edinburgh Napier University in Edinburgh were selected. In Delhi data were collected in East Delhi (Geeta Calony) to Central Delhi (Raisena Road). The data collected data was divided into two categories of urban and rural roads in the case of Edinburgh while it was only the urban route in Delhi.. Forty four trips were made on the five designated routes in both urban and rural areas and 12 trips were made in Delhi. The aims of the study were to assess the various parameters (i.e. motorcycle speed, cruise, accelerations and decelerations and percentage time spent in idling) and their statistical validity over total trip lengths for producing a real world EMDC in each of the two cities. The results show that EMDC in Edinburgh, the EMDC has a cycle length of 770 and 656 seconds for urban and rural trips, respectively, which was found more than ECE cycle length. Time spent in acceleration and deceleration modes were found to be significantly higher than any other driving cycle reported to date for motorcycles, reflecting a typical characteristic of the driving cycle in Edinburgh; this was presumably due to diverse driving conditions of motorcycles in the city. In Delhi on the other hand, the DMDC has a cycle length of 847.5 seconds for the urban trips, which higher than that of the EMDC length. The overall percentage time spent in acceleration in Delhi was higher than that of Edinburgh while the time spent in deceleration was lower in Delhi. The overall average speed in the case of Delhi was slightly higher than that of Edinburgh.

This study aims to validate a model for estimating platoon delay due to pedestrian crossing for use in Kuwait City.

The model was modified slightly for the scenario used in Kuwait, in which the presence of raised crosswalk meant that all incoming traffic would slow down automatically. Using video footage to observe the site, several variables were collected, and a model was used to calculate the delays suffered by the vehicles because of pedestrian crossing. The model was validated using the actual footage and manual observation to measure the delays.

The model showed a good match fit to the observed data, as the average delays differed by 22.5% between the two methods. Following the comparison, a sensitivity analysis was made on three variables: the acceleration rate, deceleration rate, as well as the pedestrian walking time. The analysis has shown that deceleration rate has approximately twice the effect on the model than the acceleration rate has. It has also shown that the pedestrian walking time has a major effect on the model, in an almost one-to-one correlation. A 50% change of the pedestrian walking time is associated with approximately 50% change in the model’s output delay.

A model for estimating platoon delay because of pedestrian crossing was validated for use in Kuwait City. The model was modified slightly for the scenario used in Kuwait, in which the presence of raised crosswalk meant that all incoming traffic would slow down automatically.

The purpose of this paper is an investigation of driving behaviour and impacts on emissions at two traffic junctions.

A signalised junction and a roundabout in Edinburgh have been selected. An instrumented car has been used and a GPS to monitor driving activities as well as a gas analyser to monitor the vehicle's emissions during the evening peak hour.

Vehicles’ emissions are affected by a large number of factors including characteristics of the engine and the vehicle, characteristics of the road, the fuel used and driving behaviour.

Different methods and approaches have been used to investigate the behaviour of vehicles at various traffic junctions. The main aim, however, has mostly been to reduce travel times as well as traffic delays and queues at the junction. Consideration of environmental impacts has also been made, but often as a by‐product of congestion reduction and not as a main aim.