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Intelligence modules take inputs from the user to understand the need to navigate from its current location to another destination and, then, generate a path between them on urban, drivable surfaces using its internal urban database. Situational awareness helps intelligence to update the path in real time by avoiding any static/moving obstacles while following traffic rules. ...Southwest Research Institute developed an Autonomous Ground Vehicle (AGV) capable of navigating in urban environments. The paper first gives an overview of hardware and software onboard the vehicle.

Southwest Research Institute (SwRI), in collaboration with Continental and Hyundai, is currently working on a Department of Energy funded project that is focused on quantifying the impact of multiple ego vehicles (smart vehicles) on the total energy consumption of the corridor under various traffic conditions, vehicle electrification level, vehicle-to-vehicle (V2V) technology penetration, and the number of smart (ego) vehicles in an urban setting. A six-kilometer-long urban corridor from Columbus, Ohio was modeled and calibrated with real-world data in PTV Vissim traffic microsimulation software. ...Some studies have also analyzed the impact of such vehicles on the energy consumption of other vehicles in a suburban or a highway corridor [5, 6], but the impact in an urban setting has not been studied yet. Southwest Research Institute (SwRI), in collaboration with Continental and Hyundai, is currently working on a Department of Energy funded project that is focused on quantifying the impact of multiple ego vehicles (smart vehicles) on the total energy consumption of the corridor under various traffic conditions, vehicle electrification level, vehicle-to-vehicle (V2V) technology penetration, and the number of smart (ego) vehicles in an urban setting.

Simulation results for different vehicle configurations such as heavy duty trucks operated over urban and highway driving cycles and light duty vehicles such as mini vans will be presented. These results will quantify the heavy dependence of fuel economy benefits associated with different types of driving cycles.

Five light-duty vehicles were used to investigate HC, CO, and NOx emissions and fuel economy sensitivity to changes in the length of soak period preceding the EPA Urban Dynamometer Driving Schedule (UDDS). Emission tests were conducted following soak periods 10 minutes to 36 hours in length.

The evaluation procedure was based on urban and steady speed operation, and the effects of compliance with future emission standards were included.

This engine type was chosen because its exposure to the public in urban bus applications is very widespread, and because a large portion of the Environmental Protection Agency's odor research had been performed with similar engines.

The different modes of operation, the overall control strategy, and hardware data is presented for several driving profiles, including the city, highway, and EPA urban driving profile. Validation results between the hardware and the computer model of the drivetrain are also discussed.

In fact, fuel economy increased 50 percent on an urban cycle and 25 percent on average for five different cycles. Finally, the benefits of this powertrain for military initiatives such as the 21st Century Army and 21st Century Truck Initiative will be discussed, including how the Dual-Use Hybrid Electric Command and Control Vehicle can provide a source for up to 150 kW of auxiliary electrical power.

Emissions from existing diesel-powered urban buses are increasingly scrutinized as local, state, and federal governments require enforcement of more stringent emission regulations and expectations.

This study was performed by modeling a six-kilometer-long urban corridor in Columbus, Ohio for traffic simulations. Five powertrain models consisting of two battery electric vehicles (BEVs), a hybrid electric vehicle (HEV), and two internal combustion engine (ICE) powered vehicles were developed.

The GEM cycle results demonstrated a greater than 25% reduction in CO2 for the multi-purpose and urban subcategories. For the regional subcategory testing with a high percentage of highway speeds operation, the vehicle demonstrated a 13% reduction in CO2 due primarily to the lower carbon intensity fuel.

FTP-UDDS (urban dynamometer driving schedule) exhaust particulate matter (PM) emission rates were determined for 361 light-duty gasoline (LDGV) and 49 diesel passenger vehicles ranging in model year (MY) from 1965 to 1997.

The final control strategies applied to this project achieved over 98% reductions in tailpipe NOX mass emission over the hot-start Urban Dynamometer Driving Schedule (UDDS). This paper discusses the emission results of the system measured over the course of 2000 hours of on-engine aging exposure.

If the particulate standard is reduced to 0.05 g/bhp-hr (urban city bus and clean fuel fleets are already regulated at this level), the contribution of oil-derived particulate increases to 50 percent of the total particulate emission on the assumption of a 0.8 engineering target.

This paper summarizes a laboratory effort toward reducing nine-mode cycle composite emissions and fuel consumption in a heavy-duty gasoline engine, while retaining current durability performance. Evaluations involved standard carburetors, a Dresserator inductor, a Bendix electronic fuel injection system, exhaust manifold thermal reactors, and exhaust gas recirculation, along with other components and engine operating parameters. A system consisting of electronic fuel injection, thermal reactors with air injection and exhaust gas recirculation, was assembled which met specified project goals. An oxidation catalyst was included as an add-on during the service accumulation demonstration. In addition, the driveability of this engine configuration was demonstrated.

This paper summarizes an investigation of reductions in exhaust emission levels attainable using various techniques appropriate to gasoline engines used in vehicles over 14,000 lbs GVW. Of the eight gasoline engines investigated, two were evaluated parametrically resulting in an oxidation and reduction catalyst “best combination” configuration. Four of the engines were evaluated in an EGR plus oxidation catalyst configuration, and two involved only baseline tests. Test procedures used in evaluating the six “best combination” configurations include: three engine emission test procedures using an engine dynamometer, a determination of vehicle driveability, and two vehicle emission test procedures using a chassis dynamometer. Dramatic reductions in emissions were attained with the catalyst “best combination” configurations. Engine durability, however, was not investigated.