山区公路营运客车安全技术研究

《山区公路营运客车安全技术研究》项目基于山区公路营运客车安全技术的研究现状，研究营运客车发生相关交通事故的规律、客运企业安全评价体系、客车驾驶员行为特性、营运客车安全通行适应性、营运客车GPS监管体系的应用技术以及相关营运客车在山区公路安全运行的相关保障措施等。本篇介绍了该项目研究的现状与内容，总结了项目研究获得的成果与创新点。     

南京首批LNG公路客车批量订单花落安凯

在油价飞涨的时代,不仅出租车和公交车改用天然气,长途客运大巴也青睐“喝气”了。
　　近日,南京捷利运输有限公司从安凯客车采购了35台12米LNG（液化天然气）营运客车,这也成为南京市首批采购的天然气营运客车。据悉,与传统燃料客车相比,这批LNG客车在安全、环保、经济性上更加具有优势。加一次气可以跑800～1000公里,并且比同类型柴油车降低30%的成本,同时车辆尾气中硫化物、氮氧化物等有害物质排放量可减少90%以上,接近零排放。     

液化天然气(LNG)在客车上的应用

简要介绍液化天然气(LNG)工作原理,结合我司目前在用的LNG营运客车的实际使用情况,对液化天然气(LNG)作为燃料的优缺点进行分析,提出实际使用过程中的注意事项.     

营运客车类型划分及等级评定工作的思考

对营运客车进行类型划分及等级评定(复核),是车辆技术管理的一项重要工作.阐述了营运客车类型划分及等级评定的基本要求,分析了营运客车类型划分及等级评定(复核)工作中存在的实际问题,指出各个部门应严格按交通部及运管部门有关文件和行业标准要求进行把关,进一步完善客运车辆的准入制度,推进营运客车技术进步和技术结构调整,确保道路客运事业健康发展.     

营运客车安全部件典型故障研究

本文针对营运客车开展主要安全部件典型故障研究.具体基于道路运输车辆领域国家及行业政策标准要求和新时代车载智能装备的技术发展现状,对营运客车安全运行相关电子控制系统和机械部件进行整体梳理,以汽车制动系统、转向系统、行驶系统、驾驶辅助装置、安全防护装置为分类,提出营运客车主要安全部件的主要功能、结构原理及典型故障,从而分析确定其对汽车运行安全的影响,为科学开展营运客车主要安全部件的性能评价和故障诊断,提高客车结构部件的使用质量和可靠性,保障道路运输车辆安全稳定运行提供基础理论支撑.     

客运企业如何选车？

随着客运市场的发展．客车技术的不断提高．国家相关法律法规日趋完善．促成了客运企业管理的不断提高和创新。就客车选购方面，很多运输企业在逐步构建以“汽车专家、运输专家、财务专家”组成的队伍．加强客车采购前期的评估工作．预算客车营运的整体效益．力求达到购入成本与后期营运效益的最佳匹配。     

道路运输安全警钟长鸣

说“车祸猛于虎”一点也不为过，驾驶过程中一个小失误，很可能就天人相隔。而如果营运客车发生车祸，因荷载人数多，造成的损失就更难以估摸了。据有关部门统计，2005至2011年，全国共发生因营运车辆（含营运客车和营运货车）肇事导致一次死亡10人以上特大道路交通事故（以下简称营运车辆lO人事故）186起，造成2963人死亡、2997人受伤。     

恒通客车：领秀中国燃气客车市场60年

燃气客车足以天然气作为燃料的客车,按照天然气的化学成分和形态,可分为压缩天然气（CNG）客车、液化天然气（LNG）客车和液化石油气（LPG）客车3种。作为一种理想的低污染车,燃气客车被公认为是世界上最值得推广的高节能、低污染、经济、安全的新型代用燃料客车。     

营运车辆维护现状分析及质量控制措施的探讨

<正>营运车辆是指从事经营性的道路客、货运输的车辆,主要以客车、货车、危险品运输车、出租车等几种形式为人民群众生产、生活提供服务。2006年末我国营运车辆达到800多万辆,其中客运客车     

恒通客车:领秀中国燃气客车市场60年

燃气客车是以天然气作为燃料的客车,按照天然气的化学成分和形态,可分为压缩天然气(CNG)客车、液化天然气(LNG)客车和液化石油气(LPG)客车3种。作为一种理想的低污染车,燃气客车被公认为是世界上最值得推广的高节能、低污染、经济、安全的新型代用燃料客车。作为中国燃气客车的创始者、推进者与领跑者,恒通客车始终走在节能减排前沿,凭借其60余年燃气客车技术积淀以及     

Measuring the potential for automobile fuel savings in the US: The impact of obesity

High rates of oil consumption and obesity in the US have become important socioeconomic concerns. While these concerns may seem unrelated at first, growing obesity rates in the US increase fuel consumption by adding passenger weight to vehicles. This paper estimates the additional amount of fuel (i.e., gasoline) consumed annually by noncommercial passenger highway vehicles in the US due to passenger overweight and obesity. The mathematical model presented in this paper estimates that as many as one billion additional gallons of gasoline are consumed each year due to overweight and obesity in the US, accounting for up to 0.8% of the fuel consumed by these vehicles annually. This additional fuel consumption causes carbon dioxide emissions of up to 20 billion pounds or more, accounting for up to 0.5% of the annual carbon dioxide emissions in the transportation sector.     

营运车辆能耗限值怎么定?——访交通部公路科学研究院汽车运输研究中心副主任蔡凤田

"说起来重要,干起来次要,忙起来不要.这是我在两年前调研过程中听到的一个有关节能工作的顺口溜.近两年,节能减排在我国宣传力度很大,成为热门词汇,但落实到具体工作中,依然需要一个有效的抓手."交通部公路科学研究院汽车运输研究中心副主任蔡凤田直言.     

Experimental testing and simulations of speed variations impact on fuel consumption of conventional gasoline passenger cars

Speed variations are considered as an alternative for reducing fuel consumption during the use phase of passenger cars. It explores vehicle engine operating zones with lower fuel consumption, thus making possible a reduction in fuel consumption when compared to constant speed operation. In this paper, we present an evaluation of two conditions of speed variations: 50–70 km/h and 90–110 km/h using numerical simulations and controlled tests. The controlled tests performed on a test track by a professional pilot show that a reduction in fuel consumption is achievable with a conventional gasoline passenger car, with no adaptations for realizing speed variations. Numerical simulations based on a backward quasi-static powertrain model are used to evaluate the potential of speed variations for reducing fuel consumption in other speed variation conditions. When deceleration is performed with gear in neutral position, simulations show that speed variations are always correlated to a lower fuel consumption. This was suspected through previous numerical tests or evaluation on test bench but not in controlled tests conditions.     

A methodology for assessing eco-cruise control for passenger vehicles

This paper compares and assesses fuel consumption models, cost functions, and solution methods, as they all have an influence on the resulting profile and associated fuel savings of an eco-cruise control system for passenger vehicles. An eco-cruise control system uses road topographical data obtained from a high-resolution digital map to control the vehicle velocity to optimize its fuel consumption. The optimal velocity profile is the result of an optimal control problem.     

Fuel saving and ridesharing in the US: Motivations,limitations, and opportunities

Ridesharing can reduce the fuel consumed in noncommercial passenger highway vehicles by grouping individuals into fewer vehicles and reducing the number of miles that vehicles must travel. We estimate the potential fuel savings that could result from an increase in ridesharing in the US. If no additional travel is required to pick up passengers, adding one additional passenger for every 100 vehicles would reduce annual fuel consumption by 0.80–0.82 billion gallons of gasoline per year; if one passenger were added in every 10 vehicles, the potential savings would be 7.54–7.74 billion gallons per year. However, ridesharing may require extra travel to pick up additional passengers, which can reduce and possibly eliminate potential fuel savings. The tradeoff between saving fuel and spending time to pick up additional passengers is investigated, finding that, on average, ridesharing may not be attractive to travelers, but can be made more attractive by increasing per-vehicle-trip costs such as parking and tolls.     

VMT, energy consumption, and GHG emissions forecasting for passenger transportation

Globalization, greenhouse gas emissions and energy concerns, emerging vehicle technologies, and improved statistical modeling capabilities make the present moment an opportune time to revisit aggregate vehicle miles traveled (VMT), energy consumption, and greenhouse gas (GHG) emissions forecasting for passenger transportation. Using panel data for the 48 continental states during the period 1998-2008, the authors develop simultaneous equation models for predicting VMT on different road functional classes and examine how different technological solutions and changes in fuel prices can affect passenger VMT. Moreover, a random coefficient panel data model is developed to estimate the influence of various factors (such as demographics, socioeconomic variables, fuel tax, and capacity) on the total amount of passenger VMT in the United States. To assess the influence of each significant factor on VMT, elasticities are estimated. Further, the authors investigate the effect of different policies governing fuel tax and population density on future energy consumption and GHG emissions. The presented methodology and estimation results can assist transportation planners and policy-makers in determining future energy and transportation infrastructure investment needs.     

Eco-driving: An economic or ecologic driving style?

In this work the trade-off between economic, therefore fuel saving, and ecologic, pollutant emission reducing, driving is discussed. The term eco-driving is often used to refer to a vehicle operation that minimizes energy consumption. However, for eco-driving to be environmentally friendly not only fuel consumption but also pollutant emissions should be considered. In contrast to previous studies, this paper will discuss the advantages of eco-driving with respect to improvements in fuel consumption as well as pollutant gas emissions. Simulating a conventional passenger vehicle and applying numerical trajectory optimization methods best vehicle operation for a given trip is identified. With hardware-in-the-loop testing on an engine test bench the fuel and emissions are measured. An approach to integrate pollutant emission and dynamically choose the ecologically optimal gear is proposed.     

Shifting fuels,downsizing or both? The Swedish example

The paper looks at changes in Sweden’s new car fleet between 2002 and 2010. Between 2002 and 2007 consumer amenities such as acceleration capacity and passenger space continued to increase while fuel consumption steadily decreased. During these years the main technological and market change was a shift toward diesel and flex-fuel ethanol vehicles. After 2007 the average weight and power of the vehicles were more or less constant, while fuel consumption decreased by 13% between 2007 and 2010. The developments after 2007 suggest that 77% of the technological development between 2002 and 2010 resulted in reductions in fuel consumption compares to previous years when 35% of any technology change resulted in a net reductions. The shift can partly be attributed to the increased share of diesels and an engine downsizing.     

An optimization model of energy and transportation systems: Assessing the high-speed rail impacts in the United States

This paper presents a long-term investment planning model that co-optimizes infrastructure investments and operations across transportation and electric infrastructure systems for meeting the energy and transportation needs in the United States. The developed passenger transportation model is integrated within the modeling framework of a National Long-term Energy and Transportation Planning (NETPLAN) software, and the model is applied to investigate the impact of high-speed rail (HSR) investments on interstate passenger transportation portfolio, fuel and electricity consumption, and 40-year cost and carbon dioxide (CO₂) emissions. The results show that there are feasible scenarios under which significant HSR penetration can be achieved, leading to reasonable decrease in national long-term CO₂ emissions and costs. At higher HSR penetration of approximately 30% relative to no HSR in the portfolio promises a 40-year cost savings of up to $0.63 T, gasoline and jet fuel consumption reduction of up to 34% for interstate passenger trips, CO₂ emissions reduction by about 0.8 billion short tons, and increased resilience against petroleum price shocks. Additionally, sensitivity studies with respect to light-duty vehicle mode share reveal that in order to realize such long-term cost and emission benefits, a change in the passenger mode choice is essential to ensure higher ridership for HSR.     

基于碳平衡原理的天然气汽车燃料消耗量检测方法研究

文章通过分析天然气组份及天然气发动机的燃烧特性,基于碳平衡原理建立了天然气汽车燃料消耗量计算模型。对比分析了闭式和开式碳平衡检测系统的结构工作原理及适用范围,确定采用开式稀释采样方式进行天然气燃料消耗量检测系统开发。结合天然气汽车燃料消耗量计算模型中的技术参数需求,设计开发了碳平衡气耗仪。为了分析设备工作的可靠性和测量的准确性,选用LNG宇通客车和东风危险品运输车作为试验样车,利用科里奥利质量流量计对其进行标定。通过对比试验可知,碳平衡气耗仪与科里奥利质量流量计相对误差为5%,基本满足在用天然气汽车燃料消耗量检测的需求。