Todos os dias a quantidade de veículos nas estradas em todo o mundo está aumentando. Este crescimento combinado com a negligência dos motoristas e alguns fatores externos, tais como estradas mal conservadas e condições climáticas adversas resultaram em um enorme aumento na quantidade de acidentes e, conseqüentemente, de mortes. Atualmente muitos grupos de pesquisa e empresas automotivas estão desenvolvendo e adaptando tecnologias que podem ser incorporadas nos veículos para reduzir esses números. Um exemplo interessante dessas tecnologias é a detecção e classificação de obstáculos móveis (veículos, pessoas, etc.) em ambientes urbanos. Este trabalho apresenta o desenvolvimento de algoritmos para identificação, rastreamento e previsão de obstáculos móveis, determinação de direções proibidas para tráfego do veículo e cálculo de trajetórias livres de colisões. Para isso, foram utilizados dados do sistema de medidas de distância, SICK LMS 291-S05, para monitorar o ambiente a frente do veículo de teste (um automóvel de passeio modificado). Com base nesses dados foi realizado um tratamento computacional através da técnica de Trackers para classificar todos os obstáculos detectados em duas classes principais: os obstáculos estáticos e móveis. Uma vez identificado o obstáculo, este será acompanhado mesmo no caso em que saia do campo de visão do sensor. Após a classificação dos obstáculos presentes no ambiente, suas posições são analisadas e direções proibidas para tráfego são determinadas peloalgoritmo Velocity Obstacle Approach. Finalmente é aplicada a técnica de cálculo de trajetórias E* que gera um caminho suave e livre de colisões. No caso de algum obstáculo obstruir ou gerar risco de colisão com o caminho gerado é possível recalcular a rota sem que o mapa do ambiente seja novamente completamente analisado. Os resultados obtidos demonstraram a aplicabilidade da metodologia utilizada. O algoritmo de Trackers detectou pedestres e veículos e determinou suas características dinâmicas. O algoritmo Velocity Obstacle Approach conseguiu acompanhar os obstáculos e foi capaz de determinar as direções proibidas e, finalmente, o algoritmo E* foi capaz de gerar trajetórias livre de obstáculos em ambientes desconhecidos. / Every day the number of vehicles on the roads around the world is increasing. This growth combined with the negligence of drivers and some external factors such as poorly maintained roads and adverse weather conditions resulted in a huge increase in the number of accidents and hence casualties. Currently many research groups and automotive companies are developing and adapting technologies that can be incorporated into vehicles to reduce these numbers. An interesting example of these technologies is the detection and classification of moving obstacles (vehicles, people, etc.) in urban environments. This dissertation presents the development of algorithms which main objective are identify, track and predict moving obstacles, determine prohibited directions of traffic and calculate collision free trajectories. In order to accomplish with such task, data from the laser sensor SICK LMS 291-S05 later treated using computational resources such as the Trackers technique was used to monitor the environment ahead of the test vehicle (a modified passenger car). The Trackers technique was used to classify all the hurdles identified in two main classes: static and mobile obstacles. Once the obstacle was identified, this still been followed even if they leave the field of vision sensor. After classification of obstacles in the environment, their positions are analyzed and prohibited for traffic directions are determined by the algorithm Velocity Obstacle Approach. Finally the technique is applied to calculate trajectories of E* that generates a smooth path and free of collisions. If any obstacle block, or create a risk of collision through the generated path, the trajectory can be recalculated without the need to fully re-analyze de environment map. The results demonstrated the applicability of the methodology used. The Trackers algorithm has detected pedestrians and vehicles determining their dynamic characteristics. The algorithm Velocity Obstacle Approach keep up with the obstacles and was able to determine the prohibited directions and, finally, E* the algorithm was able to generate obstacle-free paths in unknown environments.

The thesis topic is creating conditions for successful implementation of alternative fuel technologies in passenger cars on the Czech market. Its goal is to develop a comprehensive concept of proposed measures that would create demand for alternative powertrain. It analyzes current situation of the environmental-friendly vehicles market and examines reasons why consumers have not been purposefully searching for these cars so far. The thesis consists of several coherent blocks. The first one deals with general aspects of innovations and development, energy resources, climate protection and car fleet in the Czech Republic. The second part focuses on new alternative technologies from the viewpoint of energy resources and examines the offer on the local market. The third section includes a consumer research focused on information related to potential customers' preferences and compares economic efficiency and costs of selected technologies. The final part presents proposed ways of accomplishing the main goal, while special attention is given to specific recommendations, which would help to create demand and facilitate promotion among consumers.

The goal of this diploma thesis is analysis impacts of business cycle on automotive industry in the Czech Republic in 2006-2011 with exclusive focusing on passenger cars. Impacts of business cycle on automotive industry in the Czech Republic are researched on domestic demand development for new passenger cars and on production, domestic sales and export of the three biggest czech automobile producers. Impacts of business cycle on domestic demand for new passenger cars are analyzed with helping numbers of first registrations in the concrete car segments. Development of czech demand for new cars and automotive production in 2006-2011 is compared to demand and passenger cars production development in Germany, Japan and in the USA. The analysis shows that czech demand for new cars was influenced by economic situation in the Czech Republic in 2006-2011. Influence of czech business cycle on automotive production in the Czech Republic was much smaller than influence of business cycle on czech demand for new passenger cars in 2006-2011. This fact is due to significant pro-export orientation of czech automotive production.

Todos os dias a quantidade de veículos nas estradas em todo o mundo está aumentando. Este crescimento combinado com a negligência dos motoristas e alguns fatores externos, tais como estradas mal conservadas e condições climáticas adversas resultaram em um enorme aumento na quantidade de acidentes e, conseqüentemente, de mortes. Atualmente muitos grupos de pesquisa e empresas automotivas estão desenvolvendo e adaptando tecnologias que podem ser incorporadas nos veículos para reduzir esses números. Um exemplo interessante dessas tecnologias é a detecção e classificação de obstáculos móveis (veículos, pessoas, etc.) em ambientes urbanos. Este trabalho apresenta o desenvolvimento de algoritmos para identificação, rastreamento e previsão de obstáculos móveis, determinação de direções proibidas para tráfego do veículo e cálculo de trajetórias livres de colisões. Para isso, foram utilizados dados do sistema de medidas de distância, SICK LMS 291-S05, para monitorar o ambiente a frente do veículo de teste (um automóvel de passeio modificado). Com base nesses dados foi realizado um tratamento computacional através da técnica de Trackers para classificar todos os obstáculos detectados em duas classes principais: os obstáculos estáticos e móveis. Uma vez identificado o obstáculo, este será acompanhado mesmo no caso em que saia do campo de visão do sensor. Após a classificação dos obstáculos presentes no ambiente, suas posições são analisadas e direções proibidas para tráfego são determinadas peloalgoritmo Velocity Obstacle Approach. Finalmente é aplicada a técnica de cálculo de trajetórias E* que gera um caminho suave e livre de colisões. No caso de algum obstáculo obstruir ou gerar risco de colisão com o caminho gerado é possível recalcular a rota sem que o mapa do ambiente seja novamente completamente analisado. Os resultados obtidos demonstraram a aplicabilidade da metodologia utilizada. O algoritmo de Trackers detectou pedestres e veículos e determinou suas características dinâmicas. O algoritmo Velocity Obstacle Approach conseguiu acompanhar os obstáculos e foi capaz de determinar as direções proibidas e, finalmente, o algoritmo E* foi capaz de gerar trajetórias livre de obstáculos em ambientes desconhecidos. / Every day the number of vehicles on the roads around the world is increasing. This growth combined with the negligence of drivers and some external factors such as poorly maintained roads and adverse weather conditions resulted in a huge increase in the number of accidents and hence casualties. Currently many research groups and automotive companies are developing and adapting technologies that can be incorporated into vehicles to reduce these numbers. An interesting example of these technologies is the detection and classification of moving obstacles (vehicles, people, etc.) in urban environments. This dissertation presents the development of algorithms which main objective are identify, track and predict moving obstacles, determine prohibited directions of traffic and calculate collision free trajectories. In order to accomplish with such task, data from the laser sensor SICK LMS 291-S05 later treated using computational resources such as the Trackers technique was used to monitor the environment ahead of the test vehicle (a modified passenger car). The Trackers technique was used to classify all the hurdles identified in two main classes: static and mobile obstacles. Once the obstacle was identified, this still been followed even if they leave the field of vision sensor. After classification of obstacles in the environment, their positions are analyzed and prohibited for traffic directions are determined by the algorithm Velocity Obstacle Approach. Finally the technique is applied to calculate trajectories of E* that generates a smooth path and free of collisions. If any obstacle block, or create a risk of collision through the generated path, the trajectory can be recalculated without the need to fully re-analyze de environment map. The results demonstrated the applicability of the methodology used. The Trackers algorithm has detected pedestrians and vehicles determining their dynamic characteristics. The algorithm Velocity Obstacle Approach keep up with the obstacles and was able to determine the prohibited directions and, finally, E* the algorithm was able to generate obstacle-free paths in unknown environments.

Responsible for one in eight tonnes of national CO₂ emissions, the passenger car sector is pivotal to delivering on UK climate change commitments to avoiding warming of more than 2°C. This thesis provides a clear and quantitative framing of emissions reduction at the sectoral level, by disaggregating global cumulative emissions budgets and pathways associated with a range of probabilities of exceeding 2°C. The relatively low level of abatement currently planned for the UK car sector, it is argued, needs to be significantly increased for the following reasons: (i) a scientific basis in cumulative emissions for sectoral mitigation makes carbon budgets, rather than end point targets (e.g. 2050), of the first importance; (ii) the currently high probability (63%) of exceeding 2°C underpinning the current UK carbon budgets is inconsistent with the UK government’s commitment to avoiding ‘dangerous climate change’; (iii) short-term emissions growth in industrialising countries considerably reduces remaining emissions space for industrialised countries; (iv) very limited scope exists for any large sector to cut emissions by less than the national mean rate of decarbonisation at higher rates of mitigation (around 10% p.a. by the 2020s). The consequences for emissions space in other sectors if international aviation and shipping mitigate less than the mean are quantified. For UK car sector emissions to remain consistent with a low probability of exceeding 2°C while observing these limitations, this analysis finds that planned sectoral mitigation over the coming decade needs to be increased fourfold. Means to address this expected abatement shortfall using readily available technology are investigated using a fleet emissions model to compare the effect on cumulative emissions of changes in a range of fleet parameters (including mean new car bulk emissions factors, vehicle age-proportionate annual distance travelled, and rates of fleet growth and turnover). Pushing existing car technology to the limit of expected short term efficiency gains is found to be insufficient to deliver a pathway with better than 56% probability of exceeding 2°C. Without reduction in aggregate demand for vehicle kilometres in the short term, lower probabilities of 2°C are placed beyond reach. The possibility of rapid step changes in levels of per capita car use is explored in qualitative interviews using narrative storyline scenarios. A range of coercive and voluntary interventions is considered in relation to their potential to overcome the structural and behavioural constraints to rapid transformation of personal travel.

FACTS - Founded in July 2008 - Meanwhile about to 250 employees. The team structure is characterized by a big number of very experienced engineers - AVL Software and Functions GmbH creates prototyping and serial solutions (software and hardware) for different applications in the fields of for example passenger cars, racing, two wheelers, light and heavy duty vehicles - AVL Software and Functions is the globally responsible competence center for software development inside theAVL group. - 100% integrated into the worldwide AVL network

Der zunehmende Ausstoß von Treibhausgasen gilt als wahrscheinlichste Ursache für die beschleunigte Erwärmung des weltweiten Klimas in den vergangenen Dekaden [1]. Zur Begrenzung des Temperaturanstiegs auf maximal 2°C im Vergleich zum vorindustriellen Niveau wurden weltweit Ziele zur Reduktion der Kohlenstoffdioxidemissionen definiert. Maßnahmen zur Effizienzsteigerung im Klimatisierungssystem von Personenkraftwagen können hierzu einen doppelten Beitrag leisten. Zum einen wird der Gesamtenergiebedarf der Fahrzeuge reduziert. Zum anderen kann die Realreichweite elektrifizierter Fahrzeuge erhöht und damit die Marktdurchdringung der Elektromobilität gefördert werden. Ein entscheidendes Hindernis bei der Umsetzung von Effizienzmaßnahmen im Klimatisierungssystem ist das Fehlen einer vereinheitlichten Methodik zur Bewertung der Emissionseinflüsse [3] sowie der finanziellen Auswirkungen für Endkunden und die Automobilindustrie in den weltweiten Vertriebsmärkten. Im Rahmen der vorliegenden Arbeit wird eine solche Bewertungsmethodik entwickelt und das Emissionsvermeidungspotential von aktuell diskutierten Maßnahmen abgeleitet. Die Methodik kombiniert ein thermisches Kabinenmodell und ein vereinfachtes Modell des Klimatisierungssystems mit statistischen Daten zum lokalen Klima, dem lokalen, tageszeitabhängigen Mobilitätsverhalten und Daten der lokalen Energiemärkte (Preise und Emissionsintensitäten). Die Methodik betrachtet dabei jeweils fünf Karosserietypen und sechs Antriebssystemtypen für 61 Orte weltweit. Zur Bewertung von Kundenakzeptanz und Umsetzungsquoten der Maßnahmen wird als statistische Größe der relative Umsetzungsfaktor entwickelt. Er setzt sowohl die Emissionsbilanz als auch die Kostenbilanz für Kunden ins Verhältnis zur Schwankung der Werte in den einzelnen Vertriebsmärkten. Daraus werden eine Empfehlung zum Angebotsszenario und eine Abschätzung von Ausstattungsquoten abgeleitet. Auf Grundlage dieser Ergebnisse kann das weltweite Emissionsvermeidungspotential von einzelnen Maßnahmen oder Maßnahmenpaketen abgeschätzt werden. Eine Untersuchung von 20 aktuell diskutierten Maßnahmen zeigt, dass sich das aus dem 450-Szenario der IEA abgeleitete Reduktionsziel von jährlich 27 MtCO2 nicht ohne zusätzliche Kosten für Endkunden oder Automobilhersteller erreichen lässt. Die Emissionsvermeidungskosten sind mit 154 EUR/tCO2 jedoch deutlich geringer als für viele aktuell bereits umgesetzte Maßnahmen. Durch geschickte Anreizsysteme seitens der politischen Entscheidungsträger scheint daher eine Realisierung von großen Teilen des Potentials möglich.

Personbilsflottan står för en stor andel av de globala CO2-utsläppen och genom vidare implementering av alternativa drivmedel kan transportsektorn i framtiden bli mer hållbar. Tekniken kring elbilar vad gäller bland annat batteriets kapacitet och bilens prestanda har under de senaste decenniet gjort stora framsteg där elbilen idag är direkt konkurrerande med en bil driven på fossila bränslen i många avseenden. Denna rapport kartlägger de drivande faktorer och hinder som elektrifieringen av personbilsflottan står inför utifrån tre perspektiv; elbilens batteri, laddningsinfrastrukturen och politiska styrmedel. Metoden för arbetet har varit en litteraturstudie samt en enkätstudie där resultatsammanställningen av varje perspektiv underströk vilka de kritiska faktorerna är. Vad gäller elbilsbatteriet visar resultaten att prisutvecklingen tillsammans med den tekniska utvecklingen av batterierna är en stor drivande kraft. Däremot är den begränsade körsträckan och batteriets känslighet vad gäller degradering av batterihälsa ett hinder. Fortsättningsvis visar resultaten att laddning som till stor andel kommer ske i hemmet är en stor drivande kraft som minimerar vikten av de hinder som består i höga investeringskostnader och påfrestningar på elnätet. Enkätstudiens resultat visar att individer ej uppfattar elbilens kortare körsträcka eller laddning som ett problem i lika stor utsträckning som litteraturstudien föreslog. Det framgick att en stor drivande kraft är politiska styrmedel då resultatet stödjer att en klar majoritet av enkätdeltagarna skulle köpt en elbil om köpkostnaden hade varit densamma som för en bensin-/dieseldriven bil. En diskussion om omställningen till el i utsläppstunga industrier inklusive transportsektorn visar att störst förändring kan ske i länder så som Sverige, Finland och Island där ländernas elmix till stor andel utgörs av renproducerad el. Avslutningsvis konstateras det att synergieffekter av utvecklingen bör tas till vara på och applicerar i andra industrier där en utökad elektrifiering är möjlig. / The passenger car fleet accounts for a large proportion of global CO2 emissions and through further implementation of alternative fuels, the transport sector can become more sustainable in the future. The technology of electric cars in terms of performance and battery capacity has, in the last decade, made great progress where the electric car today is directly competing with a car driven on fossil fuels in many respects. This report identifies the driving factors and obstacles that the electrification of the passenger car fleet faces from three perspectives; electric car battery, charging infrastructure and political instruments. The method for the work has been a literature study as well as a survey study where the results compilation of each perspective emphasized what the critical factors are. With regard to the electric car battery, the results show that the price trend together with the technical development of the batteries is a major driving force. However, the limited mileage and the sensitivity of the battery to degradation of battery health is an obstacle. Continuing, the results show that charging, which to a large extent will take place in the home, is a major driving force that minimizes the weight of the obstacles that consist in high investment costs and stress on the electricity grid. The results of the survey show that individuals do not perceive the shorter driving distance or charge of the electric car as a problem to the same extent as the literature study suggested. It turned out that a major driving force is political instruments as the result supports that a clear majority of the survey participants would have bought an electric car if the purchase cost had been the same as for a gasoline / diesel driven car. A discussion of the transition to electricity in emission-heavy industries, including the transport sector, shows that the greatest change can take place in countries such as Sweden, Finland and Iceland, where the countries' electricity mix is ​​largely made up of clean electricity. Finally, it is stated that synergy effects of the development should be exploited and applied in other industries where increased electrification is possible.

År 2045 ska Sverige uppnå territoriella nettonollutsläpp och till år 2030 ska utsläppen från transportsektorn ha minskat med 70 % jämfört med år 2010. Sveriges vägtrafik står för en tredjedel av de totala växthusgasutsläppen. För att uppnå klimatmålen bör de mest lämpade styrmedlen och åtgärderna prioriteras. En systematisk undersökning av de faktorer som påverkat utsläppsutvecklingen kan vägleda beslutsfattare att fördela resurserna där de gör mest nytta. Dekomponeringsanalys är en potentiell metod för detta syfte då flera olika faktorers effekter kan särskiljs och mätas. Fem additiva LMDI-I dekomponeringsanalyser genomfördes på utsläppsutvecklingen av fossilt CO2 inom personbilstrafiken mellan åren 1990–2015. De faktorer som undersöktes var befolkning, bil per capita, bränsleteknologier, motorstorlekar, trafikarbete per bil, emissioner och biobränsle. Data från emissionsmodellen HBEFA, Trafikverket och SCB användes i analyserna. Under hela perioden 1990–2015 minskade CO2-utsläppen och dekomponeringsanalyserna visade att alla de ingående faktorerna påverkat utvecklingen. Sett över hela tidsperioden 1990–2015 hade faktorerna påverkat utvecklingen mest i storleksordningen trafikarbete per bil (35 %), bränsleteknologier (15 %), befolkning (15 %), bil per capita (13 %), emissioner (11 %), biobränsle (7 %) samt motorstorlekar (5 %). Procenten anger andelen som faktorn utgjorde av effekternas absoluta summa. Trafikarbete per bil, emissioner, biobränsle och motorstorlekar minskade utsläppen. Bränsleteknologier, befolkning och bil per capita ökade utsläppen. Resultaten kan användas som en indikation för vilka faktorer som kan påverka den framtida utsläppsutvecklingen mest och för vilka åtgärder bör vidtas. Åtgärderförslag är incitament för att välja mer hållbara transportsätt, öka andelen av bilar med lägre utsläpp i fordonsflottan och använda mer biobränsle. / By year 2045 Sweden shall reach zero territorial net emissions and by year 2030 the emissions from the transport sector shall be reduced by 70% compared to year 2010. In Sweden the road traffic stands for a third of the total greenhouse gas emissions. In order to achieve the climate targets, the most suited policies and actions should be prioritized. A systematic investigation into the factors that affect the change in emissions can guide decision makers to distribute resources where they contribute the most. A decomposition analysis is a potential method for this purpose since the effect of different factors can be separated and measured. Five additive LMDI-I decomposition analyses were made on the change in fossil CO2 emission from passenger cars in Sweden between year 1990–2015. The factors that were investigated were: population, vehicle per capita, fuel technologies, engine sizes, distance travelled per vehicle, emissions and biofuel share. Data from the emissions model HBEFA, the Swedish Transport Administration and Statistics Sweden were used in the analyses. During the period of year 1990–2015 the CO2 emissions were reduced, and the decomposition analyses showed that all ingoing factors affected the change. Throughout the period the factors that contributed the most were in order of size: distance travelled per vehicle (35%), fuel technologies (15%), population (15%), car per capita (13%), emissions (11%), biofuel (7%) and engine size (5%). The percentage is the share of the factor’s effect of the absolute sum of all the different effects. Distance travelled per vehicle, emissions, bio fuels and engine size reduced the emissions. Fuel technologies, population and car per capita increased the emissions. The suggestions of actions are incentive for people to use more sustainable means for transportation, increase the share of cars with lower emissions in the fleet and use more biofuel.

The objectives of this study are to measure the non-methane volatile organic carbon (NMVOC&#039 / s) emissions from passenger cars in Turkey having gasoline engines, to determine emission factors of these vehicles for BTEX compounds and comparison of emission factors obtained in this study with the emission factors of the other countries. This study was conducted in two parts: The first part was to determine the categories of passenger cars widely used in Turkey, and also to determine the average carbon monoxide (CO) and hydrocarbon (HC) emissions at idle condition for these car types based on the exhaust emission measurements of Ankara &Ccedil / evre Koruma Vakfi (AN&Ccedil / EVA). The second part of the study was to analyze the gas composition of exhaust gasses at different road conditions for BTEX components by using gas chromatography. The results of the study have shown that the cars named under &lsquo / &lsquo / Tofas&rsquo / &rsquo / constitute 31.5% and &lsquo / &lsquo / Fiat&rsquo / &rsquo / 13.1% of the total cars in Turkey and they are manufactured by the same company. Therefore, studies have been performed with &lsquo / &lsquo / Tofas/Fiat&rsquo / &rsquo / cars. The highest emission factors among hydrocarbons investigated in this study were found for toluene and m-xylene. Generally, as driving speed increases the emissions of HC&rsquo / s are found to decrease in concentration. It was interesting to note that the highest emissions occur at 30 km/hr speed which is the mostly used speed in crowded streets and busy intersections. Therefore, it was concluded that it is very important to take measures for emissions in the city traffic. Cold start emissions were also found to be higher than the hot start emissions.