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To address the challenges of slow positioning speed and inaccurate localisation of underground pipeline corridors in complex environments using ultra‐wideband (UWB) absolute positioning, this paper proposes a Hybrid UWB‐IMU Adaptive Localisation Algorithm (HUIALA) for precise underground pipeline corridor positioning. The positioning method uses UWB as absolute positioning, IMU and odometer trajectory calculation as relative positioning (predictive positioning), and updates the observation noise by calculating the fuzzy distance to the triangle centroid to adaptively allocate weights. At the same time, dynamically adjust the intervention and exit of predicted positioning based on system operation, and filter out interference such as UWB positioning drift and absolute positioning failure. The proposed method is based on the simulation and experiment of a wheeled inspection vehicle system using UWB and inertial navigation. The experimental result shows that the proposed method maintains better response speed and high positioning accuracy during dynamic testing in simulated interference environments. The positioning speed is improved by 98.9% compared to single UWB positioning, and the positioning accuracy is improved by about 45.84% and 27.96% compared to single UWB positioning and KF fusion positioning, respectively. Aiming at the problems of slow positioning speed and inability to accurately locate underground pipeline corridors in complex environments using ultra‐wideband (UWB) absolute positioning, this paper proposes an underground pipeline corridor positioning method based on UWB adaptive fusion (AFL). The positioning method uses UWB as absolute positioning, IMU and odometer trajectory calculation as relative positioning (predictive positioning), and updates the observation noise by calculating the fuzzy distance to the triangle centroid to adaptively allocate weights. At the same time, dynamically adjust the intervention and exit of predicted positioning based on system operation, and filter out interference such as UWB positioning drift and absolute positioning failure. The proposed method is based on the simulation and experiment of a wheeled inspection vehicle system using UWB and inertial navigation. The experimental results show that the proposed method can maintain excellent response speed and high positioning accuracy under dynamic testing in simulated interference environments. The positioning speed is improved by 98.9% compared to single UWB positioning, and the positioning accuracy is improved by about 49.6% and 28.4% compared to single UWB positioning and KF fusion positioning, respectively.

This study presents a single-case multi-sensor experimental study of thermal loading and emission variation in a high-mileage gasoline engine operating at idle under deliberately impaired cooling until mechanical failure. A production vehicle equipped with a naturally aspirated gasoline engine with a displacement of 1600 cc was operated under relatively steady-state conditions at idle, while gaseous emissions (CO, CO2, HC, NOx, and O2), air–fuel ratio λ, particle number (PN), oil temperature, infrared thermal indicators, and acoustic performance variation were continuously monitored. The results are interpreted primarily in terms of their dependence on the engine oil temperature. They show that despite stable conditions of the air–fuel ratio and an almost constant amount of residual oxygen in the exhaust gases, progressive thermal loading leads to pronounced changes in the behavior of the emissions emitted by the engine during its operation. Hydrocarbon emissions show increased variability and escalation at elevated engine oil temperatures, while nitrogen oxides show a strong temperature-dependent increase, consistent with thermally driven formation mechanisms. The most significant response is observed in the particle number (PN) emissions, which go from low and stable levels to a rapid, multi-step increase in a narrow temperature range preceding mechanical failure. Under the tested cooling impairment scenario, emission behavior was dominated by cumulative thermal stress rather than mixture composition effects. In the investigated case, particle number emissions emerged as a sensitive indicator of system-level thermal instability. The findings provide experimentally documented insight into the system-level progression toward thermal runaway under impaired cooling conditions and its measurable impact on emission behavior in the tested engine.

The battery electric passenger vehicle (BEPV) has the potential to conserve electric energy and reduce carbon emissions, making it an effective tool for achieving low-carbon development in the road transport industry by replacing the internal combustion engine vehicle (ICEV). Several factors, such as comprehensive electricity power generation efficiency, proportion of thermal power, vehicle technical performance, regional mileage credibility and low temperature, affect the BEPV’s electricity energy consumption and carbon emissions. In this study, an electricity conservation index model and a carbon emission reduction index model for multilevel BEPVs are established to evaluate their capabilities of electricity energy conservation and carbon emissions reduction, considering the electricity supply chain, including the generation and transmission of electricity. The research shows that the electricity energy conservation ability of BEPVs is not outstanding, but their carbon emissions reduction ability is strong. When the composition of energy for electricity generation is transformed from 2025 to 2035, with a 10% increase in comprehensive electricity generation efficiency, all levels of BEPVs show fruitful electricity energy conservation ability. When the proportion of thermal power decreases to 10%, the carbon emissions reduction is exponentially reduced to 1/25 to 1/30 of ICEV’s total carbon emissions. However, the regional mileage credibility weakens the BEPVs’ ability to save energy and reduce emissions in most Chinese provinces except for the southwest and the south regional provinces, where the regional mileage credibility parameter can increase the energy conservation and carbon emission reduction performance of A00+A0 level BEPV. Low temperatures make BEPV models lose their electricity energy conservation advantage, but most models still have the characteristic of carbon emissions reduction. On this basis, the electricity energy consumption and carbon emissions of all BEPV models are higher than those of ICEVs when the low temperature endurance mileage accuracy is added.

Contemporary research on electric buses focuses mainly on the following issues: energy efficiency, range and transport costs, and traction battery technology. However, little research has been conducted on operational reliability. This article presents a comparative assessment of the reliability of electric buses in relation to combustion engine buses. The research was conducted under real conditions in the city of Lublin, Poland. The reliability functions of buses and their structural components were determined based on the Weibull distribution. It was shown that electric buses have a shorter distance between failures than combustion engine buses of analogous capacity. The statistical significance of the differences in reliability between electric and combustion engine buses was verified. The suitability of the Weibull model as a model of bus reliability in comparative studies was verified. The results of the research can be used to monitor current sustainable public transport development programs and to improve bus diagnostic and maintenance systems in transport companies.

It is of great significance for the engineering popularization of CO 2 -ECBM technology to evaluate the potential of CCUS source and sink and study the matching of pipeline network of deep unworkable seam. In this study, the deep unworkable seam was taken as the research object. Firstly, the evaluation method of CO 2 storage potential in deep unworkable seam was discussed. Secondly, the CO 2 storage potential was analyzed. Then, the matching research of CO 2 source and sink was carried out, and the pipe network design was optimized. Finally, suggestions for the design of pipe network are put forward from the perspective of time and space scale. The results show that the average annual CO 2 emissions of coal-fired power plants vary greatly, and the total emissions are 58.76 million tons. The CO 2 storage potential in deep unworkable seam is huge with a total amount of 762 million tons, which can store CO 2 for 12.97 years. During the 10-year period, the deep unworkable seam can store 587.6 million tons of CO 2 , and the cumulative length of pipeline is 251.61 km with requiring a cumulative capital of $ 4.26 × 10 10 . In the process of CO 2 source-sink matching, the cumulative saving mileage of carbon sink is 98.75 km, and the cumulative saving cost is $ 25.669 billion with accounting for 39.25% and 60.26% of the total mileage and cost, respectively. Based on the three-step approach, the whole line of CO 2 source and sink in Huainan coalfield can be completed by stages and regions, and all CO 2 transportation and storage can be realized. CO 2 pipelines include gas collection and distribution branch lines, intra-regional trunk lines, and interregional trunk lines. Based on the reasonable layout of CO 2 pipelines, a variety of CCS applications can be simultaneously carried out, intra-regional and inter-regional CO 2 transport network demonstrations can be built, and integrated business models of CO 2 transport and storage can be simultaneously built on land and sea. The research results can provide reference for the evaluation of CO 2 sequestration potential of China's coal bases, and lay a foundation for the deployment of CCUS clusters.

In this paper, the efficiency benefits of adopting Silicon–Carbide devices for electric vehicle applications are studied. A hybrid time and frequency domain-based simulation tool is developed for the Silicon–Carbide (SiC) traction inverter modeling. The tool provides steady-state results with comparable accuracy to standard time domain methods and achieves a factor of thousand reductions in time when simulating a large number of operating points. Especially, the impact of temperature-dependent device losses has been considered to ensure the simulation precision. Next, a vehicle-level modeling is developed to evaluate the impact of the inverter efficiency on the endurance mileage increase of vehicles. It is found that, by applying Silicon–Carbide devices, the energy consumption of the inverter can be greatly reduced by 3/4 under WLTC (World light light-duty vehicle test cycle) profile. It can be transformed into a mileage endurance increase of 3–5%. The impact of the drive cycle profile and the vehicle’s drag coefficient on the endurance mileage are evaluated as well. In addition, an economic/cost model is developed for selecting the “optimal” chip paralleling number for Silicon–Carbide power modules. Interestingly, the results indicate that this number should be slightly overdesigned to achieve the most cost saving from the system point of view.

The necessity of using two-stage (multicyclone–partition) inlet air filters for engines of motor vehicles operated in dusty air conditions is demonstrated. Due to the lack of information in the literature on the description of the air filtration process in the two-stage system (multicyclone–partition), its experimental tests were performed. Due to the high cost of testing the original two-stage air filter, the original test methodology of testing a single cyclone and a paper filter with an appropriately sized surface was used. When testing the assembly (cyclone–paper filter), conditions similar to the actual operating conditions of a two-stage air filter were used, including the filtration speed in the paper filter, the dust concentration in the inlet air, and the cyclone inlet speed. The characteristics of various filter baffles with appropriately sized surface area operating in three filter assemblies, the “cyclone–test filter”, and without a cyclone were determined depending on the mass of dust supplied to the assembly or directly to the filter. Experimental tests showed the existence of an initial (short) filtration period, which was characterized by low values of filtration efficiency well below the required level of 99.9%. This phenomenon occurred regardless of whether the paper filter was operated directly after the cyclone or without the cyclone. However, with the mass of dust delivered to the filter, the efficiency and precision increase and in a short time achieve the required values, which are maintained for the rest of the filter’s operation. The air behind the paper filter contained dust grains of 10–25 µm with the required 2–5 µm. The increase in the pressure drop was lower for the paper filter operating in an assembly (cyclone–paper filter). Therefore, the operating time of the unit (cyclone–paper filter) to reach the permissible flow resistance value was four times longer than that of the paper filter, as could be demonstrated.

European-sold vehicles of the Volkswagen Audi Group (VAG) have an accessible Event Data Recorder (EDR) since 2018. One of the most important data elements for accident reconstruction is “Speed, Vehicle Indicated”: a series of 11 samples of the driving speed over a 5 s pre-crash time period. The research identifies the specific source of the data element and its offset. We found that the EDR-recorded values originate from specific CAN transmissions by the instrument panel. Having identified the data source allowed us to efficiently investigate the properties of that data source, without having to invoke activation the Event Data Recorder. In that manner we assessed for our case vehicle – a Volkswagen Golf R of model year 2019 – that the recorded speed relates to the average of the wheel speeds of both front wheels, and has a 5% offset to real speed. Knowing that the EDR uses data transmissions from the instrument panel, we consider manipulation of the instrument panel as a possible source for error. Our case vehicle was fitted with a so-called “mileage blocker” that affects the rate at which the odometer reading increases. We unveiled the operation of the device and concluded that it doesn’t affect the EDR-recorded speed values. •We identified the source of “speed” in Event Data Recordings (EDR) of two Volkswagens.•The source is a CAN-message “KBI_angez_Geschw” (id: 0x30B) from the instrument panel.•“KBI_angez_Geschw” includes speedometer offset and is affected by wheel slip.•The vehicles have an accurate ground speed signal as well: “VehicleSpeed” (id: 0x11E).•The Volkswagen EDR does not record “VehicleSpeed”.