A Study on Estimating Mechanical Properties of Solid State Electrolyte Using Machine Learning & Finite Element Analysis

Developing durable and highly active low-Pt electrocatalysts for oxygen reduction reaction (ORR) in acidic media is necessary for highly effective polymer electrolyte membrane fuel cells (PEMFCs). Intermetallic structure is thermodynamically more stable than random alloy metal compounds. In oxygen reduction reaction (ORR), Pt3Ni1 with (111) facet is to be the most effective electrocatalyst for ORR. Therefore, to develop a highly efficienct electrocatalyst for oxygen reduction reaction (ORR) in effective polymer electrolyte membrane fuel cell (PEMFC), an ordered PtNi/C intermetallic alloy on a carbon black support has been designed. To enhance ORR performance and reduce Pt usage, a Pt-transition metal alloy catalyst has been developed. Alloying Pt with a second metal on a carbon support material can improve activity due to the change in lattice parameter and the electronic effect. According to the d-band theory, the downshift effect of the d-band induced by the upshift of the fermi level is predicted to improve ORR activity by weakening the binding energy. In case of alloying Pt and Ni, it can be predicted that the difference in electronegativity between Pt and Ni will induce a fermi level shift, resulting in a d-band center shift effect, which can enhance ORR activity. Compared to random alloy structured electrocatalysts, intermetallic structures of ordered PtNi were more thermodynamically stable. Moreover, intermetallic structure stabilizes the alloy, improving the durability of metal components against chemical corrosion in acidic media, such as HClO4 or H2SO4. Therefore, to improve catalyst’s durability, heat treatment was used to align the structure, making it structurally stable and reducing Pt-Pt distance. Heat treatment screening was carried out between 500℃ and 800℃ using a thermal shock method to minimize particle size growth. X-ray diffraction (XRD), X-ray photoelectron spectroscopy (XPS), and rotating disc electrode (RDE) were used to investigate the compositional difference and crystallinity of the intermetallic structure, electrochemical ORR activity and durability between disordered PtNi/C (d-PtNi/C) and ordered PtNi/C (o-PtNi/C). The electronic effect of the three Nicore@Ptshell models, namely ordered Nicore@Ptshell (o-PtNi), disordered Nicore@Ptshell (d-PtNi), and pure Pt147 (pure Pt), was estimated through density functional theory (DFT). The d-band theory and Bader charge analysis were used to estimate ORR activity and charge transfer, respectively. Additionally, the durability in acidic media of each model was estimated through dissolution potential calculations (Udiss). This work has supported by the National Research Foundation of Korea (NRF) grant funded by the Ministry of Science and ICT in Republic of Korea (MSIT) (NRF-2022R1A2C2093090). This work was supported by the Technology Innovation Program (20019175) funded by the Ministry of Trade, Industry & Energy (MOTIE, Korea). This research was supported by the Ministry of Trade, Industry, and Energy (MOTIE), Korea, under “Digital manufacturing platform" (No. P0022331) supervised by the Korea Institute for Advancement of Technology (KIAT).

국토교통부와 산업통상부는 2019년 9월 “신개념 항공교통수단으로 활용될 미래형 ‘개인용 비행체(PAV: Personal Air Vehicle)’의 개발 및 교통산업 활성화를 위한 민관 합동 발전전략협의체(이하 ‘협의체’라 한다)를 구축 운영한다.”고 밝힌바 있다. 이 협의체는 항공, 자동차, 배터리, 전기 전자, 교통서비스, 정비 인프라 등 다양한 분야의 산업전문가, 학자 및 연구자가 ‘개인용 비행체(PAV)’ 산업 발전을 위해 공동의 노력을 기울임과 동시에 향후 핵심기술의 개발 및 국제공동개발 지원, 산업 생태계 조성 및 전문인력 양성, 성능 및 품질 향상지원 및 국제표준, 민군 협력 등 ‘개인용 비행체(PAV)’의 보급 등 관련 서비스산업 등의 활성화 방안에 대한 검토를 수행하게 된다. 현대자동차는 2020년 1월 7일 개최된 ‘국제전자제품박람회2020(CES 2020: Consumer Electronics Show 2020)’에서 ‘개인용 비행체(PAV)’의 컨셉트 모델 ‘S-A1’을 공개하면서, 이와 함께 현대자동차가 구상하는 ‘도심항공모빌리티(UAM: Urban Air Mobility)’ 체계를 함께 공개한 바 있다. ‘도심항공모빌리티(UAM)’은 ‘개인용 비행체(PAV)’를 이용하여 이용자들이 도심지 내에서 지상의 교통정체에서 자유롭게 이동할 수 있도록 하고, ‘모빌리티 환승거점(HUB)’를 기반으로 착륙 이후에는 도심지내 주요 시설로 바로 이동할 수 있는 미래 모빌리티 생태계를 구축하고 2028년 그 상용화를 목표로 하고 있다. 이와 같이 정부(국토교통부, 산업통상자원부)나 기업(현대자동차 등)에서 발표한 전략을 살펴보면 미래의 도심지내 교통수단은 지상에는 ‘자율주행자동차’가 달리고, 공중에는 ‘개인용 비행체(PAV)’가 날아다니는 모습을 향후 10년 이내에 현실화될 것이 기대된다 할 것이다. 다만, ‘도심항공모빌리티(UAM)’ 체계가 ‘개인용 비행체(PAV)’를 기반으로 한다는 점에서 항공, 전자, 전기, 통신, 정비 등 관련 기술이나 환승거점(HUB) 등과 같은 시설의 구축이 매우 중요하다 할 것이지만, 최우선시 되어야 하는 것은 이러한 ‘개인용 비행체(PAV)’가 자유롭게 이동할 수 있는 공간을 어떻게 확보할 것인지에 대한 검토라 할 것이다. ‘자율주행자동차’의 경우에는 기존 도로 위에서 이동하면 될 것이지만 ‘개인용 비행체(PAV)’는 지상이 아닌 공중을 비행한다는 점에서 기존 도로의 이용이 어렵기 때문이다. 만약 이 에 대한 부분이 우선 해결되지 못한다면 향후 ‘도심항공모빌리티(UAM)’ 체계의 상용화는 어려울 것이다. 이에 본 논문은 ‘도심항공모빌리티(UAM)’ 체계의 구축 및 그 상용화를 위한 핵심장치인 ‘개인용 비행체(PAV)’의 상용화를 위해 구축되어야 할 시설 및 도심지내 그 이동 공간 에 대한 검토를 통해 ‘개인용 비행체(PAV)’의 도심지내 운영에 관한 법적쟁점을 제시하고 그 개선방안에 관한 법적 검토를 수행하고자 한다.The Ministry of Land, Infrastructure and Transport and the Ministry of Industry and Trade said in September 2019 that they are going to establish and to operate ‘a Joint Government-Private Development Strategy Consultative Body’ for developing the future model of ‘Private Air Vehicle’ and for revitalizing the transportation industry, a new concept of air transport. The consultative body will promote joint efforts by industry experts, scholars and researchers in various fields, including aviation, automotive, battery, electric and electronic, transportation services, maintenance and infrastructure, while also promoting review of personal aviation (PAV) services such as development of core technologies and international joint development support for industrial ecosystems, support for improvement of performance and quality, and cooperation among civil forces. Hyundai Motor Co., Ltd. unveiled the concept model ‘S-A1’ of the ‘Private Air Vehicle (PAV)’ at the ‘CES 2020 Consumer Electronics Show 2020’ held on January 7, 2020, along with the unveiling of Hyundai Motor s ‘UAM: Urban Air Mobility’ system. Using ‘Private Air Mobility (UAM)’, ‘Private Airplane Mobility (PAV)’ aims to establish a future mobility ecosystem that allows users to move freely from ground-to-ground traffic jams within urban centers and directly to major facilities in urban areas after landing on the basis of ‘Mobility Transfer Point (HUB)’. If we look at the strategies announced by the government (the Ministry of Land, Transport, Trade, Industry and Energy) and companies (the Ministry of Trade, Industry and Energy) and Hyundai Motor (Hyundai Motor), we will expect that the future transportation in the city will be a self-driving car on the ground and a personal airplane (PAV) flying in the air within the next 10 years. However, the implementation of related technologies, such as aviation, electronics, electricity, communications, maintenance, and other facilities such as transit points(HUB) will be critical in that the ‘UAM’ system is based on ‘Personal Air Mobility’(PAV), but the top priority should be to review how to ensure that these Private Flights (PAVs) can move freely. In the case of self-driving cars, they can move on existing roads, but the use of existing roads is difficult in that ‘PAVs’ fly in the air, not on the ground. If this is not resolved in advance, the commercialization of the ‘urban air mobility’ system will be difficult in the future. Therefore, this paper focuses on the legal issues concerning the operation of ‘Private Air Vehicle (PAV)’ in city areas through a review of the facilities to be built for the commercialization of ‘Private Air Mobility(UAM)’ system and its moving space in urban areas, and intends to conduct a legal review of the improvement measures.

Printed carbon heater is one of most attractive alternatives to copper wire seat heater because of its uniform heat generation and trouble-free operation regardless of partial damage. Its superior characteristics such as low power consumption and rapid response induced a lot of research on carbon materials and its thermal performance. However, in contrast to the commercialization potential, application field related researches are not active yet. To apply a printed heater in a car seat, suitable elasticity is required without loss of thermal performance. Therefore, it needs to study on the correlation between deformation and electrical and structural characteristics.In this study, we investigated relationship between elastic deformation and characteristics of carbon heater. Carbon heaters used in this study were screen printed on flexible polymer substrates of different elastic modulus. The carbon paste used to print the heater was made of graphite and amide functionalized MwCNT blended with polyester resin. The change of microstructure, electrical characteristics, and adhesion stability were analyzed in connection with the heater performance while increasing the deformation up to the elastic limit. Based on the analysis, we will discuss on critical factors determining the performance of flexible carbon heater under elastic deformation. This research was financially supported by the Ministry of Trade, Industry and Energy (MOTIE) and Korea Institute for Advancement of Technology (KIAT) through the Promoting Regional Specialized Industry

In recent years, a-In-Ga-Zn-O thin film transistor has gained wide attention due to their good uniformity, high field-effect mobility and low cost process.[1-2] Although a -IGZO TFT has high device performance, it is certainly necessary to obtain the device stability under high temperature-relative humidity. The improvement of device stability under external environments is considered to be an important subject for the development of a-IGZO TFTs.To improve the a-IGZO TFTs characteristic and stability, the double active layer with a-IGZO/a-SIGZO was invested. The TFTs have an inverted staggered bottom gate structure with a channel width (W) of 500 µm and a channel length (L) of 50 µm. A 60 nm thick double active layer is grown by sputtering at room temperature, which contains 40 nm thick front-channel of a-IGZO and 20 nm thick back-channel with a-SIGZO by using cosputtering a-IGZO target and SiOx target at room temperature. Si concentration is changed with the rf power which split into 30, 40, 50, and 60 W.Figure 1 shows the transfer curves of the TFTs with various Si concentrations in a-SIGZO channel layer. As increasing Si concentration in back-channel, the IDS is lowered and the Vth shifted in the negative direction. The electrical properties reveal that Si is acting as a carrier suppressor due to reducing VO in the a-IGZO system. The bonding-strengths of silicon (775KJ/mol) is higher than those of zinc (385KJ/mol), and indium (<470KJ/mol).[3] Figure 2(a) shows that the Vth of the conventional a-IGZO TFT was negatively shifted from 26.7 to 21.4 V. The H2O molecules was adsorbed on the a-IGZO from the high humidity conditions lead to the decrease of the Vth . It may be attributed by the increase of carrier density in the a-IGZO bulk-channel due to the role of H2O molecules as donor. Compared to the conventional a-IGZO TFT, there are almost no difference on the Vth value between as-deposited sample and that of after 15 days, as shown in Fig. 2(b). The maximum and minimum of Vth are 30.7 and 29.6 V, respectively. It is reasonable that Si-metal cation suppress the formation of VO during the stability test. Additionally, SiO2 distributed on the a-IGZO surface reduce H2O adsorption site on a-IGZO back-channel surface.[4] As a result, the TFTs with a Si-doped a-IGZO back-channel improve the electrical stability under temperature and relative humidity stressesIn our presentation, we will review the mechanism why the co-deposition of SiOx enhance the stability of a-IGZO TFT by analyzing the standard electric potential (SEP) and bonding strengths of Si.* This work was financially supported by the Industrial Strategic Technology Development Program (10039191, The Next Generation MLC PRAM, 3D ReRAM, Device, Materials and Micro Fabrication Technology Development) funded by the Ministry of Trade, Industry and Energy (MOTIE), Korea. Reference [1] K. Nomura, H. Ohta, A. Takagi, T. Kamiya, M. Hirano and H. Hosono: Nature 432 (2004) 488.[2] M. K. Ryu, S. H. Yang, S. H. Park, C. S. Hwang: Appl. Phys. Lett. 95 (2009) 0173508.[3] J. K. Jeong, H. W. Yang, J. H. Jeong, Y. G. Mo, and H. D. Kim: Appl. Phys. Lett. 93 (2008) 123508.[4] S. H. Yang, K. H. Ji, U. K. Kim, C. S. Hwang, S. H. K. Park, C. S. Hwang, J. Jang, and J. K. Jeong: Appl. Phys. Lett. 99 (2011) 102103.Fig. 1. (a) The representative transfer characteristics of various sputtering powers of TFTs and (b) extracted subthreshold swing (S.S.), mobility and threshold voltage with various Si concentrations.Fig. 2. Evolution of the transfer characteristics for (a) conventional a-IGZO TFT, (b) a-SIGZO / a-IGZO TFT, and (c) variation in Vth for different active layered TFTs as a function of high temperature and relative humidity exposure.

Background. A stent is a cylindrical medical device used to normalize the flow of blood or body fluids, such as blood vessels, gastrointestinal tract, and bile duct, by inserting it into a narrowed or blocked area under image fluoroscopy without performing a surgical operation when the flow is not smooth. In particular, stents applied to blood vessels are divided into stents for coronary arteries, stents for blood vessels, stents for blood vessels in the brain, stents for iliac arteries, and stents made of absorbent materials. It is used to improve blood flow.Coronary artery disease refers to a lesion in which blood flow to the myocardium is impaired due to stenosis of the coronary arteries due to atherosclerosis. Atherosclerotic coronary artery disease has long been known as the most common cause of death in the West. Although it has not yet occurred frequently in the East, including Korea, it is reported that coronary artery disease is on the rise with the recent change in eating habits. Coronary artery disease is clinically manifested in one of three aspects: angina pectoris, myocardial infarction, and sudden death. Double myocardial infarction is usually caused by sudden thrombus in a coronary artery with atherosclerotic stenosis, resulting in complete blockage of myocardial blood flow. Myocardial infarction, which was supplied by blood vessels from blocked blood vessels, leads to necrosis. In order to improve blood flow in blood vessels blocked from blood supply due to myocardial infarction, stenting is in the spotlight along with surgical methods. Among the causes of blocking the flow of blood vessels, thrombus is seen as the main cause, so the frequency of using vascular stents with suppressed thrombus formation is increasing.Results. A coronary stent is a medical device used to improve blood flow by expanding a coronary artery narrowed by the formation of a thrombus, and is an intermediary procedure that minimizes side effects through surgery. Among the causes of blocking the flow of blood vessels, thrombus fish are seen as the main cause, so the frequency of using vascular stents with suppressed thrombus formation is increasing. S&amp;G Biotech Research Institute is developing a self-expanding Nitinol stent graft that can ensure patency while suppressing the formation of blood clots. The graft material used here is a material that hardly decomposes in bodily fluids such as blood by using a thermoplastic polyurethane material, and is loaded with an antithrombotic agent. Our research team produced a stent graft by spinning the TPU graft onto the self-expanding Nitinol stent skeleton with an electrospinning device, and confirmed its safety and effectiveness by conducting a biological safety evaluation and animal testing. In addition to the vascular stent for the coronary artery for the treatment of coronary artery disease, the frequency of application of the aortic vascular stent graft for the treatment of aortic vascular disease is also increasing. The aortic vascular stent graft is a stent composed of a metal stent skeleton and a graft and suture made of a biocompatible polymer material and is used for aortic dissection and aneurysm treatment.Conclusion. After blood vessel extraction, the surface of the inserted stent and the inside of the blood vessel were checked, and the result was grade 0 (no thrombus observed). No other peculiarities were identified inside the blood vessels. As a result of checking the H&amp;E results of 3 parts (distal part, middle part, and proximal part) of each blood vessel, in the stent group. Neointimal proliferation was not confirmed.Funding: This research was financially supported by the Ministry of Trade, Industry and Energy (MOTIE) and Korea Institute for Advancement of Technology (KIAT) through the International Cooperative R&amp;D program (Project No. P0016047).

This research was supported by the Industrial Strategic technology development program (No.10052965) funded by the Ministry of Trade, Industry and Energy (MOTIE), KOREA and was supported by a grant(14SCIP-B079344-01) from Smart Civil Infrastructure Research Program funded by Ministry of Land, Infrastructure and Transport(MOLIT) of Korea government and Korea Agency for Infrastructure Technology Advancement(KAIA)

Since SME (Small and Medium Enterprise) sector accounts for about 85% of Korean employment, creating jobs through SMEs is an important task. The growth of SMEs leads to the revitalization of the national economy by creating jobs and income in the local area. Therefore, it is important for government and related public institutions to support SMEs, which play an important role in the national economy, to build a competitive economy.BR The purpose of this study is to evaluate the effectiveness of the support program for the SMEs in the local area, especially in Busan. Therefore, we analyze the performance of companies and compared effectiveness between the beneficiaries in MOTIE (Ministry of trade, industry and energy) (Group A), TechnoPark (Group B) and other regional public institutions (Group C) and non-beneficiaries(comparison group, Group D). The results were represented by the average rate of sales growth rate and the average rate of employment growth according to the company size, the establishment of company research institutes, the average number of patents, the designation of venture company, the presence of Innobiz (Innovation Business) certification, and the number of R &D employee. The average sales growth rate and the average employment growth rate, which are the main indicators of the results of the validity analysis, as follows. As a result, the average sales growth rate of beneficiaries is 80.04%, which is higher than theBRaverage of non- beneficiaries - 26.2%. And the support effect of TechnoPark (Group B) is the highest, and the support effect of other regional public institutions is next. On the other hand, it is shown that dependency of the average employment growth rate on the company size is significant, and that the average employment number of both beneficiaries and non-beneficiaries increases, but the significance level is not significantly different at the 5%. Therefore, it is shown that the relationship of key indicators that improve the efficiency in the beneficiaries by the government support lead directly to the improvement of the performance of sales and employment.

In this paper we present an experimental study exploiting structural Bayesian adaptation for handling potential mismatches between training and test conditions for real-world applications to be realized in our multilingual very large vocabulary speech recognition (VLVSR) system project sponsored by MOTIE (The Ministry of Trade, Industry and Energy), Republic of Korea. The goal of the project is to construct a national-wide VLVSR cloud service platform for mobile applications. Besides system architecture design issues, at such a large scale, performance robustness problems, caused by mismatches in speakers, tasks, environments, and domains, etc., need to be taken into account very carefully as well. We decide to adopt adaptation, especially the structural MAP, techniques to reduce system accuracy degradation caused by these mismatches. Being part of an ongoing project, we describe how structural MAP approaches can be used for adaptation of both acoustic and language models for our VLVSR systems, and provide convincing experimental results to demonstrate how adaptation can be utilized to bridge the performance gap between the current state-of-the-art and deployable VLVSR systems.

A comparative life cycle assessment (LCA) on two types of phthalate plasticizer, DOP( Di-Octyl Phthalate or DEHP (Di-Ethyl Phthalate)) and DINP (Di-Isononyl Phthalate), is conducted in this study. The reference flow is defined as DOP(0.346 kg) and DINP(0.360 kg), the amount of required to produce PVC 1kg, respectively. The life cycle impact assessment is carried out for 6 impact categories such as POCP (Photochemical Oxidant Cretion Potential), ADP (Aboitic resource Depletion Potential), AP (Acidification Potential), EP (Eutrophication Potential), GWP (Global Warming Potential) and ODP (Ozone Depletion Potential). Then, the characterization results (indicator profile) are normalized by using the normalization references developed by the Ministry of Trade, Industry and Energy (MOTIE). The normalization results show that both DOP and DINP have relatively significant effect of ADP and GWP when the normalized value of DINP are slightly larger than these of DOP. On the other hand, DOP shows larger impacts than DINP for POCP, EP and ODP by 176.9%, 109.9%, 219.4%, respectively.

[This corrects the article DOI: 10.3389/fmolb.2020.610533.].

The spoke type permanent magnet synchronous motor (PMSM), which is a general ferrite magnetic flux concentrated motor, has a low portion of reluctance torque at the total torque magnitude. Therefore, as a way to increase the reluctance torque, there is a double-layer spoke type PMSM that can maximize the difference in inductance between the d-axis and the q-axis. However, in the double-layer spoke type PMSM, cogging torque, torque ripple, and total harmonic distortion (THD) increase as reluctance torque is maximized, which is the main cause of vibration and noise. In this paper, a method is proposed that provides the same effect as skew without dividing stages of the permanent magnet by dividing the core of the rotor into two types so that it is easy to manufacture according to the number of stages unlike extant skew methods. Based on the method, the reduction of cogging torque and THD was verified by Finite Element Analysis (FEA).1. IntroductionThe general interior permanent magnet synchronous motor (IPMSM) uses NdFeB magnets to take advantage of the high airgap magnetic flux density. However, it had an adverse impact on cost of the motor because there are fluctuation of the cost from limited sources of heavy rare earth. Therefore, for stable supply of permanent magnets, a lot of development of a spoke type permanent magnet synchronous motor (PMSM), which is a structure capable of concentrating magnetic flux by using a ferrite magnet having a low magnetic flux density, has been conducting. The spoke type PMSM concentrates the magnetic flux density and can replace the NdFeB magnet used in the extant PMSM with a ferrite magnet.However, in general spoke type PMSM, the portion of reluctance torque is low because the difference in inductance between the d-axis and the q-axis is not large. In order to further utilize this reluctance torque, a double-layer spoke type shape that can maximize the difference in inductance between the d-axis and the q-axis can be used to bigger reluctance torque to improve motor performance.However, increasing the reluctance torque increases cogging torque, torque ripple, and total harmonic distortion (THD), which in turn leads to vibration and noise problems. Therefore, the double-layer spoke type PMSM needs a design that can reduce cogging torque and THD. As a representative method, it can be solved by applying skew to the rotor, but the conventional method of applying skew is not a good method in terms of productivity because it is difficult to manufacture because it divides the stages of the permanent magnet. For ameliorate of the limitation, the shape of the rotor core is divided and cross-stacked into stack1 and stack2 so that the permanent magnet can be inserted in one shape as the conventional shape.Therefore, the shape of the rotor core is divided into stack1 and stack2 so that the permanent magnet can be inserted in one shape as before and cross-stacked. The stack1 cuts the left part fixing the permanent magnet, and the stack2 cuts the right part fixing the permanent magnet to apply the same effect as skew. In this paper, this is expressed as a core skew, and through this core skew, the design to reduce cogging torque, torque ripple, and THD is conducted while considering productivity.2. Concept of Core SkewThe core skew represents the stacking of only cores of opposite shapes when stacking the rotor cores of the motor. The contents of the basic theory are as follows.Fig. 1 shows stack No. 1 and stack No. 2, respectively. Due to the shape of the rotor core, the phases of the airgap magnetic flux density of stack No.1 and stack No.2 are shifted, and when the two stacks are synthesized due to the phase of the shifted airgap magnetic flux density. As shown in Fig. 2, the cogging torque decreases.Also Fig. 1 shows the shape of applying core skew to the conventional model by intersecting and stacking stack No. 1 and stack No. 2 .Through this core skew structure, research to reduce cogging torque, torque ripple, and THD is conducted. Most of the original skew research is conducted in 3D FEA, but since 3D FEA requires a lot of time, first calculate the optimal model using 2D FEA and then proceed with 3D FEA according to the number of steps considering 3D effect. The final result will be revealed on full paper.AcknowledgmentThis work was supported by the Technology Innovation Program (No. 20011495) funded By the Ministry of Trade, Industry & Energy(MOTIE, Korea), in part by the National Research Foundation of Korea (NRF) Grant funded by the Korean government. (No. 2020R1A2C1013724). **

Eco-driving is a key strategy for reducing energy consumption and emissions in electric vehicles (EVs) and internal combustion engine (ICE) vehicles. However, research gaps remain regarding its effectiveness across different driving environments, vehicle types, transmission systems, and contexts. This research evaluates eco-driving efficiency in urban and interurban settings, comparing small (Caceres) and large (Madrid) cities and assessing EVs ICE with direct, manual, and automatic transmissions. The authors conducted a large-scale driving experiment in Spain, with over 500 test runs across different road types. Results in the large city show that eco-driving reduces energy consumption by 30.4% in EVs on urban roads, benefiting from regenerative braking, compared to 10.75% in manual ICE vehicles. Automatic ICE vehicles also performed well, with 29.55% savings in local streets. In interurban settings, manual ICE vehicles achieved the highest savings (20.31%), while EVs showed more minor improvements (11.79%) due to already optimized efficiency at steady speeds. The small city showed higher savings due to smoother traffic flow, while single-speed transmissions in EVs enhanced efficiency across conditions. These findings provide valuable insights for optimizing eco-driving strategies and vehicle design. Future research should explore AI-driven eco-driving applications and real-time optimization to improve sustainable mobility.

Globally, with the rapid growth of the population, the use of cars is also increasing. Although there is an increase in the use of electric vehicles, the vast majority of the vehicles used are internal combustion engine vehicles. Fossil fuel vehicles have disadvantages such as damaging the environment due to their high emission values, using non-renewable energy sources as fuel, high maintenance costs, and complex vehicle structures. Electric vehicles have many advantages such as being sensitive to the environment with a near-zero emission value, simple structures, low maintenance costs, and the use of renewable energy sources as fuel. Today, the reserve ratios of fossil fuels are rapidly depleting. Consumers tend to buy electric vehicles because of the environmental damage caused by fossil fuel vehicles due to the high emissions they emit, and because of the danger of depletion of non-renewable energy sources. The purchase of electric vehicles from the factory is difficult due to the few product varieties and the high prices in the market. It is possible for consumers to have electric vehicles with the features, colors, and models they want at much more affordable prices, by converting internal combustion engine vehicles to electric vehicles. Each country has its own regulations for the conversion process. Transformation operations in our country are carried out in accordance with the Regulations of the Ministry of Science, Industry, and Technology. There are ready-made conversion kits of different brands on the market that contain the components necessary for the conversion of internal combustion engine vehicles to electric vehicles. In this study, the advantages and disadvantages of internal combustion engine vehicles and electric vehicles, why conversion is necessary, and how conversion should be carried out will be discussed. Thanks to the conversion to an internal combustion engine, there will be a decrease in the emission of harmful gases to the environment, an economic contribution will be made to the country, and consumers will be able to have the vehicle they want at affordable prices.

The environmental impact of electric vehicles: A novel life cycle-based evaluation framework and its applications to multi-country scenarios

Author(s): Muehlegger, Erich; Rapson, David | Abstract: This research project explores the plug-in electric vehicle (PEV) market, including both Battery Electric Vehicles (BEVs) and Plug-in Hybrid Electric Vehicles (PHEVs), and the sociodemographic characteristics of purchasing households. The authors use detailed micro-level data on PEV purchase records to answer two primary research questions. Their results confirm that low-income households exhibit a lower share of PEV purchases than they do for conventional, internal combustion engine (ICE) vehicles. Households with annual income less than $50,000 comprise 33 percent of ICE purchases and only 14 percent of PEVS. By comparison, high-income households earning more than $150,000 annually comprise only 12 percent of ICE purchases and 35 percent of PEV purchases over their sample period. Similarly, unsurprising patterns can be seen across ethnicities. For example, non-Hispanic Whites represent 41 percent of ICE purchases but 55 percent of PEV purchases, as compared to Hispanics (38 percent of ICE and 10 percent of PEVs) and African Americans (3 percent of ICEs and 2 percent of PEVS). These differences naturally raise questions about barriers to PEV adoption among low-income and minority ethnic populations. By comparing outcomes in the ICE, hybrid, and PEV markets across income and ethnic groups, the authors are able to test whether price discrimination and barriers to market access are higher in PEV markets for low-income and minority ethnic groups. The authors find that, overall, they are not, although there are mixed results for the used PEV market. In general, non-white, low-income populations face higher prices in the used PEV market, relative to a baseline, than they do in the new PEV market. While some people travel farther to buy used PEVs than they do to buy used ICE vehicles, there is not a pattern that would indicate systematic discrimination (e.g. Hispanics travel farther to buy used PHEVs but less far to buy used BEVs). While the authors admit that their empirical approach cannot control for all potential vehicle composition effects, the authors view their results as being most consistent with a market that provides access to all ethnicities and income groups.View the NCST Project Webpage