The purpose of this article is to present the results of research on the impact of selected autonomous vehicle features on the muscle tone levels of drivers with disabilities. The study utilized a quantitative approach, measuring muscle tone levels using electromyography while using adaptive devices in city traffic. The study results showed that in able-bodied drivers, the use of assistance features such as adaptive cruise control and lane keeping assist led to an average reduction in muscle tone of 12 percentage points. Simultaneously, an increase in muscle tone was noted in specific muscle groups: by 10 percentage points in the right hand (accelerator and brake pedal) and by 13 percentage points in the left hand (steering wheel). For drivers with paraplegia, the use of assistance features resulted in an average increase in muscle tone of 4 percentage points, with corresponding values of 7 percentage points for the right hand and 1 percentage point for the left hand. The authors recommend the introduction of intelligent driver assistance systems as standard equipment in passenger cars. The data obtained may be of significant importance for determining new directions of research, emphasizing the need to use electromyography in the context of diagnosing drivers with disabilities.
This research investigates the influence of hydrogen and oxygen (HHO) gas on the ecological and energy efficiency characteristics of a spark ignition (SI) engine, employing a range of fuel blends, such as gasoline-bioethanol blends (E10 and E70). A systematic exploration was undertaken at a steady velocity of 2000 rpm and a throttle opening of 15%, spanning a broad range of excess-air ratios (lambda = 1.0-1.4) and variations in ignition timing (IT), with the aim of assessing the impact of HHO on brake thermal efficiency (BTE), fuel economy, and emissions. The HHO gas blend, produced by water electrolysis, was supplied at 3.7 L min(-1), corresponding to a hydrogen delivery rate of 0.0133 kg h(-1) and a hydrogen fraction of about 1/400 by volume in the inducted air charge. The HHO stream was introduced downstream of the throttle into the intake-manifold plenum and oriented approximately 90 degrees to the main intake flow direction to promote rapid turbulent mixing and avoid localized stratification. Polynomial regression models were developed to describe the dependence of BTE and normalized pollutant emissions (CO/BTE, CO2/BTE, HC/BTE and NOx/BTE) on IT for each fuel blend and lambda value, yielding high coefficients of determination (R-2 up to 0.98) and statistically significant fits (p < 0.001). At lambda = 1.3, regression-based optimization shows that HHO addition shifts the BTE-optimal ignition timing by approximately 1.4-1.6 degrees CA toward earlier phasing for both E10 and E70 fuels, while maintaining comparable or slightly improved brake thermal efficiency and simultaneously reducing CO and HC emissions on a brake-specific basis. The results demonstrate that, under lean blend conditions (lambda >= 1.2), the incorporation of HHO consistently shifts the optimal IT to slightly lower advance values and enhances BTE compared with operation without HHO. Under the investigated operating conditions, the combined application of ignition timing optimization and HHO supplementation increased the brake thermal efficiency by up to 17% compared to the baseline gasoline operation. At the same time, the use of HHO reduces CO and HC emissions per unit brake energy and lowers the CO2/BTE ratio, indicating more efficient utilization of the fuel chemical energy. The combination of ethanol-rich E70 gasoline and HHO gas demonstrated an optimal balance between elevated brake thermal efficiency and minimized emissions of carbon monoxide, hydrocarbons, and carbon dioxide during lean-burn operation, thereby affirming its viability as a sustainable approach to enhance engine performance while mitigating environmental repercussions. The amalgamation of real-time emission analysis with programmable control systems afforded a dependable and precise evaluation of combustion dynamics, thereby clarifying the significance of HHO gas as a beneficial and ecologically sustainable adjunct for internal combustion engines.
The rapid development of electromobility increases the need for fast, accessible and robust charging stations devoted to EVs (electric vehicles). Planning a network of such stations poses new challenges—amongst others, a power supply that may power such chargers. One major concept is to utilise wind energy as a power source. The paper analyses meteorological data gathered since 2001 in several stations across Poland to achieve quantitative indexes, which summarise (a) wind power density (WPD) as a metric of energy amount, (b) long-term (multiannual) time trends of amount of energy, (c) short-term stability (and thus predictability) of the wind power. The indexes that cover the abovementioned factors allow the authors to answer the research questions, where the local wind conditions allow the authors to consider the integration of a wind powerplant and a network of EV chargers. Additionally, we investigated locations where the amount of available energy is sufficient, but the variability of wind power impedes its practical exploitation. In such cases, the power system may be extended by an energy storage system that acts as a buffer, smoothing power fluctuations and thereby improving the robustness and reliability of downstream charging systems.
Reducing CO2 emissions from road transport remains a key challenge for climate policy. This article compares specific CO2 emissions (mg/rev) in real-world urban driving conditions for a vehicle fuelled with E10 gasoline and LPG. The tests were conducted using the RDE method in Vilnius, Lithuania, using a portable exhaust gas analyser and OBD2 data. Emissions were analysed as a function of engine load and speed to standardise the comparison, using interpolated emission maps and engine operating probability distributions. The results indicate that the LPG-powered vehicle emitted an average of 8.4
The rapid introduction of Advanced Driver Assistance Systems (ADAS) poses a unique challenge for older drivers, who often face barriers in adopting these technologies. This study evaluates the effectiveness of a practical, simulator-based training concept designed specifically for drivers aged 50+. The empirical analysis of a research group of 25 people focused on verifying four research hypotheses regarding the suitability of the simulator, trust calibration, user awareness, and training utility. The results confirmed that the high-fidelity simulator is an appropriate training environment for this demographic; analysis of the Revised Simulator Sickness Questionnaire (RSSQ) revealed a statistically significant reduction in symptoms during the adaptation process, validating the physical feasibility of the training (H1). The intervention led to a measurable increase in trust towards ADAS, with a strong effect size, confirming positive behavioral adaptation (H2). Furthermore, participants demonstrated raised awareness of system benefits, primarily identifying enhanced safety and speed control (H3). The proposed training model achieved high internal consistency and received positive subjective usability ratings (H4). These findings support the deployment of simulatorbased practical training as an effective tool for preventing digital exclusion among older drivers. Key words: driver training; ADAS; simulation sickness; older drivers; trust calibration.
