Browse Topic: Share transport

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Seeking Lift Share: Design Tradeoffs for a Winged Single Main Rotor HelicopterF-0078-2022-175475/10/2022
ABSTRACT
Glover, Emily, Padthe,  Ashwani, Lopez, Mark, Berger,  Tom, Tobias,  Eric
Mobility Data Sharing AssessmentMDC000032021088/30/2021
The Mobility Data Collaborative and the Future of Privacy Forum (FPF) collaboratively developed a practical set of resources for organizations to ensure appropriate legal and policy review of mobility data sharing initiatives, as well as assess the fairness of these initiatives. Collectively, these resources make up the Mobility Data Sharing Assessment (MDSA): A Tool that provides a practical, customizable, and open-source assessment for organizations to conduct a self-assessment, An Infographic that provides a visual overview of the MDSA process, An Operator’s Manual that provides detailed instructions, guidance, and additional resources to assist organizations as they complete the Tool. The MDSA is designed to be a flexible and scalable process and to support transparent and accountable decision-making about how and when to share mobility data between organizations. This initial MDSA is intended for any organization or group that wants to share or receive mobility data related to shared ground-based transportation, such as rideshare and e-scooters. The MDSA was also designed for on-going data sharing initiatives (e.g., research projects, permit requirements, commercial licenses, or voluntary partnerships); it is not meant for one-off data sharing requests or internal data operations.
Mobility Data Collaborative
Unsettled Impacts of Integrating Automated Electric Vehicles into a Mobility-as-a-Service Ecosystem and Effects on Traditional Transportation and Ownership 1235 1999EPR201900412/20/2019
This is London editing to see how removing all formatting works in this rich text editor: USA The current business model of the automotive industry is based on individual car ownership, yet new ridesharing companies such as Uber and Lyft are well capitalized to invest in: Large, commercially operated, on-demand mobility service vehicle fleets. Bribes for government officials Insane robots! cyborgs demented roombas H2O and e=mc2 Car manufacturers like Tesla want to incorporate personal car owners into part-time fleet operation by utilizing the company’s fleet service. These robotaxi fleets can be operated profitably when the technology works in a reliable manner and regulators allow driverless operation. Although Mobility-as-a-Service (MaaS) models of private and commercial vehicle fleets can complement public transportation models, they may contribute to lower public transportation ridership and thus higher subsidies per ride. This can lead to inefficiencies in the utilization of existing public transportation infrastructure. MaaS platforms can also cause a reduced reliance on parking infrastructure (e.g., street parking lanes and parking garages) which can contribute to an improvement in overall traffic flow, and a reduction in capital investment for commercial and residential real-estate development. Urban planning can be better centered around the true mobility needs of the citizens without sacrificing valuable space for vehicles that are inactive most of the time. A key challenge is the transition phase where traditional forms of car ownership and transportation coexist with new forms of mobility services (before true MaaS platforms are fully optimized). Another fundamental issue is determining the true cost of car ownership and establishing ideal cost structures for on-demand mobility services in order to replace the need of owning a car. This needs to occur without compromising subsidized public transportation which provides affordable transportation for low-income groups. NOTE: SAE EDGE™ Research Reports are intended to identify and illuminate key issues in emerging, but still unsettled, technologies of interest to the mobility industry. The goal of SAE EDGE™ Research Reports is to stimulate discussion and work in the hope of promoting and speeding resolution of identified issues. SAE EDGE™ Research Reports are not intended to resolve the issues they identify or close any topic to further scrutiny. Click here to access the full SAE EDGETM Research Report portfolio. [It appears that the text needs highlighted to select it, which is good. This will prevent accidentally removing all formatting with a stray click.] [It appears that the underline and color change of the hyperlink remains, though it is no longer a hyperlink.] [If TM is a symbol and not a superscript, it is unchanged, which is good.] For reference, the original formatting: USA The current business model of the automotive industry is based on individual car ownership, yet new ridesharing companies such as Uber and Lyft are well capitalized to invest in: Large, commercially operated, on-demand mobility service vehicle fleets. Bribes for government officials Insane robots! cyborgs demented roombas H2O and e=mc2 Car manufacturers like Tesla want to incorporate personal car owners into part-time fleet operation by utilizing the company’s fleet service. These robotaxi fleets can be operated profitably when the technology works in a reliable manner and regulators allow driverless operation. Although Mobility-as-a-Service (MaaS) models of private and commercial vehicle fleets can complement public transportation models, they may contribute to lower public transportation ridership and thus higher subsidies per ride. This can lead to inefficiencies in the utilization of existing public transportation infrastructure. MaaS platforms can also cause a reduced reliance on parking infrastructure (e.g., street parking lanes and parking garages) which can contribute to an improvement in overall traffic flow, and a reduction in capital investment for commercial and residential real-estate development. Urban planning can be better centered around the true mobility needs of the citizens without sacrificing valuable space for vehicles that are inactive most of the time. A key challenge is the transition phase where traditional forms of car ownership and transportation coexist with new forms of mobility services (before true MaaS platforms are fully optimized). Another fundamental issue is determining the true cost of car ownership and establishing ideal cost structures for on-demand mobility services in order to replace the need of owning a car. This needs to occur without compromising subsidized public transportation which provides affordable transportation for low-income groups. NOTE: SAE EDGE™ Research Reports are intended to identify and illuminate key issues in emerging, but still unsettled, technologies of interest to the mobility industry. The goal of SAE EDGE™ Research Reports is to stimulate discussion and work in the hope of promoting and speeding resolution of identified issues. SAE EDGE™ Research Reports are not intended to resolve the issues they identify or close any topic to further scrutiny. Click here to access the full SAE EDGETM Research Report portfolio.
Need for Personalization and Opportunities in Autonomous & Shared Mobility2019-28-252011/21/2019
In the current scenario, vehicles are majorly owned by individuals where they have their own personal settings or accessories as per their individual preferences. In Shared mobility all features/controls are not personalized to everyone who shares the vehicle, which hinders the usage of shared vehicle. For shared mobility/Autonomous vehicle to be successful, it must play a significant role in customer engagement. To enhance the customer engagement, we need to satisfy individual customer by customizing the vehicle for their needs. This will give a cognitive feel of personal vehicle in a shared environment. We need technologies and design in improving vehicle interior and exterior systems to address personalization. We will involve Design Thinking approach by customer interactions in each zone of vehicle both interior and exterior to identify personalization needs. The zones of study include Frunk & Trunk compartment zone, Interaction zones, interior & exterior zone. We will rank the interaction based on its usage in vehicle and customer satisfaction factors such as privacy, comfort, usage, entertainment, hygiene & ergonomics. The summary will have design concept that will have tailored solutions satisfying each critical customer interactions for all identified zones of vehicle exterior and interior. This approach of Design Thinking will help to improve customer satisfaction and engagement in Autonomous/Shared Mobility. The study is limited to concept design, methods/process. Shared mobility vehicles referred in this paper can be either a space sharing or vehicle shared between different users. This paper gives a thought process of identifying unmet personalization needs in Mobility 4.0.
Dayakar, Suresh, Subramanian, Vijayasarathy, Reddy, Keshava, Shiramgond, Vijaykumar
Cutting weight seen as less vital for automated and shared vehicles19AUTP10_1010/1/2019
After long demonstrating lightweighting with steel for contemporary passenger vehicles, the Steel Market Development Institute (SMDI) is slightly changing the tune for a future of Autonomous, Connected, Electric and Shared (ACES) vehicles. In a presentation to the International Motor Press Association, SMDI conceded that although weight on an isolated basis affects driving range and can't be ignored, the total effect on the viability of ACES designs is not necessarily the same-and other qualities may be even much more important. And the bottom line on range versus cost is likely to be a wash, said SMDI vice president Dr. Jody Hall.
Weissler, Paul
SAE STANDARDS NEWS19AUTP04_074/1/2019
SAE's Global Ground Vehicle Standards (GVS) staff and committee members have a busy schedule lined up for this year's SAE World Congress Experience (WCX) in Detroit. The GVS team will meet and work on activities that include advanced technologies of automated driver-assistance systems (ADAS), autonomous vehicles, shared mobility, V2X, cyber security, and human factors, in addition to dozens of “traditional” subject areas. The GVS staff is implementing new methods to expedite the standards development process for these increasingly complex engineering systems and rapid technology advancements, without violating fundamental rules of a consensus-based open process needed to ensure stakeholder participation and adoption. Visit sae.org for more details.
Shuttleworth, Jennifer
Is the Future of Aerial Autonomy Up in the Air?19AVEP03_133/1/2019
As autonomous-drone and air-taxi concepts debut, legal hurdles will need to be cleared before the skies are automated. Autonomous vehicle technology literally has nowhere to go but up. At CES '19, more than 170 exhibitors showed aerial drones of various shapes and sizes. Potential use cases for these devices appear to be limitless, but technical, legal and regulatory hurdles must first be overcome. Drones are categorized by vehicle weight. The small devices weighing between 0.55 and 55 pounds (.25 kg to 25 kg) are known as Unmanned Aircraft Systems (UAS) and are lightly regulated. Drones exceeding 55 lb are regulated as traditional aircraft. Operators must obtain proper registration, licenses and certification for airworthiness.
Dukarski, Jennifer
SAE publishes first global standard on shared mobility18AUTP11_0211/1/2018
As the way people travel is transforming due to demographic shifts, technical advances and environmental concerns, the shared-mobility industry has been challenged with discrepancies in use and definition of terms. SAE International recognized that the industry was starting to become frustrated by the lack of consensus on shared-mobility terms and definitions-there was immediate need for a standard and the SAE International Shared and Digital Mobility Committee began work on SAE J3163, “Taxonomy and Definitions for Terms Related to Shared Mobility and Enabling Technologies” in December 2017.
Shuttleworth, Jennifer
Engineering AVs to ‘play nice’ with humans18AUTP11_0411/1/2018
More than a decade after the DARPA Grand Challenge program demonstrated the technical viability of self-driving vehicles, the industry is now preparing its first commercial deployments of the technology at scale. While Waymo, GM Cruise, Aptiv and others begin to ramp-up automated ride-hailing services for paying passengers, unanswered questions remain. Many of them revolve around the “social” aspects of the technology. Engineering is about taking the principles learned from science and applying them to solving real-world problems. But if the resulting technology requires people to change their behavior for it to work reliably, the engineers are doing it wrong.
Abuelsamid, Sam
Taxonomy and Definitions for Terms Related to Shared Mobility and Enabling TechnologiesJ3163_201809 (Historical)9/24/2018
This Recommended Practice provides a taxonomy and definitions for terms related to shared mobility and enabling technologies. Included are functional definitions for shared modes (e.g., carsharing, bikesharing, ridesourcing, etc.). Public transit services and other incumbent services—such as car rentals, shuttles, taxis, paratransit, ridesharing (carpooling/vanpooling), and pedicabs—are also included in the ecosystem of shared mobility services. This Recommended Practice also provides a taxonomy of related terms and definitions (e.g., station-based roundtrip, free-floating one-way, etc.). This Recommended Practice does not provide specifications or otherwise impose requirements on shared mobility.
Shared and Digital Mobility Committee
SAE STANDARDS NEWS18AUTP01_091/1/2018
Moving swiftly to define the shared-mobility future Public and private partnerships to standardize data, share data, and protect sensitive data are being formed to help understand-and at the same time define- shared-mobility's potential to transform the transportation network. Shared-mobility operators, for example, compile data such as the origin and destination of shared services, travel time, and trip duration. And many shared-mobility companies have agreed to share data with public agencies voluntarily or as part of regulatory mandate.
Shuttleworth, Jennifer
EDITORIAL: Core Ford, New Ford…One Ford?17AUTP06_056/1/2017
Soon after news broke late on May 22 that Ford Motor Co. was replacing its president and CEO, the calls, emails and texts started to roll in. Rank-and-file Ford engineers, some relative newbies and others whom I've known for 20 years or more, needed a little catharsis. “It's been like the ‘Nasser era’ around here-distracted! Eyes off the real business,” one chassis veteran told me. He was equating the strategic direction of deposed CEO Mark Fields to the 1999-2001 tenure of former CEO Jac Nasser who aimed to transform “a boring old car maker” (his words) into a consumer-products and services company. Disruption of the wrong kind followed.
Brooke, Lindsay
Automotive Engineering: October 6, 201616AUTP1010/6/2016
Steering Mazda's unique course A chassis engineer at heart, Chairman Seita Kanai challenges his engineers to think differently and embrace the Skyactiv technology that has made Mazda a benchmark. Delphi's multi-domain mindset From tackling the cyber threat to putting 48-volt hybrids with Dynamic Skip-Fire on the road, Engineering VP Mary Gustanski is harnessing a technology powerhouse. The evolving tire-development paradigm Advanced tire-simulation modeling allows tire development to keep pace with accelerated vehicle-development cycles. MEMS the word for next-gen HUDs New high-speed, quad-channel laser diode drivers are designed to beat the LCD and DLP incumbents for next-gen vehicle head-up displays. Editorial: A how-to for car hackers Mazda's 2017 G-Vectoring Control brings dynamic refinement Volvo, Uber share the ride to safety with autonomy Inside Porsche's new V8 and V6 powertrains Citroën to unveil CXperience concept at 2016 Paris show With 2017 Fusion Sport, Ford pushes further toward Audi Volvo S90: Niche for now, but… 2017 Nissan Titan gets new platform, powertrain, cab and bed features James Morgan of the Lean Enterprise Institute talks Lean Product and Process Development and LPPD lessons learned from Toyota.
Practical Challenges on Yokohama Mobility “Project ZERO” - Towards next generation mobility for low-carbon future2010-01-234610/19/2010
Reduction of greenhouse gases or CO2 is the global issue for sustainability. City of Yokohama, where 3.7 million people live, established the Yokohama Climate Change Action Policy “CO-DO30”, aiming to cut down on greenhouse gas emissions by over 30% per person by 2025, and by over 60% by 2050. “CO-DO30” includes 7 areas of approaches, such as Living, Businesses, Buildings, Transportation, Energies, Urban and Green, and City Hall. To achieve this challenging target, practical and effective action on transportation area is definitely required, because it emits 20% of total greenhouse gas emission in the city. In 2008, City of Yokohama and Nissan jointly started YOKOHAMA Mobility “Project ZERO” (YMPZ), a 5-year project aimed at realizing “Eco-Model City, Yokohama”. In 2009, YMPZ had the following scope: Promotion of eco-driving Practical study of dynamic route navigation system to alleviate traffic congestion Measures to promote mass acceptance of electric vehicles Quantitative study on the positive impact of the YMPZ to the environment and public education campaign. In addition, the smart grid has been becoming big topic recently. Electric vehicle with big batteries has an opportunity to contribute as a social energy pack or distributed power sources as well as the value of mobility. This new opportunity requires to be integrated with urban planning, mobility planning and energy planning of national government and local government. This paper addresses both on-going practical challenges and opportunities for the future by collaborating among local government and industry.
Nobutoki, Masato, Kuroda, Miyuki, Futami, Tohru, Sato, Koji
Automated Vehicles in Cities: A First Step Towards the Automated Highway9819398/11/1998
The concept of the automated highway has been around for several decades. However, even if the technology has much progressed and has been demonstrated recently in quite elaborate forms, it is still unclear how it can be deployed realistically. The manufacturers now seem to propose a very gradual approach through the introduction of driving aids such as active trajectory control (ABS and ESP), adaptive cruise control (ACC), collision warning and vigilance monitoring. Here, we take the stand that a more disruptive process can take place with fully automated vehicles deployed locally as a public transport system based on individual vehicles. These vehicles would use dedicated road tracks, more or less protected from the intrusion of other vehicles. Later in the process of deployment of these dedicated roads, they could be made available to private vehicles equipped with driving automation.
Parent, Michel, Blosseville, Jean-Marc
User Acceptance of Intelligent Vehicle-Highway Systems (IVHS): Directions for Future Research9015088/1/1990
Following a review of the potential non-economic consequences of deploying an Intelligent Vehicle-Highway System, the paper discusses the need for a systematic program of research dealing with the behavioral aspects of the new technology. A research agenda covering one component of behavioral research is then outlined and recommendations are made for specific studies as part of that agenda.
Marans, Robert W.
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