the total traf-fic energy/emission savings typically double what is saved fromthe technology-equipped vehicles alone (e.g., total 3.39% sav-ings compared to 1.57% savings from equipped vehicles at thepenetration rate of 20%)

Similarly, it is beneficial to deceleratequickly, and then hold a steady-state cruise speed when reachinga traffic signal just as it is turning green

Fur-thermore, the difference of travel time per mile (TTPM) onaverage is relatively small, approximately 0.73% faster for theequipped vehicles as compared to the unequipped vehicles

we found that as the cyclelength was extended from 50 s to 60 s, 90 s, and 120 s, generallyFigure 9Fuel savings when cycle length is 90 s with 36 s of green phase.intelligent transportation systemsvol. 17 no. 1 2013Downloaded by [University of Sydney] at 19:33 01 September 2014

Each intersection is equipped with a fixed-time traffic light.Three phases were set up for each signal.

According to Table 1, equipped vehicles consumed about12.48% less fuel and produced 13.22% less CO2emission.

Thereare an infinite number of ways to accelerate or decelerate fromone speed to another speed; several trajectory planning algo-rithms have been suggested in the literature, including constantacceleration/deceleration rates, linear-acceleration/decelerationrates, and constant power rates. In our design, we wanted tochoose an acceleration/deceleration profile that minimizes fuelconsumption/emissions and is still comfortable to the passen-gers

The control logic for the optimal velocity tries to minimizethe fuel consumption by minimizing the total tractive powerdemand and the idling time while ensuring that the optimalvelocity is less than or equal tovlimit.

For case 3,the fuel/emissions are less than the case 1 and case 2, sincevery low fuel was being consumed as the vehicle coasts up tothe intersection (case 2 and case 3 have been extensively com-pared with differences around 15% in a previous study by Li,Boriboonsomsin, Wu, Zhang, & Barth, 2009)

As aresult, in order to minimize overall fuel consumption and emis-sions while traveling down the road, it is best to maintain asteady-state velocity at these mid-range speeds.

For example, atraffic controller’s signal phase and timing (SPaT) informationcan now be communicated directly to individual vehicles so thatvehicles can adjust their speed as they travel through a signalizedcorridor, with the goal of minimizing idle time and acceleration

7Fh this a general response usually indicating the module doesn't recognize the request.

Custom service: (e.g.: 22 = enhanced data)

Relative accelerator pedal position

Engine fuel rate

Fuel Rail Gauge Pressure

Throttle position

Vehicle speed

Engine speed

Show current data

I think it is clearly the case that the major open problems in many domains involve emergent phenomena and complex/unstable systems that often have lots of complex couplings and nonlinear effects and so on. In biology, cancer, autoimmune conditions, anything involving the microbiome... these are all just intrinsically harder problems than individual infectious diseases.