报告从新能源、新材料、节能环保、生物等方面进行了分析评论。

本文非别从2013-2014年中国先进制造产业发展概况、产业政策与支撑体系、发展预测等几个方面进行了分析评论。

本文分别从2013-2014年中国汽车产业概况、产业市场预测等几个方面进行了分析。

报告从竞争环境、市场环境、政策环境、分类环境、区域环境等几个方面进行了分析及评论。

本文分别从2013-2014年中国新能源汽车产业发展现状、产业运营模式、产业前景分析及预测等几个方面进行了分析及评论。

This report covers the present scenario and the growth prospects of the Global Variable CamTiming market for the period 2014-2018. The report considers the revenue generated from the sales of cam phasing and variable valve actuation. The report presents the vendor landscape and corresponding detailed analysis of the top four vendors in the Global Variable Cam Timing market. In addition, it discusses the major drivers that influence the growth of the market. It also outlines the challenges faced by vendors and the market at large, as well as key trends emerging in the market.

A Class 7 school bus and Class 8 straight truck were tested by NHTSA VRTC to evaluate relative braking performance and stability levels of various high-output foundation brake configurations. An abbreviated FMVSS No. 121 test sequence was conducted, with additional tests being performed for research purposes. Each vehicle was tested with three brake configurations: (1) standard S-cam drums (baseline) on all wheel positions; (2) hybrid-Air-disc brakes on the steer axle and S-cam drums on the drive axles; and (3) air disc brakes on all wheel positions. The vehicles were tested at two load conditions, a Lightly Loaded Vehicle Weight (LLVW) and Gross Vehicle Weight Rating (GVWR). Each vehicle-brake-load combination met the current FMVSS No. 121 standard service brake stops on a dry surface from 60 mph. At LLVW, both vehicles exhibited reductions in stopping distance when the S-cam brakes were replaced with either hybrid or all disc configuration brakes, but the difference between the two change types was negligible at this load. However at GVWR, the benefits of disc brakes at all wheel positions were clearly seen. The disc brake configuration showed shorter stopping distances of 20 and 22 percent for the straight truck and the bus, respectively, where the hybrid brake configurations only produced stopping distances that were 10 percent shorter than S-cam brakes for both trucks.

This report focuses on the light-duty vehicle sector in the United States and restricts its discussion of electric vehicles to plug-in electric vehicles (PEVs), which include battery electric vehicles (BEVs)1 and plug-in hybrid electric vehicles (PHEVs). The common feature of these vehicles is that their batteries are charged by being plugged into the electric grid. BEVs differ from PHEVs because they operate solely on electricity stored in a battery (that is, there is no other power source); PHEVs have internal combustion engines that can supplement the electric power train. The electric vehicle offers many promisesincreasing U.S. energy security by reducing petroleum dependence, contributing to climate-change initiatives by decreasing greenhouse gas (GHG) emissions, stimulating long-term economic growth through the development of new technologies and industries, and improving public health by improving local air quality. There are, however, substantial technical, social, and economic barriers to widespread adoption of electric vehicles, including vehicle cost, small driving range, long charging times, and the need for a charging infrastructure. In addition, people are unfamiliar with electric vehicles, are uncertain about their costs and benefits, and have diverse needs that current electric vehicles might not meet. Although a person might derive some personal benefits from ownership, the costs of achieving the social benefits, such as reduced GHG emissions, are borne largely by the people who purchase the vehicles. Given the recognized barriers to electric-vehicle adoption, Congress asked the Department of Energy (DOE) to commission a study by the National Academies to address market barriers that are slowing the purchase of electric vehicles and hindering the deployment of supporting infrastructure.