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Electrified vehicles (EVs) are increasingly integrated into modern air, road, and water transportation systems [...]

Electric mobility is attracting significant attention in the current era due to its environmental benefits, sustainable transportation options, and the absence of carbon emissions. However, challenges such as the high price of batteries, inefficient charging techniques, and compatibility linking the charging station with electric vehicles (EVs) must be addressed. This article reviews advancements and identifies challenges in charging infrastructure for electric mobility. This study incorporates and analyzes an integrated review of approximately 223 research articles. Current research trends and states of charging infrastructure are prepared as per the Web of Science (WoS) database from 2013 to 2023. In light of recent extensions in wireless power transfer technology, including capacitive, inductive, and magnetic gear topology, are presented to advance the charging infrastructure. Different charging tactics based on power source, such as level-1 AC, level-2 AC, level-3 DC fast, and level-3 DC ultra-rapid charging, related to charging infrastructure are addressed. The vehicle-to-grid (V2G) integration methodology is addressed to construct a smart city by presenting the transfer of power and related data through linkage and moving systems. The exploration of artificial intelligence, global connectivity of electric vehicles (EVs), sun-to-vehicle (S2V), and vehicle-to-everything (V2X) techniques with EVs is conducted to enhance and progress the charging infrastructure. Key barriers associated with charging infrastructure are identified.

The urban heat island (UHI) effect, marked by higher temperatures in urban areas compared to rural ones, is a key indicator of human-driven environmental changes. This study aims to identify the key morphological parameters that primarily contribute to the development of surface urban heat island intensity (SUHII) and investigates the relationship between SUHII and urban morphology using land surface temperature (LST) data from the Sentinel-3 satellite. The research focuses on Milan and Lecce, analyzing how urban geometry affects SUHII. Factors such as building height, aspect ratio, sky visibility, and surface cover are examined using approximately 1000 satellite images from 2022 and 2023. The study highlights seasonal and diurnal variations in SUHII, with particular emphasis on HW periods. Through multicollinearity and multiple regression analyses, the study identifies the main morphological drivers influencing SUHII in the two cities, specifically the Impervious Surface Fraction (ISF) and Mean Building Height (HM). Milan consistently exhibits higher SUHII, particularly during HWs, while Lecce experiences a negative SUHII, especially during the summer, due to lower urban density, more vegetation, and the low soil moisture around the urban area. Both cities show positive SUHII values at night, which are slightly elevated during HWs. The heat wave analysis reveals the areas most susceptible to overheating, typically characterized by high urban density, with ISF and HM values in some cases above the 90th percentile (0.8 and 13.0 m, respectively) compared to the overall distribution, particularly for Milan. The research emphasizes the importance of urban morphology in influencing SUHII, suggesting that detailed morphological analysis is crucial for developing climate adaptation and urban planning strategies to reduce urban overheating and improve urban resilience to climate change.

The growing concern about climate change and the contemporary increase in mobility requirements call for faster, cheaper, safer, and cleaner means of transportation. The retrofitting of fossil-fueled piston engine ultralight aerial vehicles to hydrogen power systems is an option recently proposed in this direction. The goal of this investigation is a comparative analysis of the environmental impact of conventional and hydrogen-based propulsive systems. As a case study, a hybrid electric configuration consisting of a fuel cell with a nominal power of about 30 kW, a 6 kWh LFP battery, and a pressurized hydrogen vessel is proposed to replace a piston prop configuration for an ultralight aerial vehicle. Both power systems are modeled with a backward approach that allows the efficiency of the main components to be evaluated based on the load and altitude at every moment of the flight with a time step of 1 s. A typical 90 min flight mission is considered for the comparative analysis, which is performed in terms of direct and indirect emissions of carbon dioxide, water, and pollutant substances. For the hydrogen-based configuration, two possible strategies are adopted for the use of the battery: charge sustaining and charge depleting. Moreover, the effect of the altitude on the parasitic power of the fuel cell compressor and, consequently, on the net efficiency of the fuel cell system is taken into account. The results showed that even if the use of hydrogen confines the direct environmental impact to the emission of water (in a similar quantity to the fossil fuel case), the indirect emissions associated with the production, transportation, and delivery of hydrogen and electricity compromise the desired achievement of pollutant-free propulsion in terms of equivalent emissions of CO2 and VOCs if hydrogen is obtained from natural gas reforming. However, in the case of green hydrogen from electrolysis with wind energy, the total (direct and indirect) emissions of CO2 can be reduced up to 1/5 of the fossil fuel case. The proposed configuration has the additional advantage of eliminating the problem of lead, which is used as an additive in the AVGAS 100LL.

Estimating aerosol depositions on snow and ice surfaces and assessing the aerosol lifecycle in the Arctic region is challenged by the scarce measurement data available for particle surface fluxes. This work aims at assessing the deposition velocity of atmospheric particles at an Arctic site (Ny-Ålesund, Svalbard islands) over snow, during the melting season, and over dry tundra. The measurements were performed using the eddy covariance method from March to August 2021. The measurement system was based on a condensation particle counter (CPC) for ultrafine particle (UFP; < 0.25 µm) fluxes and an optical particle counter (OPC) for evaluating particle size fluxes in the accumulation mode (ACC; 0.25 < dp < 0.7 µm) and quasi-coarse mode (CRS; 0.8 < dp < 3 µm). Turbulent fluxes in the ultrafine particle size range were prevalently downward, especially in summertime. In contrast, particle fluxes in the accumulation and quasi-coarse mode were more frequently positive, especially during the colder months, pointing to surface sources of particles from, for example, sea spray, snow sublimation, or local pollution. The overall median deposition velocity (Vd+) values were 0.90, 0.62, and 4.42 mm s−1 for UFP, ACC, and CRS, respectively. Deposition velocities were smaller, on average, over the snowpack, with median values of 0.73, 0.42, and 3.50 mm s−1. The observed velocities differ by less than 50 % with respect to the previous literature in analogous environments (i.e. ice/snow) for particles in the size range 0.01–1 µm. At the same time, an agreement with the results of predictive models was found for only a few parameterizations, in particular with Slinn (1982), while large biases were found with other models, especially in the range 0.3–10 µm, of particle diameters. Our observations show a better fit with the models predicting a minimum deposition velocity for small-accumulation-mode particle sizes (0.1–0.3 µm) rather than for larger ones (about 1 µm), which could result from an efficient interception of particles over snow surfaces which are rougher and stickier than the idealized ones. Finally, a polynomial fit was investigated (for the ACC-CRS size range) to describe the deposition velocity observations which properly represents their size dependence and magnitude. Even if this numerical fit is driven purely by the data and not by the underlying chemical–physical processes, it could be very useful for future model parameterizations.

Hydrogen is a promising energy carrier in all fields of transportation, including unmanned aerial vehicles (UAVs) and manned vehicles for urban air mobility (UAM). In these applications, one of the biggest challenges is to overcome the limitations of lithium battery technologies, while keeping the advantage of clean energy, at least in terms of direct emissions. For these reasons, there is an ever-increasing interest in the development, simulation, and testing of propulsion systems adopting air-cooled proton exchange membrane fuel cells (PEMFCs). Fuel cells for aerospace must be designed for power-to-weight maximization. For this reason, auxiliary systems are simplified, and the adoption of air-cooling and passive cooling techniques is favored. However, the performance and dynamic behavior of PEMFCs are affected by the operating conditions, which, in applications like UAVs and UAM, are continuously changing due to the variation of speed and altitude during the flight. This investigation analyzes semi-empirical and control-oriented models of fuel cell systems proposed in the scientific literature. The review addresses the whole fuel cell system, inclusive of the balance of the plant, and introduces the transition from dynamic models to digital twins.

In recent years, there has been a growing interest in utilizing hydrogen as an energy carrier across various transportation sectors, including aerospace applications. This interest stems from its unique capability to yield energy without generating direct carbon dioxide emissions. The conversion process is particularly efficient when performed in a fuel cell system. In aerospace applications, two crucial factors come into play: power-to-weight ratio and the simplicity of the powerplant. In fact, the transient behavior and control of the fuel cell are complicated by the continuously changing values of load and altitude during the flight. To meet these criteria, air-cooled open-cathode Proton Exchange Membrane (PEM) fuel cells should be the preferred choice. However, they have limitations regarding the amount of thermal power they can dissipate. Moreover, the performances of fuel cell systems are significantly worsened at high altitude operating conditions because of the lower air density. Consequently, they find suitability primarily in applications such as Unmanned Aerial Vehicles (UAVs) and Urban Air Mobility (UAM). In the case of ultralight and light aviation, liquid-cooled solutions with a separate circuit for compressed air supply are adopted. The goal of this investigation is to identify the correct simulation approach to predict the behavior of such systems under dynamic conditions, typical of their application in aerial vehicles. To this aim, a detailed review of the scientific literature has been performed, with specific reference to semi-empirical and control-oriented models of the whole fuel cell systems including not only the stack but also the complete balance of plant.

The snow season in the Svalbard archipelago generally lasts 6–10 months a year and significantly impacts the regional climate, glaciers mass balance, permafrost thermal regime and ecology. Due to the lack of long-term continuous snowpack physical data, it is still challenging for the numerical snow physics models to simulate multi-layer snowpack evolution, especially for remote Arctic areas. To fill this gap, in November 2020, an automated nivometric station (ANS) was installed ∼1 km Southwest from the settlement of Ny-Ålesund (Spitzbergen, Svalbard), in a flat area over the lowland tundra. It automatically provides continuous snow data, including NIR images of the fractional snow-cover area (fSCA), snow depth (SD), internal snow temperature and liquid water content (LWC) profiles at different depths with a 10 min time resolution. Here we present the first-year record of automatic snow preliminary measurements collected between November 2020 and July 2021 together with weekly manual observations for comparison. The snow season at the ANS site lasted for 225 days with an annual net accumulation of 117 cm (392 mm of water equivalent). The LWC in the snowpack was generally low (

The conventional powertrain for ultralight aviation consists of a fixed pitch propeller connected to an internal combustion engine (ICE). Since ICEs have a limited thermal efficiency (

Aims: To explore the impact of the use of intracardiac echocardiography (ICE) in the ablation of supraventricular arrhythmias requiring transseptal catheterization (TSC), whilst analyzing the reduction in periprocedural complications and complications specifically related to TSC. Methods: A retrospective multicenter study collecting data from consecutive atrial fibrillation (AF) and supraventricular ablation procedures that required TSC was performed in five Italian centers. Based on physician discretion, TSC was performed with or without ICE. Periprocedural complications, separating all complications from complications directly related to TSC, were collected. Independent predictors of periprocedural complications and TSC-related complications were investigated. Results: A total of 2181 TSCs were performed on 1862 patients at five Italian centers from 2006 to 2021, in 76% of cases by AF ablation and in 24% by ablation of other arrhythmias with a circuit in the left atrium. Overall, 1134 (52%) procedures were performed with ICE support and 1047 (48%) without ICE. A total of 67 (3.1%) complications were detected, 19 (1.7%) in the ICE group and 48 (4.6%) in the no ICE group, p < 0.001. A total of 42 (1.5%) complications directly related to TSC: 0.9% in the ICE group and 3.1% in the no ICE group (p < 0.001). The independent predictors of all complications were age (OR 1,02 95% C.I 1.00–1.05; p = 0.036), TSC with the use of ICE (OR 0.27 95% C.I 0.15–0.46; p < 0.001) and AF ablation (OR 2,25 95%C.I 1.05–4.83; p = 0.037). The independent predictors for TSC complications were age (OR 1.03 95% C.I 1.01–1.06; p = 0.013) and TSC with the use of ICE (OR 0.24 95% C.I 0.11–0.49; p < 0.001). Conclusions: ICE reduced periprocedural and TSC-related complications during electrophysiological procedures for ablation of left atrial arrhythmias.

The identification of parameters that can quantitatively describe the different characteristics of urban morphology is fundamental to studying urban ventilation and microclimate at the local level and developing parameterizations of the dynamic effect of an urban area in mesoscale models. This paper proposes a methodology to calculate four morphological parameters, namely mean height, aspect ratio, sky view factor, and plan area ratio, of five cities located in southern (Bari and Lecce), central (Naples and Rome), and northern (Milan) Italy. The calculation is performed using the Geographical Information System (GIS), starting from morphological and land use data collected and analyzed in shapefiles. The proposed methodology, which can be replicated in other cities, also presents in detail the procedure followed to properly build input data to calculate the sky view factor using the UMEP GIS tool. The results show a gradual increase in the plan area index, λp, and mean building height, H¯, moving from the south to the north of Italy. Maximum values of λp and H¯ are obtained in the regions of Milan, Rome, and Naples, where the highest spatially-averaged values are also found, i.e., λp = 0.22, H¯ = 10.9 m in Milan; λp = 0.19, H¯ = 12.7 m in Rome; λp = 0.20, H¯ = 12 m in Naples. Furthermore, for all the cities investigated, areas characterized by the Corine Land Cover class as “continuous urban fabric” are those with medium sky view factor SVF values (around 0.6–0.7) and λp values (around 0.3) typical of intermediate/compact cities. The methodology employed here for calculating morphological parameters using GIS proves to be replicable in different urban contexts. This opens to a better classification of cities in local climate zones (LCZ), as shown for the Lecce region, useful for urban heat island (UHI) studies and to the development of parameterizations of the urban effects in global and regional climate models.

The Gas Absorption Spectrometer Correlating Optical Difference—New Generation 4 (GASCOD/NG4) is a multi-axis differential optical absorption spectroscopy (MAX-DOAS) instrument which measures diffuse solar spectra at the Environmental-Climate Observatory (ECO) of the Italian research institute CNR-ISAC, near Lecce. The high-resolution spectra measured in zenith-sky configuration were used to retrieve the NO2 and O3 vertical column densities (VCDs) from March 2017 to November 2019. These good-quality data, proven by the comparison with the Ozone Monitoring Instrument (OMI) and TROPOspheric Monitoring Instrument (TROPOMI) satellite measurements, were used to characterize the ECO site by exploiting the sinergy with in situ NO2 and O3 concentrations and meteorological data. Although stratospheric processes seem to be the main forces behind the NO2 and O3 VCDs seasonal trends, diurnal variabilities revealed the presence of a tropospheric signal in the NO2 VCDs, which had significant lower values during Sundays. Comparison with wind data acquired at the ECO observatory, at 20 m above the ground, revealed how NO2 VCDs are influenced by both tropospheric local production and transport from the nearby city of Lecce. On the other hand, no significant tropospheric signal was contained in the O3 VCDs.

A rising number of aerospace manufacturers are working on the development of new solutions in the field of Urban Air Mobility with increasing attention addressing electric and hybrid electric propulsive systems. Hybrid electric propulsive systems potentially offer performance improvements during transient maneuvers, as well as sustaining the engine during flight phases characterized by high power demands. Among the challenges of hybridization in rotorcraft, there is the necessity to predict the dynamic behavior and its effect on the control of rotor shaft speed. In the present study, the dynamic behavior of a parallel hybrid electric propulsive system for a coaxial-rotor air taxi is analyzed in response to a typical sequence of pilot commands that encompasses the range of operations from hover to forward flight. The system is modeled with a dynamic approach and includes sub-models for the coaxial rotors, the turboshaft engine, the electric machine, and the battery. The results of the investigation show a better performance during transients of the hybrid system than a conventional turboshaft configuration, especially if the electric contribution to the power request is coordinated to account for the lag due to slower engine dynamic response.

Cardiac resynchronization therapy (CRT) with biventricular pacing (BVP) is a well-established therapy in patients with reduced left ventricular ejection fraction, heart failure, and left bundle branch block. Left bundle branch area pacing (LBBAP) has recently been shown to be a feasible and effective alternative to BVP. Comparative data on the risk of complications between LBBAP and BVP among patients undergoing CRT are lacking. The aim of this study was to compare the long-term risk of procedure-related complications between LBBAP and BVP in a cohort of patients undergoing CRT. This prospective, multicenter, observational study enrolled 668 consecutive patients (mean age 71.2 ± 10.0 years; 52.2% male; 59.4% with New York Heart Association class III-IV heart failure symptoms) with left ventricular ejection fraction 33.4% ± 4.3% who underwent BVP (n = 561) or LBBAP (n = 107) for a class I or II indication for CRT. Propensity score matching for baseline characteristics yielded 93 matched pairs. The rate and nature of intraprocedural and long-term post-procedural complications occurring during follow-up were prospectively collected and compared between the 2 groups. During a mean follow-up of 18 months, procedure-related complications were observed in 16 patients: 12 in BVP (12.9%) and 4 in LBBAP (4.3%) (P =.036). Compared with patients who underwent LBBAP, those who underwent BVP showed a lower complication-free survival (P =.032). In multivariate analysis, BVP resulted an independent predictive factor associated with a higher risk of complications (hazard ratio 3.234; P =.042). Complications related to the coronary sinus lead were most frequently observed in patients who underwent BVP (50.0% of all complications). LBBAP was associated with a lower long-term risk of device-related complications compared with BVP in patients with an indication for CRT. [ABSTRACT FROM AUTHOR]

The goal of this investigation is to propose a series/parallel hybrid electric power system for ultralight aviation designed to improve safety and, possibly, reduce fuel consumption. The power system consists of a Wankel engine, two electric machines, a battery, and a planetary gear set, all acquired from the automotive market. After a preliminary design based on takeoff power, the system is simulated over a typical flight mission and in case of engine failure for a first validation of the proposed powertrain. The investigation also shows a comparison in terms of performance and fuel consumption between the initial configuration (reciprocating piston engine), a non-hybrid Wankel arrangement, and the proposed hybrid electric configurations by using in-house simulation software. A heuristic energy management strategy is proposed as well. During a typical mission, the new powertrain works as a parallel hybrid during takeoff and climb, thus ensuring high performance and safety. During the cruise, the system behaves like a parallel hybrid with a continuously variable transmission that makes the engine work always at high efficiency. The battery is partially recharged during the descent by the extra power of the engine. The preliminary results reported in this work predict an improvement in fuel consumption by about 20% compared with the initial piston engine configuration and 28% compare with the non-hybrid Wankel powertrain, despite the larger takeoff weight.

The present investigation addresses the topic of Urban Air Mobility with particular reference to the air-taxi service with electrified power systems. A new and detailed methodology is proposed for the simplified design and energy analysis of conventional, hybrid-electric, and full-electric power systems for this application. The original contributions to the scientific literature on UAM are the detailed modeling approach, the evaluation of CO2 emissions with a Well-to-Wing approach as a function of the electricity Emission Intensity factor, and the comparison with road vehicles performing the same route in different driving conditions. The comparison demonstrates the advantages of a full electric air-taxi with today’s technology versus a hybrid-electric road taxi, especially in cases involving low emission intensity and unfavorable driving conditions (congested traffic, aggressive driving style, and high circuity factor values). In the case of 2035 technology, the comparison with a referenced fully electric road vehicle is detrimental to the air taxi but the values of Well-to-Wheel/Wing CO2 with the expected Emission Intensity of 90 g/kWe for the European Union are still quite low (67 g/km). The investigation also quantifies the negative effect of battery aging on the consumption of the air taxi and on the number of consecutive flights that can be performed without fully charging the battery.

Nature-based solutions can represent beneficial tools in the field of urban transformation for their contribution to important environmental services such as air quality improvement. To evaluate the impact on urban air pollution of a CityTree (CT), an innovative wall-type green infrastructure in passive (deposition) and active (filtration) modes of operation, a study was conducted in a real urban setting in Modena (Italy) during 2017 and 2018, combining experimental measurements with modelling system evaluations. In this work, relying on the computational resources of CRESCO (Computational Centre for Research on Complex Systems)/ENEAGRID High Performance Computing infrastructure, we used the air pollution microscale model PMSS (Parallel Micro-SWIFT-Micro SPRAY) to simulate air quality during the experimental campaigns. The spatial characteristics of the impact of the CT on local air pollutants concentrations, specifically nitrogen oxides (NOx) and particulate matter (PM10), were assessed. In particular, we used prescribed bulk deposition velocities provided by the experimental campaigns, which tested the CT both in passive (deposition) and in active (filtration) mode of operation. Our results showed that the PM10 and NOx concentration reductions reach from more than 0.1% up to about 0.8% within an area of 10 × 20 m2 around the infrastructure, when the green infrastructure operates in passive mode. In filtration mode the CT exhibited higher performances in the abatement of PM10 concentrations (between 1.5% and 15%), within approximately the same area. We conclude that CTs may find an application in air quality hotspots within specific urban settings (i.e., urban street canyons) where a very localized reduction of pollutants concentration during rush hours might be of interest to limit population exposure. The optimization of the spatial arrangement of CT modules to increment the “clean air zone” is a factor to be investigated in the ongoing development of the CT technology.

In order to slow the spread of SARS-CoV-2, governments have implemented several restrictive measures (lockdown, stay-in-place, and quarantine policies). These provisions have drastically changed the routines of residents, altering environmental conditions in the affected areas. In this context, our work analyzes the effects of the reduced emissions during the COVID-19 period on the ultrafine particles number concentration and their turbulent fluxes in a suburban area. COVID-19 restrictions did not significantly reduce anthropogenic related PM10 and PM2.5 levels, with an equal decrement of about 14%. The ultrafine particle number concentration during the lockdown period decreased by 64% in our measurement area, essentially due to the lower traffic activity. The effect of the restriction measures and the reduction of vehicles traffic was predominant in reducing concentration rather than meteorological forcing. During the lockdown in 2020, a decrease of 61% in ultrafine particle positive fluxes can be observed. At the same time, negative fluxes decreased by 59% and our observation site behaved, essentially, as a sink of ultrafine particles. Due to this behavior, we can conclude that the principal particle sources during the lockdown were far away from the measurement site.

The goal of this investigation is to model a hybrid electric air-taxi and minimize its fuel consumption by on-line energy management. Urban Air Mobility (UAM) is considered as a suitable way to reduce traffic congestion and pollution as well as increase mobility in metropolitan areas. Urban air-mobility is an interesting application for electric and hybrid-electric power systems because of limited speed (compared with longer distance commuters) altitudes up to 1000ft and short-range requirements that make possible electrification even with the limited performance of today batteries. However, in case of hybrid electric propulsion systems, the fuel consumption and the environmental impact depends on the energy management. After obtaining reference values of fuel economy over four different missions with the Dynamic programming method, this investigation proposes and optimize a fuzzy logic for the on-line energy management of the hybrid vehicle for UAM in order to minimize fuel consumption and, consequently, local environmental impact.

This special issue collects 18 original and review articles dealing with dierent recent advances inair pollution studies in Italy, from urban to rural environments, from model to experimental approaches....

The interest in electric and hybrid electric power systems for aircraft and rotorcraft has been increasing significantly in recent years. However, advanced simulation tools still need to be developed to exploit the potentiality and address the complexity of these systems. The goal of this investigation is to propose a modeling approach for the degradation of the battery performance during its aging, and to use such model to quantify the fuel economy and operability of a hybrid electric helicopter both in normal AirTaxi operation and in the case of engine failure. The proposed method is based on experimental data for lithium batteries retrieved in the literature. The battery model is included in a comprehensive simulation tool where the turboshaft engine and the electric machine are simulated with a simple but thorough approach that takes into account the part-load behavior of both energy converters. The present investigation also proposes and compares different strategies for the use of the battery during the AirTaxi mission showing that it is possible to reduce fuel consumption up to 11% when the battery is at the beginning of its life. When the battery comes close to its end of life, it is necessary to use an energy management strategy which ensures a sustainment of its state of charge at the expenses of a lower fuel saving.

The Mediterranean area is a climate-change hotspot because of the natural and anthropogenic pollution pressure. The presence of natural aerosols, such as dust, influences solar radiation and contributes to the detection, in storm episodes, of significant concentrations of PM10 in Southern Italy, where generally fresh and clean air is due to local circulation, and particulate matter concentrations are very low. We present the results of medium-term observations (2015–2019) at Lamezia Terme GAW (Global Atmospheric Watch) Regional Observatory, with the purpose of identifying the dust incursion events by studying the aerosol properties in the site. To achieve this goal, the experimental data, collected by several instruments, have been also correlated with the large-scale atmospheric patterns derived by the ERA5 reanalysis dataset, in order to study the meteorological conditions that strongly influence dust outbreaks and their spatio-temporal behavior. An intense dust-outbreak episode, which occurred on 23–27 April 2019, was chosen as a case study; a detailed analysis was carried out considering surface and column optical properties, chemical properties, large-scale pattern circulation, air-quality modeling/satellite products, and back-trajectory analysis, to confirm the capability of the modeled large-scale atmospheric fields to correctly simulate the conditions mainly related to the desert dust-outbreak events.

Several studies in literature have shown how real-world emissions strongly depend on driving condition, driving style, ambient temperature and humidity, etc. so that they are significantly different from the values measured on test benches over standard driving cycles. This concern, together with the so-called Diesel-gate, has caused the introduction in Europe of an innovative procedure for the registration of vehicle based on real driving emissions (RDE) measured with a portable emission measurement system (PEMS). PEMS devices are bulky and very expensive, therefore they cannot be extensively for an actual real time monitoring of emissions. To solve this problem, the present work proposes a Neural Network model based on the interpolation of the time-histories of driving conditions (speed, altitude, ambient temperature, humidity and pressure) and emissions measured on a diesel start-and-stop vehicle while performing a series of RDE tests. Two different approaches are proposed. The first one calculates the emissions on the basis of the vehicle motion (speed and altitude profile, ambient conditions). The second one models the engine block using as input the ambient conditions, the load and the rpm of the engine as derived from the OBD-II scanner. The output of both models are the flow rates and cumulated values of CO2 and NOx. Note that the inputs of the two models are signal that can easily obtained on-board without additional sensors.

The electrification of aircraft is a well-established trend in recent years in order to achieve economic and environmental sustainability. In this framework, an application particularly interesting for hybrid electric power system is represented by urban air-mobility. For this application, the authors presented a parallel hybrid electric power system including a turboshaft engine and two electric motors and proposed a quasi-stationary simulation tool. As a further step, this paper deals with the dynamic modelling of the same turboshaft engine within the framework of a hybrid electric system where the pilot command is interpreted as a power request to be satisfied by the engine and the electric machine according to the selected energy management strategy. In this work, the dynamic behaviour of the turboshaft engine is analysed with and without the help of the electric motors to satisfy the power demand.

BackgroundThe mechanism of inappropriate sinus tachycardia (IST) remains incompletely understood. Methods and ResultsWe prospectively compared 3 patient groups: 11 patients with IST (IST Group), 9 control patients administered isoproterenol (Isuprel Group), and 15 patients with cristae terminalis atrial tachycardia (AT Group). P‐wave amplitude in lead II and PR interval were measured at a lower and higher heart rate (HR1 and HR2, respectively). P‐wave amplitude increased significantly with the increase in HR in the IST Group (0.16±0.07 mV at HR1=97±12 beats per minute versus 0.21±0.08 mV at HR2=135±21 beats per minute, P=0.001). The average increase in P‐wave amplitude in the IST Group was similar to the Isuprel Group (P=0.26). PR interval significantly shortened with the increases in HR in the IST Group (146±15 ms at HR1 versus 128±16 ms at HR2, P

Concentrations, size distributions and particle number vertical turbulent fluxes were measured by the eddy-covariance method at an urban background site in southeastern Italy during the summer. CO2/H2O concentrations and fluxes were also determined together with meteorological parameters. Time series show that particles could be divided into two size classes with negatively-correlated temporal trends in diurnal hours: nanoparticles (diameter Dp < 50 nm) and larger particles (Dp > 50 nm). Larger particles include part of the Aitken mode and the accumulation mode. Nanoparticles peaked in diurnal hours due to the presence of several days with nucleation events when particles Dp > 50 nm were at minimum concentrations. Nucleation increased diurnal total particle concentration by a factor of 2.5, reducing mean and median diameters from Dmean = 62.3 ± 1.2 nm and Dmedian = 29.1 ± 1.3 nm on non-event days to Dmean = 35.4 ± 0.6 nm and Dmedian = 15.5 ± 0.3 nm on event days. During nucleation events, particle deposition increased markedly (i.e., downward fluxes), but no significant changes in CO2 concentrations and fluxes were observed. This is compatible with new particle formation above the measurement height and a consequent net transport towards the surface. Correlation with meteorology shows that the formation of new particles is correlated with solar radiation and favored at high wind velocity.

Conduction system pacing (CSP) using His bundle pacing (HBP) or left bundle branch area pacing (LBBAP) has emerged as an alternative to right ventricular pacing (RVP). Comparative data on the risk of complications between CSP and RVP are lacking. This prospective, multicenter, observational study aimed to compare the long-term risk of device-related complications between CSP and RVP. A total of 1029 consecutive patients undergoing pacemaker implantation with CSP (including HBP and LBBAP) or RVP were enrolled. Propensity score matching for baseline characteristics yielded 201 matched pairs. The rate and nature of device-related complications occurring during follow-up were prospectively collected and compared between the 2 groups. During a mean follow-up duration of 18 months, device-related complications were observed in 19 patients: 7 in RVP (3.5%) and 12 in CSP (6.0%) (P =.240). On dividing the matched cohort into 3 groups with similar baseline characteristics according to pacing modality (RVP, n = 201; HBP, n = 128; LBBAP, n = 73), patients with HBP showed a significantly higher rate of device-related complications than did patients with RVP (8.6% vs 3.5%; P =.047) and patients with LBBAP (8.6% vs 1.3%; P =.034). Patients with LBBAP showed a rate of device-related complications similar to that of patients with RVP (1.3% vs 3.5%; P =.358). Most of the complications observed in patients with HBP (63.6%) were lead related. Globally, CSP was associated with a risk of complications similar to that of RVP. Considering HBP and LBBAP separately, HBP showed a significantly higher risk of complications than did both RVP and LBBAP whereas LBBAP showed a risk of complications similar to that of RVP. [ABSTRACT FROM AUTHOR]

Samples of PM10 and PM2.5 were collected discontinuously between 2003 and 2010 at fifteen monitoring sites (urban, background, industrial) in the south-eastern part of Italy using a mobile laboratory. In total, 483 PM10 and 154 PM2.5 samples were collected and chemically analyzed for the determination of metal content. Data were used to investigate concentration differences among the typologies of sites, the seasonal patterns, and the influence of advection of Saharan dust (SD). PM10 and PM2.5 average concentrations increase from background to industrial and urban sites but the ratio PM2.5/PM10 is significantly lower (0.61 ± 0.10) in background sites. The average metals concentrations in PM10 and in PM2.5 do not show a clear dependence on site typology apart an increase in crustal elements in background sites and an increase in the enrichment factors of Ni and of Cr in PM10 in industrial sites. Urban sites show a statistically significant increase of PM10 average concentration during the cold seasons (autumn and winter), likely associated with the anthropogenic urban emissions, instead, the background sites show a decrease in concentrations during the cold seasons. This could be due to more frequent cases of SD observed in spring and summer periods that mainly influence background sites. The seasonal difference on the average concentration for industrial sites is not statistically significant. The SD cases influence both PM10 and PM2.5 concentrations but their effect is significantly larger on PM10. Over the studied area, the effect is relatively limited on long-term average PM10 (estimated increase of 3.2%) and PM2.5 (estimated increase of 1.5%) concentrations but it is significant on daily concentrations. It is estimated an increase of 22% of the probability to overcome the air quality standard daily threshold for PM10.

The interest in electric and hybrid electric power system has been increasing, in recent times, due to the benefits of this technology, such as high power-to-weight ratio, reliability, compactness, quietness, and, above all, elimination of local pollutant emissions. One of the key factors of these technologies is the possibility to exploit the synergy between powertrain, structure, and mission. This investigation addresses this topic by applying multi-objective optimization to two test cases—a fixed-wing, tail-sitter, Vertical Take-off and Landing Unmanned Aerial Vehicle (VTOL-UAV), and a Medium-Altitude Long-Endurance Unmanned Aerial Vehicle (MALE-UAV). Cruise time and payload weight were selected as goals for the first optimization problem, while fuel consumption and electric endurance were selected for the second one. The optimizations were performed with Non-dominated Sorting Genetic Algorithm-II (NSGA-II) and S-Metric Selection Evolutionary Multiobjective Algorithm (SMS-EMOA), by taking several constraints into account. The VTOL-UAV optimization was performed, at different levels (structure only, power system only, structure and power system together). To better underline the synergic effect of electrification, the potential benefit of structural integration and multi-functionalization was also addressed. The optimization of the MALE-UAV was performed at two different levels (power system only, power system, and mission profile together), to explore the synergic effect of hybridization. Results showed that large improvements could be obtained, either in the first test case when, both, the powertrain design and the aircraft structure were considered, and in the optimization of the hybrid electric UAV, where the optimization of the aircraft flight path gave a strong contribution to the overall performances.

In a previous work, the authors optimized the hybrid electric power system for a tactical Unmanned Aerial Vehicle including a Wankel engine as thermal converter and a permanent magnet electric motor powered by lithium batteries. Startingfrom this optimal configuration, we address here the topic of a refined optimization of the energy management strategy, i.e. the contribution of the battery to the required power in each segment of the flight. The Equivalent Consumption Minimization Strategy (ECMS) was chosen with the goal of minimizing fuel consumption while fully depleting the energy stored in the battery from the beginning to the end of each mission.

This work presents an analysis of PM2.5 concentrations and vertical turbulent fluxes on an island of the Venice lagoon. Data were collected during three measurement campaigns in spring, summer and winter periods. Measurements were taken with a high-resolution optical PM2.5 detector, coupled with a micrometeorological station that allowed the evaluation of the vertical turbulent fluxes of PM2.5 using the eddy-correlation technique. The main objective of this paper is to analyse the daily and seasonal pattern in PM2.5 concentrations and fluxes and to discuss their correlation with the main meteorological and micrometeorological parameters using high temporal resolution measurements. Observed data showed a seasonal pattern in turbulent fluxes with daytime average positive value during winter and negative during summer. Deposition velocities, ranged from -60 to 20 mm/s, appeared to be mainly influenced by atmospheric stability. There were larger emissions in cases of high wind velocities blowing from water sector indicating a significant potential contribution of sea spray to PM2.5 fluxes. The local atmospheric circulation, due to the orography of the area, was characterised by diurnal winds coming from the Adriatic Sea and nocturnal wind coming from the Alps. This circulation influenced deposition velocity creating an increase of negative fluxes in the morning at the starting of the sea breeze. A diurnal pattern in concentration has been observed and it is similar for all three measurement campaigns, with higher concentrations in nocturnal periods. The daily pattern was investigated in terms of its correlation with meteorological and micro-meteorological parameters, and was found highly correlated with the diurnal pattern of boundary layer height (BLH) and with relative humidity.

We investigate the time intermittency of turbulent transport associated with the birth-death of self-organized coherent structures in the atmospheric boundary layer. We apply a threshold analysis on the increments of turbulent fluctuations to extract sequences of rapid acceleration events, which is a marker of the transition between self-organized structures. The inter-event time distributions show a power-law decay ψ(τ) ~ 1/τμ, with a strong dependence of the power-law index μ on the threshold. A recently developed method based on the application of event-driven walking rules to generate different diffusion processes is applied to the experimental event sequences. At variance with the power-law index μ estimated from the inter-event time distributions, the diffusion scaling H, defined by ⟨ X2⟩ ~ t2H, is independent from the threshold. From the analysis of the diffusion scaling it can also be inferred the presence of different kind of events, i.e. genuinely transition events and spurious events, which all contribute to the diffusion process but over different time scales. The great advantage of event-driven diffusion lies in the ability of separating different regimes of the scaling H. In fact, the greatest H, corresponding to the most anomalous diffusion process, emerges in the long time range, whereas the smallest H can be seen in the short time range if the time resolution of the data is sufficiently accurate. The estimated diffusion scaling is also robust under the change of the definition of turbulent fluctuations and, under the assumption of statistically independent events, it corresponds to a self-similar point process with a well-defined power-law index μD ~ 2.1, where D denotes that μD is derived from the diffusion scaling. We argue that this renewal point process can be associated to birth and death of coherent structures and to turbulent transport near the ground, where the contribution of turbulent coherent structures becomes dominant.

In this work, results of scattering and backscattering coefficients, scattering Ångström exponent (SAE), single scattering albedo (SSA), and asymmetry parameter (g) of atmospheric aerosols are presented. All these parameters were measured during the month of April 2016 in Southern Italy on three different Global Atmosphere Watch observatories in the Central Mediterranean. This is the first time, to our knowledge, that optical aerosol properties were studied at the same time, even if in a brief intensive measurement campaign, at three sites in the South of Italy. In order to obtain a characteristic value for aerosol optical properties, different kinds of particle sources (i.e., dust, marine, and anthropic) have been identified and studied. In the measurement period, one event of a long-range transport of Saharan dust from Northern Africa was observed at all observatories. During the Saharan dust transport event, a minimum value of the SAE (0.69 ± 0.34) and a relatively higher values of SSA were observed. During the dust event, g increased up to 0.69. Marine aerosol contribution and anthropic/urban aerosol intrusion were analysed. From this analysis, SAE average values were 0.70, 0.84, and 1.22, respectively, for dust, marine, and anthropic particles. On the other hand, the SSA minimum value was 0.86 for anthropic particles, and it increased for dust (0.88) and marine (0.93) aerosols. The asymmetry parameter had a limited variability for the three types of aerosol from 0.62 to 0.58, as reported also in literature.

This study aims at investigating the synergy between powertrain and structure within the design process of a fixed-wing tail-sitter unmanned aerial vehicle (UAV). The UAV is equipped with a pure-electric power system and has vertical take-off and landing capabilities (VTOL). The problem is addressed by running a contemporary optimization of the parameters of both the powertrain and the UAV’s structure, in order to maximize electric endurance and payload weight through the usage of a performant multi-objective evolutionary algorithm named SMS-EMOA. Three different designs are selected, discussed and compared with literature results on the same UAV to quantify the increase of payload and cruise time that can be obtained by exploiting the synergy between structure and powertrain. The potentiality of furtherly improving payload through the usage of multi-functional panels, while keeping the same endurance, is also quantified and compared with the technologies proposed in literature.

In this paper an analysis of different indirect methods for the calculation of the boundary layer height (BLH) using sodar, ultrasonic anemometer and a prognostic model based on single point surface measurements is presented. In particular the automatic spectral routine developed for Remtech sodar is compared with the results obtained with the parameterization of the vertical velocity variance of a minisodar, with the calculation of a prognostic model, with a parameterization based on horizontal velocity spectra and with the BLH evaluated from the intensity of minisodar echoes in stable conditions. The data of a radiosonde system taken in a nearby site was also analysed to get an independent evaluation of BLH for comparison. There is a significant scatter in the data for both the evaluation through the variance of vertical wind speed and the spectral analysis of the horizontal wind velocity although created by different effects. In unstable conditions the different methods give a similar pattern even if the prognostic model in some days predicts a significantly higher BLH with respect to the other methods. In stable nocturnal conditions the performances of the Remtech routine are worse than those in unstable conditions with an evident overestimation of the BLH that it is likely related to the overestimation of vertical turbulence and to the use of multiple range gates in the algorithm. Taking as reference the evaluation of BLH of the sodar, the spectral method applied to ultrasonic anemometer data seems to be affected by the lowest biases and it is a possible candidate, for the development of automatic routines for operational evaluation of BLH possibly with a different parameterisation for stable and unstable cases.

Dry deposition of particles is an important way of aerosol removal from the atmosphere and a key process in surface-atmosphere exchanges. The deposition velocities, Vd, are often parameterised in air quality and climate modelling as function of the friction velocity, u*, atmospheric stability, and particle size (if size-segregated information is available). In this work, a study of the correlation between Vd and u* over different surfaces is presented for both PM2.5 and particle number fluxes. Results indicate an almost linear increase of Vd with u* with slopes similar for PM2.5 fluxes and particle number fluxes over the different surfaces analysed. This means that the ratios Vd/u* tend to collapse over similar values even if Vd and u* are significantly different because u* take into account most of the surface effects. There is a limited difference between stable cases and unstable/neutral cases with slightly lower deposition velocities in stable cases for fixed values of u*. The average value of Vd/u* is 0.010 ± 0.0017 (median 0.0062 ± 0.0015) (considering all stabilities) and 0.0097 ± 0.002 (median 0.005 ± 0.001) for stable cases. This could be the base for an empirical parameterisation of deposition velocities in air quality models.

Purpose: The implantation site of the His bundle (HB) lead may influence pacing parameters. Our aim was to characterize the anatomical location of the HB lead tip and its relationship with acute electrical parameters.Methods: Consecutive patients who underwent HB lead implantation, guided by standard fluoroscopy and electrophysiology, were prospectively enrolled. The relationship between HB lead tip and tricuspid valve plane (TVP) was assessed with post-procedure transthoracic echocardiography.Results: Twenty-five patients were studied. In 11 patients (44%), the HB lead tip did not cross the TVP (A group): in 7 cases it was screwed in the right atrium at a mean distance of -6.1 mm from the TVP and, in 4 cases, at the level of the tricuspid annulus. In the remaining 14 patients (56%), the lead tip crossed the TVP (V group): it was screwed in the right ventricle at a mean distance of 9.3 mm from the TVP. A and V groups had comparable HB capture thresholds (1.6 ± 1 V vs 1.7 ± 0.7 V, 1 ms pulse-width; p = 0.66); selective HB capture was significantly more represented in the A group (91% vs 21%; p = 0.001). Significantly higher R-wave amplitudes were seen in the V group (6.7 ± 3 vs 2.5 ± 1.7 mV; p = 0.0004), and they positively correlated with the distance from the TVP (p = 0.0038). Atrial oversensing was never observed.Conclusion: In a consecutive cohort of HB pacing recipients, the rate of patients who had an effective HB capture in the atrium was substantial and was characterized by different electrophysiological properties than in the ventricle. [ABSTRACT FROM AUTHOR]

No abstract available.

We present the case of a professional soccer player affected by right bundle branch block and symptomatic 2:1 atrio-ventricular block during effort, due to progressive cardiac conduction disease (Lev-Lenegre disease), who received successful left bundle branch area pacing after a failed attempt at His bundle pacing. The electrocardiographic outcome of paced QRS was consistent with a rapid electrical activation of the left ventricle through the Purkinje system. The pursue of physiological pacing was preferred over conventional, given the young age of our patient and the expectedly high burden of stimulation, to reduce the long-term risk of pacing-induced cardiomyopathy. [ABSTRACT FROM AUTHOR]

• Urban Heat Island intensity was studied in Lecce (Italy), a Mediterranean town. • UHI intensity was stronger in winter/spring, but no clear seasonal pattern was found. • UHII diurnal cycle showed that it was strongest at night (1.6 °C), weaker during day. • UHII decreases significantly with wind speed above 3 m s−1 and direction from north. • Urban core experienced elevated discomfort and heat stress phenomena during summer. A Mediterranean city was studied to examine the Urban Heat Island (UHI), with near-surface temperature measurements at five locations in both urban and suburban areas over a nine-year period from 2013 to 2021. The study aims to analyse the intensity of UHI and evaluate urbanisation effects on human thermal comfort also considering the effect of heat waves. The UHI study indicated that the intensity of the phenomenon peaked at night (ranging from 1.1 to 1.6 °C) in the city's core, while its impact was comparatively weaker during the central hours of the day. The diurnal peak of the UHI intensity was between 1–3 °C, but in unfavourable conditions, it exceeded 5–6 °C. The intensity and daily maximum of UHI decreased when the wind speed from north exceeded 3 m s−1. Thermal comfort analysis indicated the worst conditions in August, with high discomfort and heat stress risk during the early afternoon. The analysis shows a significant deterioration of thermal comfort over the investigated period. Results achieved with this work point out the importance of implementing measures to mitigate thermal discomfort, particularly when temperatures are already high and exacerbated by the UHI effect. [ABSTRACT FROM AUTHOR]

Abstract The goal of this work is to evaluate the benefit of the hybridization of a Compact Wheel Loader (CWL) and to put into evidence the effect of the component size on its performance. To do this, a mathematical model has been developed using a backward approach, i.e. starting from the power request on a typical duty cycle made available by an industrial partner. The goals for the choice of the hybridization architecture were: minimizing fuel consumption, ensuring the simplicity of driveline and power management and ensuring compatibility with the vehicle structure.. A reduction up to 14% of fuel consumption was estimated in this investigation by combining engine downsizing with the usage of a Continuous Variable Transmission together with an optimization of the battery capacity and voltage. [ABSTRACT FROM AUTHOR]