In order to reduce vehicle emitted greenhouse gases (GHGs) on a global scale, the scope of consideration should be expanded to include the manufacturing, fuel extraction, refinement, power generation, and end-of-life phases of a vehicle, in addition to the actual operational phase. In this paper, the CO2 emissions of conventional gasoline and diesel internal combustion engine vehicles (ICV) were compared with mainstream alternative powertrain technologies, namely battery electric vehicles (BEV), using life-cycle assessment (LCA). In most of the current studies, CO2 emissions were calculated assuming that the region where the vehicles were used, the lifetime driving distance in that region and the CO2 emission from the battery production were fixed. However, in this paper, the life cycle CO2 emissions in each region were calculated taking into consideration the vehicle’s lifetime driving distance in each region and the deviations in CO2 emissions for battery production. For this paper, the US, European Union (EU), Japan, China, and Australia were selected as the reference regions for vehicle operation. The calculated results showed that CO2 emission from the assembly of BEV was larger than that of ICV due to the added CO2 emissions from battery production. However, in regions where renewable energy sources and low CO2 emitting forms of electric power generation are widely used, as vehicle lifetime driving distance increase, the total operating CO2 emissions of BEV become less than that of ICV. But for BEV, the CO2 emissions for replacing the battery with a new one should be added when the lifetime driving distance is over 160,000 km. Moreover, it was shown that the life cycle CO2 emission of ICV was apt to be smaller than that of BEV when the CO2 emissions for battery production were very large.
The aim of this study was to identify critical kinetic variables that lead to increased ball velocity during a side-foot passing kick in soccer. Seven experienced male soccer players and eight inexperienced players participated in the experiment. They were instructed to perform side-foot kicks along the ground with maximum effort with an eye on the target line. The joint angles, angular velocities, and torques of the kicking leg were determined based on the three-dimensional kinematic data. The mean ball speed of the experienced group (21.4 +/- 1.5 m/s) was significantly faster than that of the inexperienced group (16.0 +/- 1.0m/s; P < 0.001). The motions of the inexperienced players tended to be less dynamic than those of the experienced players. The most noticeable difference in the kinetics of the kick was found in the hip flexion torque throughout the back-swing phase until the leg-cocking phase. The mean peak value of the experienced group (168 +/- 20 N x or m) was significantly greater than that of the inexperienced group (94 +/- 17 N x or m; P < 0.001). To increase ball speed during a side-foot passing kick, the generation of hip-flexion torque during the earlier stage of kicking is critical.
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