Under the trend of automobile electrification, network connection, and intelligence, EU and USA have carried out fuel-saving research and initiatives on ADAS and CAV. The eCoMove project has aimed at economically optimal driving control and traffic management; MAVEN discusses the technical path of GLOSA (Green Light Optimal Speed Advisory) and ecological auto-driving EAD (Eco-Autonomous Driving) by smoothing the vehicle speed. The American NEXTCAR project contains multiple projects. When supplemented with DSF (Dynamic Skip Fire) and 48V technology, the road test led by Ohio State University resulted in a 15% fuel saving rate. Platoon and optimizing intersection signal lights can offer vehicles a more fuel-efficient condition; slope energy utilization, HEV SOC active management, cold storage evaporator, coasting, 48V and mDSF (miller cycle Dynamic Skip Fire) fuel-saving potential has been fully utilized.

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The latest research in the US and EC shows that the emission of brake wear particles of traditional power LDV is about 5-7 mg/km, which is higher than the PM limit of type I test in phase 6b of GB18352.6-2016 standard. The vehicle technical configurations affecting the PMBW actor. The BWPM can be cut almost a half by brake energy recovery technology, and the emissions from pads of NAO material can be lower than that of Low-Metallic material. The average speed of trips and the load on the vehicle are also relevant dependent. Some harmful substances to health or environment, such as Cu and Sb are found in the PM. The EU test method has completed the framework construction and parameters setting, and the regulation is expected to be released in 2022. Limit proposal options under consideration are 7mg/km or 5mg/kg. Speed cycle, ambient temperature and cooling air have influence on the measured value in brake wear tests. It is necessary to investigate whether the WLTP-Brake Cycle is in accordance to LDVs’ application in China, and to develop a test cycle for China.