About 80% of stroke patients have hand motor dysfunction, and wearing finger rehabilitation machinery can enable patients to carry out efficient passive rehabilitation training independently. At present, many typical finger rehabilitation machines have been developed, and clinical experiments have confirmed the effectiveness of mechanically assisted finger rehabilitation. In this paper, the finger rehabilitation machinery will be classified in the actuation mode, and the terminal traction drive/motor drive/spring drive/rope drive/memory alloy drive/electroactive material drive/hydraulic drive/pneumatic drive technology and its typical applications are analyzed. Study the structure, control methods, overlap between mechanical bending nodes and finger joints, training modes, response speed, and driving force of various types of finger rehabilitation machinery. The advantages and disadvantages of various actuation methods of finger rehabilitation machinery are summarized. Finally, the difficulties and opportunities faced by the future development of finger rehabilitation machinery are prospected. In general, with the continuous improvement of quality of life, stroke patients need flexible, segmented control, accurate bending, multi-training mode, fast response, and good driving force finger rehabilitation machinery. This will also be a future hot research direction.

The need for alternative fuels remains a growing concern in alleviating the depletion of fossil fuels for transportation to address one of the objectives of the Sustainable Development Goals (SDG 7: Alternative and Clean Energy) despite the emerging use of Electric Vehicles. Nipa fruticans has been introduced as a promising feedstock for bioethanol production, but its performance as a pure engine engine fuel must be determined, and its carbon footprint must be quantified to assess its impact on the environment were this paper aimed. The CO2 emissions of this study was quantified using ISO 14040 methodologies, considering direct and indirect emissions from production to utilization with key ethanol properties tested according to ASTM standards. A carbureted motorcycle was modified to a fuel injection (FI) system to assess fuel performance, with metrics like power output, consumptions, and emissions were evaluated. Results show that nipa-based bioethanol, H95F and H99F, can serve as renewable pure engine fuels, with carbon footprints of 0.2353 and 2.633 kg CO2eq per Liter respectively with 1.08% lower of kg CO2eq per Liter emissions and 32.7% lower production cost compared to fermented sugar. As pure engine fuel resulted in lowering CO emissions by 171.79% and 167.59%; and lower HC emissions 172.89% and 191.34% respectively compared to E10. These findings demonstrated the potential of nipa bioethanol as a clean and sustainable energy solution. It is recommended however that ethanol yield and distillation process be further improved and explore pure ethanol as alternative fuel to hybrid vehicles as 100% renewable vehicles.

The Philippines, a country with abundant natural resources, has set a high 35% renewable energy (RE) share target by 2030. However, progress is slow with the implementation of its key policy mechanisms. Through the years, the Department of Energy has slowly increased the goals from 30% to 35% by 2030 and even up to 50% by 2050%. The key legal framework for the Philippine Renewable Energy sector is the Renewable Energy Act of 2008, which outlines key policy mechanisms: Renewable Portfolio Standards (RPSs), Net Metering, the Green Energy Auction Program (GEAP), and the Green Energy Option Program (GEOP). This paper analyzes the implementation and enforcement of the key policy mechanisms along with factors affecting their intended rollout. Along with the policy mechanism issues, this paper highlights key institutional and structural issues for the stakeholders of the RE sector. The main issues can be attributed to the incoherence of government agencies such as the Department of Energy (DOE), the Energy Regulatory Commission (ERC), and the National Grid Corporation of the Philippines (NGCP). Other issues include insufficient transmission infrastructure, resistance from Distribution Utilities (DUs) and Electric Cooperatives (ECs), and weak Local Government Unit (LGU) participation. The paper provides recommendations on the key issues of policy mechanisms and structural and institutional bottlenecks. The main recommendations that will help achieve the intended purpose of the drivers of RE are to strengthen the National Renewable Energy Board (NREB) and other agency capabilities, provide financial incentives to utilities, streamline permitting and other processes, and prioritize grid development for areas with RE development. For the targets of the DOE to be achieved, the main drivers for the RE sector must be revisited and fixed at their core. Achieving the RE targets of the DOE will need strong leadership and sustained focus on renewable energy development led by the government.

Background: With the rapid development of electric vehicles in China, there is an imbalance between supply and demand in the layout of decentralized charging facilities in some cities. At present, there is more research on the layout of public fast charging stations, while there is less research on the layout of decentralized charging facilities. Objective: This study constructs a quantitative model to optimize the urban layout of decentralized charging facilities, addressing the imbalance between supply and demand. Methods: Based on the classification research method, a predictive model for the distribution of decentralized charging facilities was designed. This model was used to conduct a case study on the planning area of Nantong City, and the carbon emissions and energy saving effects generated by the operation of charging facilities in the area were discussed using comparative analysis. Results: This study predicted the charging demand for the target year, determined the upper limit, lower limit, and reasonable value of the number of decentralized charging facilities, and determined the number of fast and slow charging devices based on the reasonable value. These charging facilities can effectively meet the charging demand while reducing carbon emissions and urban transportation costs. Conclusion: This study provides a method for predicting and laying out decentralized charging facilities for urban electric vehicles, which can provide a reference for relevant departments to build decentralized charging facilities in advance to meet the growing demand for charging.

The road transport sector alone is responsible for 15% of global energy-related emissions, while it accounts for 90% of the greenhouse gas emissions from the transport sector in the Philippines. Throughout the history of the Philippine Energy Plan (PEP), electric vehicles (EVs) have not been explicitly included as part of the plan. However, upon the enactment of the Electric Vehicle Industry Development Act (EVIDA) or the Republic Act 11697 guided by the Comprehensive Roadmap for the Electric Vehicle Industry (CREVI), EVs have gained attention in the Philippines. Hence, the inclusion of EVIDA in the current and latest Philippine Energy Plan (2023–2050) is hoped to reduce GHG emissions from road transport and utilize clean energy for EVs. This paper aims to critique the recent PEP targets and assess their shifts and drivers concerning the enactment of EVIDA. Through the analysis of recent data, there has been a significant rise in registered EVs due to policy implementation and incentives given for EVs. This, however, is far from the set targets of both CREVI and PEP 2023–2050. Common barriers are the lack of EV industry demand and the lack of transport planning of Local Government Units (LGUs).