## 4 Results and Discussion
### Measurement Results with Electric, Hybrid, and VAN  
The measurement results with electric, hybrid, and VAN vehicles are given in Table 11. The value for the empty vehicle is always given before the slash and the value for the vehicle with the driver is always given after the slash. The fourth column shows the real measured vehicle mass including the driver as well as the theoretical vehicle mass including the driver. The theoretical mass is the empty vehicle's weight together with the weight of the driver determined by individual weighing. The last column shows the difference in kilograms and percentage between the measured vehicle mass, i.e., the mass actually determined, and the theoretical vehicle mass, i.e., the mass that should be determined. It follows from the last second columns of Table 11 that there were not any deviations between the real measured vehicle mass and the theoretical vehicle mass. Thus, it may be concluded that the measurements with the pallet scales were performed with sufficient accuracy. Table 12 shows the vehicle mass division. The value for the empty vehicle is always given before the slash, and the value for the vehicle with the driver is given after the slash. Table 13 shows the center of gravity's height, the theoretical speed of driving at the limit of overturning and the theoretical rollover angle. The value for the empty vehicle is always given before the slash and the value for the vehicle with the driver is always given after the slash. Electric and hybrid vehicles have, without the driver, the same center of gravity (0.52 m), as follows from Table 13. The main reason for such low position of the center of gravity is the location of the batteries in the vehicles' floor. The visual positions of the center of gravity of the empty vehicles are shown in Figure 9 in blue. \begin{table}
\begin{tabular}{c c c c} \hline \hline
**Vehicle** & **hc (m)** & \
\begin{tabular}{c} **Theoretical Speed** \\ **Limit (km\(\cdot\)h\({}^{-1}\))** \\ \end{tabular} &
\begin{tabular}{c} **Theoretical Rollover Angle** \\ (\({}^{\circ}\)) \\ \end{tabular} \\ \hline Electric & 0.52/0.53 & 89.55/88.60 & 55.44/54.85 \\ Hybrid & 0.52/0.52 & 92.24/92.24 & 57.10/57.10 \\ VAN & 0.89/0.91 & 69.78/68.99 & 43.20/72.71 \\ \hline \hline \end{tabular}
\end{table} 
Table 13: The height of the electric, hybrid, and VAN’s center of gravity and the theoretical speed of driving at the limit of overturning and theoretical rollover angle. \begin{table}
\begin{tabular}{c c c c} \hline \hline
**Vehicle** & **Front Axle (\%)** & **Rear Axle (\%)** & **L1 (m)** & **L2 (m)** \\ \hline Electric & 47.74/47.88 & 52.26/52.12 & 1.34/1.34 & 1.23/1.23 \\ Hybrid & 58.36/58.08 & 41.64/41.92 & 1.12/1.12 & 1.56/1.56 \\ VAN & 61.26/61.13 & 38.74/38.87 & 1.17/1.17 & 1.84/1.84 \\ \hline \hline \end{tabular}
\end{table} 
Table 12: Division of vehicle mass into the front and rear axles of electric, hybrid, and VAN and the distance of the center of gravity from the axle. There are various software programs available for assessing the impact of load distribution on the change in the center of gravity's position, such as the \"LoadExpert\" software [99], which allows users to input different types of vehicles and includes standards applied also in the USA, or other similar software available online or mentioned in references [100; 101; 102; 103]. Additionally, software called Truck Stow, developed at the University of Zilina, which calculates the center of gravity for various vehicles with different load distributions, is also used [104]. However, when working with all the mentioned software, it is necessary to know input values for accurate calculations, specifically the center of gravity's position of the empty vehicle and the loads on each axle. Furthermore, none of the assessed software enables inputting the body drop due to the cargo load, which relates particularly to passenger cars and vans, since heavy goods vehicles usually have an air suspension system that compensates for the body drop.