Safety Benefits of Stability Control Systems for Tractor-Semitrailers using Hardware-in-the-Loop Simulation
|
|
- Samuel Small
- 6 years ago
- Views:
Transcription
1 Safety Benefits of Stability Control Systems for Tractor-Semitrailers using Hardware-in-the-Loop Simulation Sangjun Park Center for Sustainable Mobility, Virginia Tech Transportation Institute 3500 Transportation Research Plaza, Blacksburg, VA Phone: (540) Fax: (540) Kelly Donoughe Transportation Solution Division, SAIC Phone: (703) Hesham A. Rakha (Corresponding author) Charles E. Via, Jr. Department of Civil and Environmental Engineering 3500 Transportation Research Plaza, Blacksburg, VA Phone: (540) Fax: (540) Total word count: 4911 (text) + 3,000 (12 tables & figures) = 7911 Paper
2 Park, Donoughe and Rakha 2 ABSTRACT The research presented in this paper estimates the safety benefits of electronic stability control systems for tractor-semitrailers using Hardware-in-the-Loop (HiL) simulation. The HiL system used in this study consists of a pneumatic tractor-trailer braking system and a truck simulation engine, TruckSim. Additionally, the Bendix electronic stability control (ESC) system is integrated via the HiL system for the evaluation. The study evaluates the performance of the stability control system using the HiL platform for a portion of the rollover and loss-of-control crashes selected from the Large Truck Crash Causation Study (LTCCS) database. Subsequently, the evaluated performance is combined with the effectiveness rated by the UMTRI expert panel to calculate the total crash prevention ratios. This study finally estimates the crash reductions and cost benefits and provides our lessons-learned to researchers and practitioners through the course of the evaluation procedures.
3 Park, Donoughe and Rakha 3 INTRODUCTION Though the trucking industry accounts for 4 percent of registered vehicles and 7 percent of the total vehicle miles traveled, professional truck drivers are disproportionally involved in 8 percent of fatal crashes and 4 percent of personal injury and property-damage-only crashes (1). According to the Trucks Involved in Fatal Accidents (TIFA) database for the years 1999 to 2005, 13 percent of the fatal crashes involving heavy trucks were caused by rollovers. Research done by Wang and Council determined that there are approximately 4,400 to 5,000 truck rollovers on interchange ramps every year, with an associated cost of $405 to $460 million annually (2). Research regarding truck rollover prevention and mitigation began in the early 1990s: warning signs, rollover warning devices, and rollover training devices were studied and used for rollover prevention (3, 4). Electronic stability systems are the most recently developed technologies. These systems are multipurpose: they monitor the truck s motion, and they actively engage brakes to mitigate rolling over or jack-knifing. In the early stages, test-track testing under controlled driving and environmental conditions was widely used for the evaluation of truck safety technologies. Field operational tests (FOT) have also been a popular method because the truck s performance can be monitored under real-life driving conditions; however, FOTs require significant time and resources and do not allow the researchers to test the limits of the technology. In order to bridge these gaps, the vehicle simulation method has been developed for the evaluation of in-vehicle safety devices. In this method, a vehicle model is initially built and a safety technology model is then established and superimposed onto the vehicle model. Effective modeling of the safety technologies is often difficult because the crash detection algorithms are typically proprietary information. Consequently, hybrid simulation systems which are called hardware-in-the-loop (HiL) have been proposed to integrate actual hardware with the simulation method. The underlying concept of HiL systems is to test actual hardware in a vehicle simulation software. In 1994, Sailer and Essers published a paper that describes the development of a HiL system built to test an antilock brake system (ABS) for trucks (5). In addition, a HiL system was built by the University of Michigan Transportation Research Institute (UMTRI) to test an electronic stability program (ESP) for tractor-semitrailers (6). A HiL system was developed to evaluate the safety benefits of stability control systems for tractor-semitrailers in a previous study (7). In that study, the Bendix electronic stability control (ESC) system was integrated and tested using a HiL system. In relation to the previous study, this study focuses on the evaluation of an in-vehicle safety device utilizing an independently developed HiL system. Specifically, the objectives of this study are: (1) to evaluate the safety benefits of ESC for tractor-semitrailers using a HiL system; (2) to validate and verify the results of a previous HiL study conducted by UMTRI (6) given that both studies were conducted using independently developed HiL systems; and (3) to provide our lessonslearned to researchers and practitioners on how such HiL systems can be developed and used to test various in-vehicle systems. As addressed later, the benefit estimation procedures utilized in this study are adopted from the UMTRI study to provide a comparable comparison between both studies.
4 Park, Donoughe and Rakha 4 HARDWARE-IN-THE-LOOP SIMULATION SYSTEM Hardware and Software Integration The HiL simulation system used in the study is illustrated in FIGURE 1. For the system construction, a pneumatic tractor-trailer braking system was integrated into the system with a truck simulation engine, TruckSim. The operations of all the other parts of the truck, aside from the braking system, are simulated in real time using TruckSim. The braking system was built based on a stock 2006 Volvo VNL pulling a 2007 Utility MX6000 van trailer, and an additional Bendix Electronic Stability Program (ESP) was integrated with the system to evaluate the performance of stability control systems. The HiL simulation system has two personal computers (PCs) and a National Instruments PXI-8108 in the computer cluster, as illustrated in FIGURE 1. The first PC is used as the HiL Client that allows the researcher to generate simulation scenarios using TruckSim, and monitor simulation runs in real time from the HiL Client software. From this software, the real-time brake pressures for each axle, the treadle pressures, air tank pressures, steering angle, yaw rate, lateral acceleration, torque, engine revolutions per minute, and speed of the vehicle are displayed in real time. The second PC is the HiL Server that connects the HiL Client and the HiL Simulator. The server software checks its queue if there is a request for a simulation run and then transfers the file to the HiL simulator. The PXI-8108 was used for the HiL simulator platform that reads the pressure transducers throughout the simulator hardware and provides the results to the TruckSim simulation dynamic link library (DLL). In summary, once the request is made from the HiL Client, the HiL Server transfers the file. The HiL Simulator resets the ignition line, initializes the TruckSim simulation, steps through the simulation at the specified time step, terminates the TruckSim simulation upon the predefined criteria, and finally creates the output file and sends it back to the HiL Client through the HiL Server. As mentioned earlier, TruckSim was used to model, analyze, and simulate the dynamic behavior of tractor-semitrailers. TruckSim Offline which consists of the TruckSim database, animator, and plotter was used by the researchers to design the model and create simulation runs on the HiL Client PC. TruckSim Real-Time (RT), which is the TruckSim simulation engine DLL, was installed on the HiL Simulator to provide math models in real time. The HiL Simulator software was developed in the National Instruments LabVIEW environment and was installed on the HiL Simulator for the communication between TruckSim Real-Time and the braking system. The HiL Client software was also developed in the LabVIEW environment for the real-time monitoring of simulation runs. Additional details of the system construction are available in the literature (7). System Validation The HiL system was first tested to ensure that the ESC reacted in a manner consistent with the system specifications. This was done by evaluating the brake pressures exerted by the ESC when a truck traverses a curve at a speed which activates the system. In the maneuver that activates the ESC, it is expected that the ESC will apply a higher modulated brake pressure to the side of the truck that is on the outside of the turn. For the test, a simulation run in which a 199-degree steering maneuver was involved was tested on the HiL system. Since the 199 degree steering maneuver had been used by the Vehicle Research Test Center (VRTC) for their field experiments, the same maneuver was tested on our system so that the simulation results could be validated against these field measurements. The steering input of the 199-degree steering
5 Park, Donoughe and Rakha 5 maneuver over time is illustrated in FIGURE 2 (a) and (b). Given that the truck makes a turn to the left, the ESC must apply brakes on the right-hand side of the truck to provide the stabilizing moment. FIGURE 2 subplots (c) and (d) present the plots of braking pressure on the first wheel over time as the truck completes the 199-degree steering maneuver (subplots (a) and (b)) and first achieves greater than 6 degrees of roll. Since the UMTRI study defined a rollover as the case that the roll of a truck is greater than 6 degrees, the same criterion was used to compare results across the two studies. The subplots (a) and (c) correspond to the steering input and brake pressure profiles when the truck was traveling at 49.1 km/hr (30.5 mph) with the ESC disabled. The subplots (b) and (d) show the profiles when the truck was traveling at 57.6 km/hr (36.0 mph) with the ESC enabled. FIGURE 2 clearly demonstrates that the ESC initiated a higher brake pressure on the right side of the truck as compared to the left side when it was activated. In addition to the first verification, the TruckSim RT simulation results were validated using truck experimental data provided by the National Highway Traffic Safety Administration (NHTSA). The trucks were tested at VRTC in East Liberty, Ohio and consisted of a Volvo tractor and a Fruehauf van trailer. A TruckSim model that had already been validated with experimental data was provided (8, 9). The Virginia Tech Transportation Institute (VTTI) and VRTC both simulated one truck with two different loading configurations. The different loading configurations had trailer centers of gravity (CGs) located at 2.0 m and 2.3 m. Each loading configuration was placed on the truck and set to attempt a ramp steering maneuver (RSM). The ESC-equipped truck accelerated from a stop until it reached a speed slightly higher than a desired target speed and then coasted down to the target speed. The RSM was triggered once the truck reached the desired target speed. The steering wheel was turned to the left at a rate of 175 degrees per second until it reached 199 degrees. The steering angle was held for 5 s and then was straightened at the same rate at which it began the maneuver, as illustrated in FIGURE 2. The simulation ran at 200 Hz and the data were collected at 20 Hz (every 0.05 s). Each configuration was simulated to determine the speed at which the following events occurred: 1. Highest speed with no wheel lifts 2. Lowest speed with one wheel lift 3. Lowest speed with multiple wheel lifts 4. Lowest speed that creates at least 6 degrees of roll 5. Lowest speed that causes a physical rollover TABLE 1 shows the results of the simulation runs. Given that the results show the increases in the event speeds, the ESC prevents the events from happening until the truck reaches higher speeds. Specifically, the speed that causes the truck to surpass 6 degrees of roll increased by 12 percent when a truck with a 2.0 m CG configuration is equipped with ESC, while it increased by 18 percent for a higher CG configuration truck. Based on the results, the safety benefits seem to be more significant for higher CG configurations. The ESC is analyzed to be able to delay a physical rollover more significantly when compared to the other events because the differences in the event speeds for physical rollover are greater. A physical rollover happened at 64 km/hr (40.0 mph) for a truck with a 2.3 m CG configuration when the ESC was on, which was 27 percent faster than 50.4 km/hr (31.5 mph). The comparison of the speed, yaw rate, and roll angle profiles of the trailer during the RSM clearly demonstrates how the ESC increases the stability of the truck. FIGURE 3 subplots
6 Park, Donoughe and Rakha 6 (a), (c), (e), and (g) show the profiles when the ESC was off and subplots (b), (d), (f), and (h) show the profiles when the ESC was on. The ESC applies braking on the axles when the ESC system identifies a dangerous situation to decrease the truck s speed instantly, as illustrated in FIGURE 2. As seen in subplots (d), (f), and (h), the ESC reduces the speed, yaw rate, and roll angle back into a safe range with the exception of the physical rollover case. The speeds that VRTC determined for the aforementioned events were compared against the speeds that were produced by the real-time system. TABLE 2 summarizes the results of the simulations and experiments conducted by VTTI and VRTC. The simulation results of the realtime runs were consistent with the results of VRTC simulations and experiments. In addition, the plots of truck speed, lateral acceleration, yaw rate, roll angle, and vertical force acting on the wheel for each real-time simulation run were reviewed by the VRTC experts who conducted the field experiments. They concluded that all the simulated responses were similar to what they found in the field experiments and the HiL simulator was deemed valid for the simulation analysis. SIMULATION DESIGN Truck Modeling The truck that was modeled in TruckSim for this research is based on a Volvo tractor pulling a Fruehauf box trailer. This truck was modeled because field experimental data from NHTSA and VRTC were available to validate this model. As mentioned earlier, the truck was equipped with a braking system from a 2006 Volvo VNL in combination with a 2007 Utility MX6000 van trailer and Bendix Electronic Stability Program. There were two box-shaped loads that were placed on the trailer to modify the truck s CG. The front load weighed 10,464.4 kg and the rear load weighed 8,650 kg. These loads were selected and located above the trailer axles to create realistic values for the pitch, roll, and yaw of the trailer inertia. In order to increase or decrease the CG of the truck the loads were simply raised or lowered without changing their weights. For the experiment, the truck was configured with CGs at 2.0 m and 2.3 m to model high and medium CGs. The braking capacity of the truck model was consistent with S-Cam brakes that have a maximum torque of 7,500 N-m at a maximum brake pressure of 0.8 MPa. Testing Procedures To run the simulations, the truck was set to accelerate from a stopped position until it reached the desired speed for the simulation. This occurred on a straight-line section of the designed roadway before the truck reached the beginning of a curve. During this acceleration period, small sinusoidal steering maneuvers were completed so that the ESC was able to identify and estimate the trailer load based on its own algorithm. Once the truck reached the desired speed, it was held constant at that speed until the truck reached the point in the road where the curve began. At this point, the truck s throttle was dropped down to zero for the remainder of the maneuver. In other words, the truck began coasting at the beginning of either the 68- or the 227-meter radius curve. The reason that the truck was tested on the 68- and 227-meter radius curves is because the rollover cases selected from the Large Truck Crash Causation Study (LTCCS) data were classified into one of two bins: radius less than 100 m, and radius greater than 100 m. The details of the radius selection are available in a report from UMTRI (6). The average radius of the cases with a radius of less than 100 m was 68 m and 227 m was the average radius of the cases in the other bin. FIGURE 4 illustrates a testing procedure on the 68-meter radius curve. In order to
7 Park, Donoughe and Rakha 7 estimate the critical speed at which the truck s roll angle surpasses 6 degrees of roll in the simulation, the simulations were run at increasing speeds until the critical speed was identified. Note that the driver was set to steer the truck along the curve of the road to keep the truck on the intended path. TruckSim s steering algorithm optimized the steering input and avoided any sudden or unnecessary corrections. Simulation Results In summary, trucks with CGs located at 2.0 m and 2.3 m above ground-level were tested on the 68- and 227-meter radius curves. FIGURE 5 shows the results of one of the iterative simulation runs when the truck with a 2.0-meter CG height enters the 68-meter curve without the ESC enabled. The minimum y coordinate is m (68 m 2) and the target speed is 61.3 km/hr (38.3 mph). The highest roll angle is 6.03 degrees and occurs around the 33 rd s. Please note that the curve has a spiral curve section so the truck can enter the curve smoothly. That is why the highest roll angle does not occur at the beginning of the curve. All of the iterative simulation runs were done using the HiL system and critical speeds were determined, as shown in TABLE 3. In addition to these results, the critical speeds determined by UMTRI for the ESC system evaluation are also shown in TABLE 3. Under the test conditions given in this report, the truck with a medium CG (2.0 m) showed that it can enter the 68-meter curve 9.8 km/hr (6.1 mph) faster than can the same truck with the Bendix ESC disabled. For the truck with a higher CG (2.3 m), the ESC-equipped truck can enter the 68-meter curve at 5.6 km/hr faster than if it were not equipped with the ESC. For the 227-meter curve testing, the differences in the critical speed were not as significant as they were for the 68-meter curve testing. These results were different from what was observed in the field experiments conducted by VRTC. The differences observed in the experiments were higher when compared to the results of the current study. Further research is needed to explain the reason. The results of the UMTRI study are similar to those of the current study in showing that the trucks with the lower CG locations are more affected by the stability systems as compared to the trucks with a higher CG; however, the magnitude of the difference in critical speeds from the anti-lock braking system (ABS)-only case to the ESC case is greater in the UMTRI model as compared to what was found here. It is worth to note that these differences are not necessarily associated with differences in the WABCO and Bendix systems given that the two HiL systems were independently built by different research teams using different parts and software. If the performance of the two systems needs to be compared fairly, the two systems should be tested on the same HiL system. However, the results do indicate that possible savings in such systems given that both HiL systems are totally independent. BENEFIT ESTIMATION As mentioned earlier, UMTRI conducted a similar study that quantified the safety benefits of an ESC using their HiL system integrated with the WABCO ESC. This study followed the same procedures used by the UMTRI team per NHTSA s recommendation. Additionally, the crash totals and expert panel rates were obtained from the UMTRI study, as illustrated in FIGURE 6. In the diagram, the gray shapes illustrate the data obtained from the UMTRI study and the blue shapes show what has been calculated by this study. The benefit estimation procedures can be divided into two steps. The first step is to derive total truck rollover and loss of control (LOC) crashes that may potentially benefit from the ESC. The second step is to calculate crash prevention ratios when the ESC technologies are used. Crash reductions are computed by multiplying the 5-year average crash rates by the crash
8 Park, Donoughe and Rakha 8 prevention ratios. Finally, cost benefits are estimated by multiplying the crash reductions by cost per crash values. The following sections briefly describe the overall procedures and some details regarding the computation of crash prevention ratios using the HiL simulation results. The details of the safety benefit estimation procedures are available in the literature (6, 10). As illustrated in the diagram, total rollover and LOC crashes and injuries were first calculated from the General Estimates System (GES) and TIFA databases and then updated based on the review of the LTCCS database. Specifically, the total rollover and LOC crashes and injuries were categorized by roadway alignment, surface condition, and type of injuries. The crash prevention ratio was calculated in parallel. A total of 159 rollover and LOC crash cases were selected from the LTCCS database to represent all the crash types identified from the GES and TIFA databases. The selected LTCCS cases provided supporting data for the HiL simulation and engineering judgments. Given the LTCCS cases, two rating approaches were used to estimate the effectiveness of the ESC: an expert panel and a HiL simulation. Twenty-two cases were selected for the HiL simulation to estimate the effectiveness of the ESC. The expert panel rated the effectiveness of the the remaining 137 cases based on the proposed rating method because they were found to be too complex to simulate due to the lack of information supporting simulation. To estimate the effectiveness of ESC, this study used the newly constructed HiL simulation system for the 22 cases as conducted by UMTRI. For the other 137 cases, this study used the effectiveness measures given by the UMTRI scientists to provide a direct comparison. Effectiveness Estimated from the HiL Simulation This study used a data set of 3460 lateral acceleration measurements to compute the effectiveness based on the HiL simulation results. The lateral acceleration measurements were taken under normal driving conditions for a Roll Stability Adviser (RSA) FOT study (6, 11). FIGURE 7 (a) shows a histogram of the lateral acceleration measurements and a fitted normal distribution that is superimposed to the measurements. Since the lateral acceleration measurements were taken during normal driving, rollover and LOC crashes did not occur at this lateral acceleration range. Thus, the distribution was shifted to the right, the side of higher lateral acceleration levels, based on a distribution of rollovers on curves from the LTCCS data to include the ranges in which rollover and LOC crashes occurred. Specifically, 46.5 percent of all trucks that rolled over entered the curve (radius < 100 m) below the critical speed based on the LTCCS data, while 75 percent of the trucks entered the curve (radius > 100 m) below the critical speed. Consequently, for the 68-meter curve radius, the distribution was shifted so that the critical speed became the 46.5 th percentile in the shifted distribution. For the 227-meter curve radius the distribution was shifted so that the critical speed became the 75 th percentile. Given the shifted distribution, the area of the lateral acceleration range in which the ESC prevents rollovers was calculated under the assumption that the lateral acceleration data are normally distributed. The effectiveness was then calculated by dividing the area by the probability of rollover and LOC crashes when the ESC was not used. For the evaluation of ESC, the lateral acceleration distribution and procedures used by UMTRI were employed. First, the critical speeds obtained from the HiL simulation were converted to lateral acceleration levels, as shown in TABLE 3. To compute lateral acceleration for a given vehicle speed the following equation was used.
9 Park, Donoughe and Rakha 9 Ay 2 v 3.6 = (1) gr Where, v is the vehicle speed in km/hr, g is the gravitational constant (9.81 m/s 2 ), r is the curve radius in meters, and Ay is the lateral acceleration in g. Given the lateral accelerations, the lateral acceleration distribution was shifted following the previously described procedures. For instance, the critical speed for the 68-meter radius curve is 56.8 km/hr at the CG of 2.3 m when the ESC is not activated, and that is equivalent to a lateral acceleration of 0.37 g. Hence, the lateral acceleration distribution is shifted to the right so that 0.37 g becomes the 46.5 th percentile, as illustrated in FIGURE 7 (b). The effectiveness of the ESC is then calculated by dividing the area A by the summation of the areas A and B since the summation of the areas A and B is the ratio of speeds at which trucks not using the ESC rollover and the area B is the ratio of speeds at which trucks using the ESC rollover. The details of the area and effectiveness are shown in TABLE 4. The effectiveness of the ESC on the 22 LTCCS cases was determined based on the curve radius and height of the CG. Cost-Benefit Analysis Given the effectiveness measures for the 159 LTCCS cases, the mean effectiveness measures were calculated by road alignment and surface condition for the rollover and LOC crashes. The mean effectiveness measures were then multiplied by the total number of relevant rollover and LOC crashes that were previously calculated. In order to estimate the monetary safety benefits, the gross benefits of Bendix ESC, the numbers of reduced crashes were multiplied by the unit costs of crashes that were obtained from the literature (12). The total reduction in crashes, deaths, and injuries is equivalent to $1.663 billion in 2007 dollars. Given that the total cost-benefit estimated by UMTRI is $1.738 billion in 2007 dollars, it is 4.4 percent less than the benefit that UMTRI reported for the WABCO ESC. In terms of the number of crashes prevented, VTTI estimated 4.1 percent less than the UMTRI estimate. Given that it is reported that 2,617,118 combination trucks were registered in 2009 in the US, the gross benefit per truck will be $635/year (13). If the lifetime of a semi-trailer truck is assumed to be 10 years then the benefit is $6,354 over the lifetime of the truck. FINDINGS AND CONCLUSIONS In conclusion, ESC on tractor-semitrailers is expected to provide significant safety benefits. The estimated reductions are 4462 crashes, 121 deaths, and 5669 injuries and these reductions are equivalent to $1.663 billion in crash-related costs. When compared to the UMTRI study results, the number of reduced crashes is 4.1 percent less and the annual economic benefit is 4.4 percent less. However, these results do not imply that the WABCO ESC system outperforms the Bendix ESC system since there are various factors that affect the HiL simulation results. For example, one of the factors would be that the two different teams used different versions of TruckSim and different hardware setups for the simulation. Therefore, it is not recommended that the results of the current study be used to compare the two systems; instead the results can be a verification of the previous reported results. While the method of using a HiL system provides an innovative approach to determining the benefits of truck rollover systems, it is a very complex setup. Each signal from the simulator to the real-time machine must be in exactly the right format and timing to ensure that all of the inputs are being accounted for in the simulation run. Since most safety systems do not release
10 Park, Donoughe and Rakha 10 their detection algorithms, creating the correct signal is often an iterative task. Many verification tests need to be run with field data before the results of a HiL simulator test are deemed reliable. It was found that variations in weather, such as cold to warm temperatures, can sometimes have an effect on the performance of the hardware in the loop. It is advised that researchers using a HiL system perform a standard simulation run to verify that the simulator is calibrated correctly each time the system is used. Once the HiL system is properly tested and validated, then it can be a reliable and convenient method to evaluate in-vehicle safety devices without comparing the results with test-track testing results. The system can also be extended to evaluate other invehicle systems without the need to conduct field tests. REFERENCES 1. NHTSA, Traffic Safety Facts: Large Trucks. DOT HS [Brochure], Wang, J. and F.M. Council, Estimating truck-rollover crashes on ramps by using a multistate database. Transportation Research Record, (Compendex): p Baker, D., R. Bushman, and C. Berthelot, Effectiveness of truck rollover warning systems. Transportation Research Record, : p Winkler, C.B. and R.D. Ervin. On-board estimation of the rollover threshold of tractor semitrailers. in 16th IAVSD Symposium on the Dynamics of Vehicles on Roads and Tracks Pretoria, South Africa. 5. Sailer, U. and U. Essers, Real-time simulation of trucks for hardware-in-the-loop applications. SAE Technical Paper , Woodrooffe, J., D. Blower, T. Gordon, P.E. Green, B. Liu, and P. Sweatman, Safety Benefits of Stability Control Systems for Tractor-Semitrailers. October, 2009, DOT HS , National Highway Traffic Safety Administration, Washington, D.C.,. p Donoughe, K., H. Rakha, W. Swanson, S. Park, and J. Bryson, Development of a Hardware-in-the-Loop Testbed for Evaluating Truck Safety Systems. Presented at 90th Annual Meeting of the Transportation Research Board, Washington D.C., Mcnaull, P., D. Guenther, G. Heydinger, P. Grygier, and M.K. Salaani, Validation and Enhancement of a Heavy Truck Simulation Model with an Electronic Stability Control Model. SAE Technical Paper , Chandrasekharan, S., D. Guenther, G. Heydinger, M. Salaani, and S. Zagorski, Development of a Roll Stability Control Model for a Tractor Trailer Vehicle. SAE International Journal of Passenger Cars-Mechanical Systems, October (1): p Woodrooffe, J., D. Blower, and P.E. Green, Tractor Trailer Rollover Prevention: The Effectiveness of Electronic Stability Control Systems. Presented at 90th Annual Meeting of the Transportation Research Board, Washington D.C., Winkler, C., J. Sullivan, S. Bogard, R. Goodsell, and M. Hagan, Field Operational Test of the Freightliner/Meritor WABCO Roll Stability Advisor & Control at Praxair, in UMTRI report UMTRI Zaloshnja, E. and T. Miller, Unit Costs of Medium/Heavy Truck Crashes / Final Report for Federal Motor Carrier Safety Administration. 2006, Pacific Institute for Research and Evaluation,. 13. FHWA, Highway Statistics
11 Park, Donoughe and Rakha 11 LIST OF TABLES TABLE 1 Event Speeds for RSM TABLE 2 Comparison of VRTC and VTTI Values for Validation Purposes TABLE 3 Critical Speeds Determined by the HiL Simulation TABLE 4 Effectiveness Calculation based on the HiL Simulation TABLE 5 Estimated Total Cost-Benefits (in 2007 dollars) LIST OF FIGURES FIGURE 1 Schematic diagram of the Hardware-In-the-Loop system. FIGURE 2 Brake pressure on the first axle over time. FIGURE 3 Steering input with ESC-off (a) and ESC-on (b), speed with ESC-off (c) and ESC-on (d), yaw rate with ESC-off (e) and ESC-on (f), and roll angle with ESC-off (g) and ESC-on (h) of the trailer configured with the 2.3 m center of gravity. FIGURE 4 Illustration of a test on the 68-meter curve. FIGURE 5 Plot of Y coordinate, speed, and roll angle on the 68-meter curve with a center of gravity of 2.3 m. FIGURE 6 Potential safety benefit estimation procedure diagram. FIGURE 7 (a) Histogram of lateral acceleration measured during normal driving and (b) illustration of effectiveness calculation for the testing of the 68-meter curve and CG 2.3 m.
12 Park, Donoughe and Rakha 12 TABLE 1 Event Speeds for RSM Classification Outcome ESC-off ESC-on 2.0-m Trailer Center of Gravity Height 2.3-m Trailer Center of Gravity Height No Wheel Lift 51.2 km/hr (32.0 mph) 56.8 km/hr (35.5 mph) Single Wheel Lift 52.0 km/hr (32.5 mph) 57.6 km/hr (36.0 mph) Multiple Wheel Lift 52.8 km/hr (33.0 mph) 58.4 km/hr (36.5 mph) Achieves > 6 Roll 53.6 km/hr (33.5 mph) 60.0 km/hr (37.5 mph) Physical Rollover 58.4 km/hr (36.5 mph) 68.8 km/hr (43.0 mph) No Wheel Lift 47.2 km/hr (29.5 mph) 53.6 km/hr (33.5 mph) Single Wheel Lift 48.0 km/hr (30.0 mph) 54.4 km/hr (34.0 mph) Multiple Wheel Lift 48.8 km/hr (30.5 mph) 55.2 km/hr (34.5 mph) Achieves > 6 Roll 48.8 km/hr (30.5 mph) 57.6 km/hr (36.0 mph) Physical Rollover 50.4 km/hr (31.5 mph) 64.0 km/hr (40.0 mph)
13 Park, Donoughe and Rakha 13 Classification TABLE 2 Comparison of VRTC and VTTI Values for Validation Purposes VTTI TruckSim Real-Time 2.0-m Trailer CG Height with ESC-off VTTI TruckSim Real-Time 2.3-m Trailer CG Height with ESC-off VRTC TruckSim Results from June 2009 VRTC Experimental: 53-ft. Strickland Box Trailer GVWR* Load *GVWR gross vehicle weight rating Highest Speed with No Tip-Up 51.2 km/hr (32.0 mph) 47.2 km/hr (29.5 mph) 49.6 km/hr (31.0 mph) 48.0 km/hr (30.0 mph) Lowest Speed with Tip-Up 52.0 km/hr (32.5 mph) 48.0 km/hr (30.0 mph) 50.4 km/hr (31.5 mph) 49.6 km/hr (31.0 mph)
14 Park, Donoughe and Rakha 14 TABLE 3 Critical Speeds Determined by the HiL Simulation Classification UMTRI Current Study Curve radius 68 m 227 m Center of Gravity Without ESC (km/hr) With ESC (km/hr) Difference (km/hr) Without ESC (km/hr) With ESC (km/hr) Difference (km/hr) 2.0 m m m m
15 Park, Donoughe and Rakha 15 TABLE 4 Effectiveness Calculation based on the HiL Simulation Curve Center of UMTRI Current Study Radius Gravity Effectiveness (%) Area A Areas A & B Effectiveness (%) 68 m 2.0 m m m 2.0 m m
16 Park, Donoughe and Rakha 16 TABLE 5 Estimated Total Cost-Benefits (in 2007 dollars) Crash Type Total Fatal A-injury B-injury C-injury No injury Injury unknown Rollover 1,459,363, ,614, ,472, ,937,180 90,021,355 14,122, ,012 LOC 203,151,450 96,841,826 37,046,724 37,656,294 24,029,023 7,525,066 52,517 Sum 1,662,515, ,455, ,519, ,593, ,050,378 21,647, ,529
17 Park, Donoughe and Rakha 17 FIGURE 1 Schematic diagram of the Hardware-In-the-Loop system.
18 Park, Donoughe and Rakha 18 FIGURE 2 Brake pressure on the first axle over time.
19 Park, Donoughe and Rakha 19 FIGURE 3 Steering input with ESC-off (a) and ESC-on (b), speed with ESC-off (c) and ESC-on (d), yaw rate with ESC-off (e) and ESC-on (f), and roll angle with ESC-off (g) and ESC-on (h) of the trailer configured with the 2.3 m center of gravity.
20 Park, Donoughe and Rakha Time (s) 30 Moving Direction 20 Radius = 68 m Y Coordinate X Coordinate FIGURE 4 Illustration of a test on the 68-meter curve.
21 Park, Donoughe and Rakha Y Coordinate Beginning of Curve Time (s) 80 Speed (km/hr) Target Speed= 61.3km/hr Time (s) 5 Roll (Degree) 0-5 Roll Angle= Time (s) FIGURE 5 Plot of Y coordinate, speed, and roll angle on the 68-meter curve with a center of gravity of 2.3 m.
22 Park, Donoughe and Rakha 22 Portion Obtained from the UMTRI Report Compute crash totals from GES and TIFA databases Select 159 LTCCS Cases Portion Updated by This Study Update the crash totals based on the LTCCS review Expert panel rates the effectiveness of 137 cases 22 cases rated based on HiL simulation results Five-year annual average crashes Crash prevention ratio (%) Compute crash reduction Estimate cost benefit FIGURE 6 Potential safety benefit estimation procedure diagram.
23 Park, Donoughe and Rakha 23 FIGURE 7 (a) Histogram of lateral acceleration measured during normal driving and (b) illustration of effectiveness calculation for the testing of the 68-meter curve and CG 2.3 m.
FMVSS 126 Electronic Stability Test and CarSim
Mechanical Simulation 912 North Main, Suite 210, Ann Arbor MI, 48104, USA Phone: 734 668-2930 Fax: 734 668-2877 Email: info@carsim.com Technical Memo www.carsim.com FMVSS 126 Electronic Stability Test
More informationHVTT15: Artificial intelligence self-driving vehicles: Woodrooffe
TRUCKS THAT REFUSE TO CRASH: NEW OBJECTIVES FOR SELF-DRIVING VEHICLES THE ROLE OF ARTIFICIAL INTELLIGENCE J.H. WOODROOFFE Woodrooffe Dynamics Ltd Research Scientist Emeritus University of Michigan. Abstract
More informationHEAVY VEHICLE HARDWARE-IN-THE-LOOP CRASH AVOIDANCE SAFETY SYSTEM SIMULATION WITH EXPERIMENTAL VALIDATION
HEAVY VEHICLE HARDWARE-IN-THE-LOOP CRASH AVOIDANCE SAFETY SYSTEM SIMULATION WITH EXPERIMENTAL VALIDATION M. Kamel Salaani Transportation Research Center Inc. United States of America Devin H. Elsasser
More informationThe Evolution of Side Crash Compatibility Between Cars, Light Trucks and Vans
2003-01-0899 The Evolution of Side Crash Compatibility Between Cars, Light Trucks and Vans Hampton C. Gabler Rowan University Copyright 2003 SAE International ABSTRACT Several research studies have concluded
More informationA Proposed Modification of the Bridge Gross Weight Formula
14 MID-CONTINENT TRANSPORTATION SYMPOSIUM PROCEEDINGS A Proposed Modification of the Bridge Gross Weight Formula CARL E. KURT A study was conducted using 1 different truck configurations and the entire
More informationIMPROVED EMERGENCY BRAKING PERFORMANCE FOR HGVS
IMPROVED EMERGENCY BRAKING PERFORMANCE FOR HGVS Dr Leon Henderson Research Associate University of Cambridge, UK lmh59@cam.ac.uk Prof. David Cebon University of Cambridge, UK dc@eng.cam.ac.uk Abstract
More informationThe Emerging Risk of Fatal Motorcycle Crashes with Guardrails
Gabler (Revised 1-24-2007) 1 The Emerging Risk of Fatal Motorcycle Crashes with Guardrails Hampton C. Gabler Associate Professor Department of Mechanical Engineering Virginia Tech Center for Injury Biomechanics
More informationAcceleration Behavior of Drivers in a Platoon
University of Iowa Iowa Research Online Driving Assessment Conference 2001 Driving Assessment Conference Aug 1th, :00 AM Acceleration Behavior of Drivers in a Platoon Ghulam H. Bham University of Illinois
More informationSensing Proximity to Trailer Rollover: Theoretical and Experimental Analysis
09HTS-0021 Sensing Proximity to Trailer Rollover: Theoretical and Experimental Analysis Copyright 2009 SAE International Kadire, N. R., Tkacik, P.T., Merrill, Z. A., and Nimmagadda, P. The Department of
More informationABS Operator s Manual
ABS Operator s Manual Bendix Antilock Brake Systems With optional advanced antilock braking features: Automatic Traction Control (ATC) and RSP Roll Stability System Read, understand and follow the information
More informationWHITE PAPER. Preventing Collisions and Reducing Fleet Costs While Using the Zendrive Dashboard
WHITE PAPER Preventing Collisions and Reducing Fleet Costs While Using the Zendrive Dashboard August 2017 Introduction The term accident, even in a collision sense, often has the connotation of being an
More informationImprovement of Vehicle Dynamics by Right-and-Left Torque Vectoring System in Various Drivetrains x
Improvement of Vehicle Dynamics by Right-and-Left Torque Vectoring System in Various Drivetrains x Kaoru SAWASE* Yuichi USHIRODA* Abstract This paper describes the verification by calculation of vehicle
More informationCost Benefit Analysis of Faster Transmission System Protection Systems
Cost Benefit Analysis of Faster Transmission System Protection Systems Presented at the 71st Annual Conference for Protective Engineers Brian Ehsani, Black & Veatch Jason Hulme, Black & Veatch Abstract
More informationFRONTAL OFF SET COLLISION
FRONTAL OFF SET COLLISION MARC1 SOLUTIONS Rudy Limpert Short Paper PCB2 2014 www.pcbrakeinc.com 1 1.0. Introduction A crash-test-on- paper is an analysis using the forward method where impact conditions
More informationThe Value of Travel-Time: Estimates of the Hourly Value of Time for Vehicles in Oregon 2007
The Value of Travel-Time: Estimates of the Hourly Value of Time for Vehicles in Oregon 2007 Oregon Department of Transportation Long Range Planning Unit June 2008 For questions contact: Denise Whitney
More informationSimple Gears and Transmission
Simple Gears and Transmission Simple Gears and Transmission page: of 4 How can transmissions be designed so that they provide the force, speed and direction required and how efficient will the design be?
More informationA Cost Benefit Analysis of Faster Transmission System Protection Schemes and Ground Grid Design
A Cost Benefit Analysis of Faster Transmission System Protection Schemes and Ground Grid Design Presented at the 2018 Transmission and Substation Design and Operation Symposium Revision presented at the
More informationFueling Savings: Higher Fuel Economy Standards Result In Big Savings for Consumers
Fueling Savings: Higher Fuel Economy Standards Result In Big Savings for Consumers Prepared for Consumers Union September 7, 2016 AUTHORS Tyler Comings Avi Allison Frank Ackerman, PhD 485 Massachusetts
More informationThe final test of a person's defensive driving ability is whether or not he or she can avoid hazardous situations and prevent accident..
It is important that all drivers know the rules of the road, as contained in California Driver Handbook and the Vehicle Code. However, knowing the rules does not necessarily make one a safe driver. Safe
More informationVehicle Safety Technologies 22 January Mr Bernard Tay President, AA Singapore & Chairman, Singapore Road Safety Council
Vehicle Safety Technologies 22 January 2011 Mr Bernard Tay President, AA Singapore & Chairman, Singapore Road Safety Council Content Introduction Vehicle safety features commonly found in cars Advanced
More informationPassenger Vehicle Steady-State Directional Stability Analysis Utilizing EDVSM and SIMON
WP# 4-3 Passenger Vehicle Steady-State Directional Stability Analysis Utilizing and Daniel A. Fittanto, M.S.M.E., P.E. and Adam Senalik, M.S.G.E., P.E. Ruhl Forensic, Inc. Copyright 4 by Engineering Dynamics
More informationWheel lift sensors used during dynamic testing of light vehicles
SUBJECT: Wheel lift sensors used during dynamic testing of light vehicles TO: D.O.T. Docket No. NHTSA- 2001-9663- FROM: Patrick Boyd, NHTSA NVS-123 DATE: March 31, 2003 The attached description briefly
More informationOregon DOT Slow-Speed Weigh-in-Motion (SWIM) Project: Analysis of Initial Weight Data
Portland State University PDXScholar Center for Urban Studies Publications and Reports Center for Urban Studies 7-1997 Oregon DOT Slow-Speed Weigh-in-Motion (SWIM) Project: Analysis of Initial Weight Data
More informationFleet Safety Initiative Status Summary
Fleet Safety Initiative Status Summary Deborah Majeski DTE Energy Company October 7, 2008 DTE Energy s Primary Subsidiaries are Gas and Electric Utilities 2 Non-Utility Energy Related Businesses 3 Impact
More informationAre Roundabout Environmentally Friendly? An Evaluation for Uniform Approach Demands
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 Are Roundabout Environmentally Friendly? An Evaluation for Uniform Approach Demands Meredith Jackson Charles E. Via, Jr. Department of
More informationIS THE U.S. ON THE PATH TO THE LOWEST MOTOR VEHICLE FATALITIES IN DECADES?
UMTRI-2008-39 JULY 2008 IS THE U.S. ON THE PATH TO THE LOWEST MOTOR VEHICLE FATALITIES IN DECADES? MICHAEL SIVAK IS THE U.S. ON THE PATH TO THE LOWEST MOTOR VEHICLE FATALITIES IN DECADES? Michael Sivak
More informationMac McCall VTTI Motorcycle Research Group September 28, 2017
Motorcycle Crashes and Some Guidance to Avoid Them Mac McCall VTTI Motorcycle Research Group September 28, 2017 Innovation 2015 4,976 killed Why? 29X more likely than in cars per mile traveled 88,000 injured
More informationDevelopment and Validation of a Finite Element Model of an Energy-absorbing Guardrail End Terminal
Development and Validation of a Finite Element Model of an Energy-absorbing Guardrail End Terminal Yunzhu Meng 1, Costin Untaroiu 1 1 Department of Biomedical Engineering and Virginia Tech, Blacksburg,
More informationROLLOVER CRASHWORTHINESS OF A RURAL TRANSPORT VEHICLE USING MADYMO
ROLLOVER CRASHWORTHINESS OF A RURAL TRANSPORT VEHICLE USING MADYMO S. Mukherjee, A. Chawla, A. Nayak, D. Mohan Indian Institute of Technology, New Delhi INDIA ABSTRACT In this work a full vehicle model
More informationPOST-WELD TREATMENT OF A WELDED BRIDGE GIRDER BY ULTRASONIC IMPACT TREATMENT
POST-WELD TREATMENT OF A WELDED BRIDGE GIRDER BY ULTRASONIC IMPACT TREATMENT BY William Wright, PE Research Structural Engineer Federal Highway Administration Turner-Fairbank Highway Research Center 6300
More informationStatement before the North Carolina House Select Committee. Motorcycle Helmet Laws. Stephen L. Oesch
Statement before the North Carolina House Select Committee Motorcycle Helmet Laws Stephen L. Oesch The Insurance Institute for Highway Safety is a nonprofit research and communications organization that
More informationESTIMATING THE LIVES SAVED BY SAFETY BELTS AND AIR BAGS
ESTIMATING THE LIVES SAVED BY SAFETY BELTS AND AIR BAGS Donna Glassbrenner National Center for Statistics and Analysis National Highway Traffic Safety Administration Washington DC 20590 Paper No. 500 ABSTRACT
More informationOBSERVATIONS ON THE LATERAL PERFORMANCE OF TRUCK DRIVERS
OBSERVATIONS ON THE LATERAL PERFORMANCE OF TRUCK DRIVERS Christopher Winkler, John Sullivan, Scott Bogard and Michael Hagan University of Michigan Transportation Research Institute E-mail: cbw@umich.edu,
More informationA Methodology to Investigate the Dynamic Characteristics of ESP Hydraulic Units - Part II: Hardware-In-the-Loop Tests
A Methodology to Investigate the Dynamic Characteristics of ESP Hydraulic Units - Part II: Hardware-In-the-Loop Tests Aldo Sorniotti Politecnico di Torino, Department of Mechanics Corso Duca degli Abruzzi
More informationInvestigation of Potential Mitigation of Driver Injury in Heavy Truck Frontal and Rollover Crashes
Investigation of Potential Mitigation of Driver Injury in Heavy Truck Frontal and Rollover Crashes Nathan Schulz, M.S.C.E. Chiara Silvestri Dobrovolny, Ph.D. Texas A&M Transportation Institute TRB IRSC
More informationFleet Penetration of Automated Vehicles: A Microsimulation Analysis
Fleet Penetration of Automated Vehicles: A Microsimulation Analysis Corresponding Author: Elliot Huang, P.E. Co-Authors: David Stanek, P.E. Allen Wang 2017 ITE Western District Annual Meeting San Diego,
More informationAn Evaluation of the Relationship between the Seat Belt Usage Rates of Front Seat Occupants and Their Drivers
An Evaluation of the Relationship between the Seat Belt Usage Rates of Front Seat Occupants and Their Drivers Vinod Vasudevan Transportation Research Center University of Nevada, Las Vegas 4505 S. Maryland
More informationReview on Handling Characteristics of Road Vehicles
RESEARCH ARTICLE OPEN ACCESS Review on Handling Characteristics of Road Vehicles D. A. Panke 1*, N. H. Ambhore 2, R. N. Marathe 3 1 Post Graduate Student, Department of Mechanical Engineering, Vishwakarma
More informationNTSB Recommendations to Reduce Speeding-Related Crashes
NTSB Recommendations to Reduce Speeding-Related Crashes Nathan Doble and Ivan Cheung Lifesavers Conference Fast & Furious Won t Get Us to Zero Workshop Sunday, April 22, 2018 1 About the NTSB Independent
More informationDOT HS September NHTSA Technical Report
DOT HS 809 144 September 2000 NHTSA Technical Report Analysis of the Crash Experience of Vehicles Equipped with All Wheel Antilock Braking Systems (ABS)-A Second Update Including Vehicles with Optional
More informationFHWA/IN/JTRP-2000/23. Final Report. Sedat Gulen John Nagle John Weaver Victor Gallivan
FHWA/IN/JTRP-2000/23 Final Report DETERMINATION OF PRACTICAL ESALS PER TRUCK VALUES ON INDIANA ROADS Sedat Gulen John Nagle John Weaver Victor Gallivan December 2000 Final Report FHWA/IN/JTRP-2000/23 DETERMINATION
More informationOnly video reveals the hidden dangers of speeding.
Only video reveals the hidden dangers of speeding. SNAPSHOT FOR TRUCKING April 2018 SmartDrive Smart IQ Beat Snapshots provide in-depth analysis and metrics of top fleet performance trends based on the
More informationExtracting Tire Model Parameters From Test Data
WP# 2001-4 Extracting Tire Model Parameters From Test Data Wesley D. Grimes, P.E. Eric Hunter Collision Engineering Associates, Inc ABSTRACT Computer models used to study crashes require data describing
More informationHAS MOTORIZATION IN THE U.S. PEAKED? PART 2: USE OF LIGHT-DUTY VEHICLES
UMTRI-2013-20 JULY 2013 HAS MOTORIZATION IN THE U.S. PEAKED? PART 2: USE OF LIGHT-DUTY VEHICLES MICHAEL SIVAK HAS MOTORIZATION IN THE U.S. PEAKED? PART 2: USE OF LIGHT-DUTY VEHICLES Michael Sivak The University
More informationD-25 Speed Advisory System
Report Title Report Date: 2002 D-25 Speed Advisory System Principle Investigator Name Pesti, Geza Affiliation Texas Transportation Institute Address CE/TTI, Room 405-H 3135 TAMU College Station, TX 77843-3135
More informationSpecial edition paper
Efforts for Greater Ride Comfort Koji Asano* Yasushi Kajitani* Aiming to improve of ride comfort, we have worked to overcome issues increasing Shinkansen speed including control of vertical and lateral
More informationTITLE: EVALUATING SHEAR FORCES ALONG HIGHWAY BRIDGES DUE TO TRUCKS, USING INFLUENCE LINES
EGS 2310 Engineering Analysis Statics Mock Term Project Report TITLE: EVALUATING SHEAR FORCES ALONG HIGHWAY RIDGES DUE TO TRUCKS, USING INFLUENCE LINES y Kwabena Ofosu Introduction The impact of trucks
More informationEngineering Dept. Highways & Transportation Engineering
The University College of Applied Sciences UCAS Engineering Dept. Highways & Transportation Engineering (BENG 4326) Instructors: Dr. Y. R. Sarraj Chapter 4 Traffic Engineering Studies Reference: Traffic
More informationEXPERIMENTAL VERIFICATION OF INDUCED VOLTAGE SELF- EXCITATION OF A SWITCHED RELUCTANCE GENERATOR
EXPERIMENTAL VERIFICATION OF INDUCED VOLTAGE SELF- EXCITATION OF A SWITCHED RELUCTANCE GENERATOR Velimir Nedic Thomas A. Lipo Wisconsin Power Electronic Research Center University of Wisconsin Madison
More informationFEASIBILITY STYDY OF CHAIN DRIVE IN WATER HYDRAULIC ROTARY JOINT
FEASIBILITY STYDY OF CHAIN DRIVE IN WATER HYDRAULIC ROTARY JOINT Antti MAKELA, Jouni MATTILA, Mikko SIUKO, Matti VILENIUS Institute of Hydraulics and Automation, Tampere University of Technology P.O.Box
More informationSimulating Trucks in CORSIM
Simulating Trucks in CORSIM Minnesota Department of Transportation September 13, 2004 Simulating Trucks in CORSIM. Table of Contents 1.0 Overview... 3 2.0 Acquiring Truck Count Information... 5 3.0 Data
More informationTRS - Trailer Roll Stability
TRS - Trailer Roll Stability Todd Bourque Canadian OEM Sales Manager Braking Controls Division Haldex Brake Products, Inc. Innovative Vehicle Technology Innovative Vehicle Technology 2 1 Innovative Vehicle
More informationActive Systems Design: Hardware-In-the-Loop Simulation
Active Systems Design: Hardware-In-the-Loop Simulation Eng. Aldo Sorniotti Eng. Gianfrancesco Maria Repici Departments of Mechanics and Aerospace Politecnico di Torino C.so Duca degli Abruzzi - 10129 Torino
More informationCHARACTERIZATION AND DEVELOPMENT OF TRUCK LOAD SPECTRA FOR CURRENT AND FUTURE PAVEMENT DESIGN PRACTICES IN LOUISIANA
CHARACTERIZATION AND DEVELOPMENT OF TRUCK LOAD SPECTRA FOR CURRENT AND FUTURE PAVEMENT DESIGN PRACTICES IN LOUISIANA LSU Research Team Sherif Ishak Hak-Chul Shin Bharath K Sridhar OUTLINE BACKGROUND AND
More informationNHTSA Update: Connected Vehicles V2V Communications for Safety
NHTSA Update: Connected Vehicles V2V Communications for Safety Alrik L. Svenson Transportation Research Board Meeting Washington, D.C. January 12, 2015 This is US Government work and may be copied without
More informationSimple Gears and Transmission
Simple Gears and Transmission Contents How can transmissions be designed so that they provide the force, speed and direction required and how efficient will the design be? Initial Problem Statement 2 Narrative
More informationCase 1:17-cv DLF Document 16 Filed 04/06/18 Page 1 of 2 IN THE UNITED STATES DISTRICT COURT FOR THE DISTRICT OF COLUMBIA
Case 1:17-cv-01266-DLF Document 16 Filed 04/06/18 Page 1 of 2 IN THE UNITED STATES DISTRICT COURT FOR THE DISTRICT OF COLUMBIA QUALITY CONTROL SYSTEMS CORP., Plaintiff, v. Civil Action No. 17-01266 (DLF
More informationNEW CAR TIPS. Teaching Guidelines
NEW CAR TIPS Teaching Guidelines Subject: Algebra Topics: Patterns and Functions Grades: 7-12 Concepts: Independent and dependent variables Slope Direct variation (optional) Knowledge and Skills: Can relate
More informationDevelopment of Turning Templates for Various Design Vehicles
Transportation Kentucky Transportation Center Research Report University of Kentucky Year 1991 Development of Turning Templates for Various Design Vehicles Kenneth R. Agent Jerry G. Pigman University of
More informationFMVSS 121 Brake Performance and Stability Testing
FMVSS 121 Brake Performance and Stability Testing FINAL REPORT - Revision A SwRI Project No. 03-05190 Prepared for Mr. Bill Washington Air Brake Systems 4356 E. Valley Road Mount Pleasant, MI 48804-0293
More informationA Brake Pad Wear Control Algorithm for Electronic Brake System
Advanced Materials Research Online: 2013-05-14 ISSN: 1662-8985, Vols. 694-697, pp 2099-2105 doi:10.4028/www.scientific.net/amr.694-697.2099 2013 Trans Tech Publications, Switzerland A Brake Pad Wear Control
More informationStudy on Tractor Semi-Trailer Roll Stability Control
Send Orders for Reprints to reprints@benthamscience.net 238 The Open Mechanical Engineering Journal, 214, 8, 238-242 Study on Tractor Semi-Trailer Roll Stability Control Shuwen Zhou *,1 and Siqi Zhang
More informationUnitil Energy Demand Response Demonstration Project Proposal October 12, 2016
Unitil Energy Demand Response Demonstration Project Proposal October 12, 2016 Fitchburg Gas and Electric Light Company d/b/a Unitil ( Unitil or the Company ) indicated in the 2016-2018 Energy Efficiency
More informationChapter 4. Vehicle Testing
Chapter 4 Vehicle Testing The purpose of this chapter is to describe the field testing of the controllable dampers on a Volvo VN heavy truck. The first part of this chapter describes the test vehicle used
More informationWhat is Electronic Stability Control (ESC)? What conditions does ESC try to correct? A brief timeline of ESC Reduction in fatal crash risk attributed
September 20, 2010 What is Electronic Stability Control (ESC)? What conditions does ESC try to correct? A brief timeline of ESC Reduction in fatal crash risk attributed to ESC What are trade names for
More informationPredicted availability of safety features on registered vehicles a 2015 update
Highway Loss Data Institute Bulletin Vol. 32, No. 16 : September 2015 Predicted availability of safety features on registered vehicles a 2015 update Prior Highway Loss Data Institute (HLDI) studies have
More informationAN ANALYSIS OF DRIVER S BEHAVIOR AT MERGING SECTION ON TOKYO METOPOLITAN EXPRESSWAY WITH THE VIEWPOINT OF MIXTURE AHS SYSTEM
AN ANALYSIS OF DRIVER S BEHAVIOR AT MERGING SECTION ON TOKYO METOPOLITAN EXPRESSWAY WITH THE VIEWPOINT OF MIXTURE AHS SYSTEM Tetsuo Shimizu Department of Civil Engineering, Tokyo Institute of Technology
More informationEFFECT OF PAVEMENT CONDITIONS ON FUEL CONSUMPTION, TIRE WEAR AND REPAIR AND MAINTENANCE COSTS
EFFECT OF PAVEMENT CONDITIONS ON FUEL CONSUMPTION, TIRE WEAR AND REPAIR AND MAINTENANCE COSTS Graduate of Polytechnic School of Tunisia, 200. Completed a master degree in 200 in applied math to computer
More informationPerformance Based Design for Bridge Piers Impacted by Heavy Trucks
Performance Based Design for Bridge Piers Impacted by Heavy Trucks Anil K. Agrawal, Ph.D., P.E., Ran Cao and Xiaochen Xu The City College of New York, New York, NY Sherif El-Tawil, Ph.D. University of
More informationUMTRI FIFTH-WHEEL LOAD TRANSDUCER USERS GUIDE
DTNH22-95-H-07002 UMTRI FIFTH-WHEEL LOAD TRANSDUCER USERS GUIDE C.B. Winkler August, 1998 The University of Michigan Transportation Research Institute 2901 Baxter Road, Ann Arbor, MI 48109-2150 for: National
More informationRoad User Cost Analysis
Road User Cost Analysis I-45 Gulf Freeway at Beltway 8 Interchange CSJ #500-03-382 1994 Texas Transportation Institute ROAD USER COST ANALYSIS CSJ #500-03-382 The Texas Department of Transportation (TxDOT)
More informationRegeneration of the Particulate Filter by Using Navigation Data
COVER STORY EXHAUST AFTERTREATMENT Regeneration of the Particulate Filter by Using Navigation Data Increasing connectivity is having a major effect on the driving experience as well as on the car s inner
More informationTraffic Safety Facts Research Note
Traffic Safety Facts Research Note DOT HS 810 947 May 2008 Fatalities to Occupants of 15-Passenger Vans, 1997-2006 Summary n In 2006, fatalities to occupants of 15-passenger vans reached the lowest level
More informationUse of Simpack at the DaimlerChrysler Commercial Vehicles Division
Use of Simpack at the DaimlerChrysler Commercial Vehicles Division Dr. Darko Meljnikov 22.03.2006 Truck Product Creation (4P) Content Introduction Driving dynamics and handling Braking systems Vehicle
More informationTenth International Conference on Managing Fatigue: Abstract for Review
Tenth International Conference on Managing Fatigue: Abstract for Review The Impact of Driver Distraction in Tractor-Trailers and Motorcoach Buses Rebecca Hammond, Virginia Tech Transportation Institute,
More informationMethodologies and Examples for Efficient Short and Long Duration Integrated Occupant-Vehicle Crash Simulation
13 th International LS-DYNA Users Conference Session: Automotive Methodologies and Examples for Efficient Short and Long Duration Integrated Occupant-Vehicle Crash Simulation R. Reichert, C.-D. Kan, D.
More informationConventional Approach
Session 6 Jack Broz, PE, HR Green May 5-7, 2010 Conventional Approach Classification required by Federal law General Categories: Arterial Collector Local 6-1 Functional Classifications Changing Road Classification
More informationReduced Stopping Distance: Why the Mandate?
Reduced Stopping Distance: Why the Mandate? According to the Federal Motor Carrier Safety Administration (FMCSA): Overall the fatality rate for large truck crashes was 66 percent higher than passenger
More informationModeling Multi-Objective Optimization Algorithms for Autonomous Vehicles to Enhance Safety and Energy Efficiency
2015 NDIA GROUND VEHICLE SYSTEMS ENGINEERING AND TECHNOLOGY SYMPOSIUM MODELING & SIMULATION, TESTING AND VALIDATION (MSTV) TECHNICAL SESSION AUGUST 4-6, 2015 - NOVI, MICHIGAN Modeling Multi-Objective Optimization
More informationPetition for Rulemaking; 49 CFR Part 571 Federal Motor Vehicle Safety Standards; Rear Impact Guards; Rear Impact Protection
The Honorable David L. Strickland Administrator National Highway Traffic Safety Administration 1200 New Jersey Avenue, SE Washington, D.C. 20590 Petition for Rulemaking; 49 CFR Part 571 Federal Motor Vehicle
More informationMPC-574 July 3, University University of Wyoming
MPC-574 July 3, 2018 Project Title Proposing New Speed Limit in Mountainous Areas Considering the Effect of Longitudinal Grades, Vehicle Characteristics, and the Weather Condition University University
More informationREMOTE SENSING DEVICE HIGH EMITTER IDENTIFICATION WITH CONFIRMATORY ROADSIDE INSPECTION
Final Report 2001-06 August 30, 2001 REMOTE SENSING DEVICE HIGH EMITTER IDENTIFICATION WITH CONFIRMATORY ROADSIDE INSPECTION Bureau of Automotive Repair Engineering and Research Branch INTRODUCTION Several
More informationAppendix 3. DRAFT Policy on Vehicle Activated Signs
Appendix 3 DRAFT Policy on Vehicle Activated Signs Ealing Council has been installing vehicle activated signs for around three years and there are now 45 across the borough. These signs help to reduce
More informationNew Buck O Neil (U. S. 169) Crossing Benefit-Cost Analysis. Kansas City, Missouri
New Buck O Neil (U. S. 169) Crossing Benefit-Cost Analysis Kansas City, Missouri New Buck O Neil (U. S. 169) Crossing Benefit-Cost Analysis prepared for Kansas City, Missouri prepared by Burns & McDonnell
More information100% Effective Natural Hormone Treatment Menopause, Andropause And Other Hormone Imbalances Impair Healthy Healing In People Over The Age Of 30!
This Free E Book is brought to you by Natural Aging.com. 100% Effective Natural Hormone Treatment Menopause, Andropause And Other Hormone Imbalances Impair Healthy Healing In People Over The Age Of 30!
More informationPetition for Rulemaking:
Honorable Mark R. Rosekind, Administrator National Highway Traffic Safety Administration U.S. Department of Transportation 1200 New Jersey Avenue, S.E. West Building Ground Floor, Room 12-140 Washington,
More informationEffect of Subaru EyeSight on pedestrian-related bodily injury liability claim frequencies
Highway Loss Data Institute Bulletin Vol. 34, No. 39 : December 2017 Effect of Subaru EyeSight on pedestrian-related bodily injury liability claim frequencies Summary This Highway Loss Data Institute (HLDI)
More informationCEMA position on the draft Regulation on braking for tractors & the need for a balanced regulatory approach on ABS. 03 July 2013
CEMA position on the draft Regulation on braking for tractors & the need for a balanced regulatory approach on ABS 03 July 2013 Goal vehicles with a maximum design speed of more than 40 km/h meet an equivalent
More informationSafety Evaluation of Converting On-Street Parking from Parallel to Angle
36 TRANSPORTATION RESEARCH RECORD 1327 Safety Evaluation of Converting On-Street Parking from Parallel to Angle TIMOTHY A. McCOY, PATRICK T. McCoY, RICHARD J. HADEN, AND VIRENDRA A. SINGH To increase the
More informationAIR QUALITY DETERIORATION IN TEHRAN DUE TO MOTORCYCLES
Iran. J. Environ. Health. Sci. Eng., 25, Vol. 2, No. 3, pp. 145-152 AIR QUALITY DETERIORATION IN TEHRAN DUE TO MOTORCYCLES * 1 M. Shafiepour and 2 H. Kamalan * 1 Faculty of Environment, University of Tehran,
More informationTraffic Signal Volume Warrants A Delay Perspective
Traffic Signal Volume Warrants A Delay Perspective The Manual on Uniform Traffic Introduction The 2009 Manual on Uniform Traffic Control Devices (MUTCD) Control Devices (MUTCD) 1 is widely used to help
More informationA Cost-Benefit Analysis of Heavy Vehicle Underrun Protection
A Cost-Benefit Analysis of Heavy Vehicle Underrun Protection Narelle Haworth 1 ; Mark Symmons 1 (Presenter) 1 Monash University Accident Research Centre Biography Mark Symmons is a Research Fellow at Monash
More informationROAD SAFETY MONITOR 2014: KNOWLEDGE OF VEHICLE SAFETY FEATURES IN CANADA. The knowledge source for safe driving
T R A F F I C I N J U R Y R E S E A R C H F O U N D A T I O N ROAD SAFETY MONITOR 2014: KNOWLEDGE OF VEHICLE SAFETY FEATURES IN CANADA The knowledge source for safe driving TRAFFIC INJURY RESEARCH FOUNDATION
More informationMedian Barriers in North Carolina -- Long Term Evaluation. Safety Evaluation Group Traffic Safety Systems Management Section
Median Barriers in North Carolina -- Long Term Evaluation Safety Evaluation Group Traffic Safety Systems Management Section Background In 1998 North Carolina began a three pronged approach to prevent and
More informationThe Deployable Gage Restraint Measurement System - Description and Operational Performance
The Deployable Gage Restraint Measurement System - Description and Operational Performance GARY A. MARTIN ENSCO, INC 5400 PORT ROYAL ROAD SPRINGFIELD, VA 22151 703-321-4513 703-321-7619 (FAX) JEFFREY A.
More informationPROCEDURES FOR ESTIMATING THE TOTAL LOAD EXPERIENCE OF A HIGHWAY AS CONTRIBUTED BY CARGO VEHICLES
PROCEDURES FOR ESTIMATING THE TOTAL LOAD EXPERIENCE OF A HIGHWAY AS CONTRIBUTED BY CARGO VEHICLES SUMMARY REPORT of Research Report 131-2F Research Study Number 2-10-68-131 A Cooperative Research Program
More information(Refer Slide Time: 00:01:10min)
Introduction to Transportation Engineering Dr. Bhargab Maitra Department of Civil Engineering Indian Institute of Technology, Kharagpur Lecture - 11 Overtaking, Intermediate and Headlight Sight Distances
More informationNational Center for Statistics and Analysis Research and Development
U.S. Department of Transportation National Highway Traffic Safety Administration DOT HS 809 271 June 2001 Technical Report Published By: National Center for Statistics and Analysis Research and Development
More informationAccident Avoidance Technologies
Accident Avoidance Technologies Quentin Hall District Manager Meritor, Inc. 1721 Dryden Drive Spring Hill, TN 37174 Cell: 317-408-9741 Email: Quentin.Hall@Meritor.com Agenda Mechanical Items RSC (Roll
More informationStability Models of Heavy Vehicle
Contemporary Engineering Sciences, Vol. 11, 2018, no. 92, 4569-4579 HIKARI Ltd, www.m-hikari.com https://doi.org/10.12988/ces.2018.89503 Stability Models of Heavy Vehicle Gonzalo Moreno, Simón Figueroa
More information