Determination of the Spatial Position of Cars on the Road Using Data from a Camera or DVR

2020 ◽  
pp. 172-180
Author(s):  
Alexey Y. Gordeev ◽  
Vladimir A. Klyachin
Keyword(s):  
Spatial Position ◽  
The Road ◽  
On The Road ◽  
Using Data

Determination of Resistance to Abrasive Wear. VIII. Influence of Softeners in Tests with the Akron-Croydon and Du Pont Machines

1949 ◽  
Vol 22 (1) ◽  
pp. 259-262
Author(s):  
J. F. Morley
Keyword(s):  
Unit Area ◽  
Published Data ◽  
The Road ◽  
Abrasive Surface ◽  
Abrasive Power ◽  
The Difference ◽  
On The Road ◽  
The Right ◽  
Abrasion Testing

Abstract These experiments indicate that softeners can influence abrasion resistance, as measured by laboratory machines, in some manner other than by altering the stress-strain properties of the rubber. One possible explanation is that the softener acts as a lubricant to the abrasive surface. Since this surface, in laboratory abrasion-testing machines, is relatively small, and comes repeatedly into contact with the rubber under test, it seems possible that it may become coated with a thin layer of softener that reduces its abrasive power. It would be interesting in this connection to try an abrasive machine in which a long continuous strip of abrasive material was used, no part of it being used more than once, so as to eliminate or minimize this lubricating effect. The fact that the effect of the softener is more pronounced on the du Pont than on the Akron-Croydon machine lends support to the lubrication hypothesis, because on the former machine the rate of wear per unit area of abrasive is much greater. Thus in the present tests the volume of rubber abraded per hr. per sq. cm. of abrasive surface ranges from 0.03 to 0.11 cc. on the du Pont machine and from 0.0035 to 0.0045 cc. on the Akron-Croydon machine. On the other hand, if the softener acts as a lubricant, it would be expected to reduce considerably the friction between the abrasive and the rubber and hence the energy used in dragging the rubber over the abrasive surface. The energy figures given in the right-hand columns of Tables 1 and 3, however, show that there is relatively little variation between the different rubbers. As a test of the lubrication hypothesis, it would be of interest to vary the conditions of test so that approximately the same amount of rubber per unit area of abrasive is abraded in a given time on both machines; this should show whether the phenomena observed under the present test conditions are due solely to the difference in rate of wear or to an inherent difference in the type of wear on the two machines. This could most conveniently be done by considerably reducing the load on the du Pont machine. In the original work on this machine the load was standardized at 8 pounds, but no figures are quoted to show how abrasion loss varies with the load. As an addition to the present investigation, it is proposed to examine the effect of this variation with special reference to rubbers containing various amounts and types of softener. Published data on the influence of softeners on the road wear of tire rubbers do not indicate anything like such large effects as are shown by the du Pont machine. This throws some doubt on the value of this machine for testing tire tread rubbers, a conclusion which is confirmed by information obtained from other workers.

Field Determination of Cargo-Deck Friction Coefficients

2005 ◽  
Author(s):  
Jos A. Romero ◽  
Miguel Marti´nez ◽  
Alejandro Lozano
Keyword(s):  
Fixed Point ◽  
Influencing Factors ◽  
Field Conditions ◽  
Road Segment ◽  
Friction Coefficients ◽  
The Road ◽  
Kinematical Analysis ◽  
Standard Deviations ◽  
On The Road

Friction between cargo and vehicle’s deck has been considered among the supplemental means for securing cargo. Although friction coefficients have been determined as a function of different influencing factors, such measurements have been performed under laboratory controlled conditions that simplify vehicle vibration and cargo-deck stiffness and contact characteristics. In this paper a methodology is proposed to quantify cargo-deck friction coefficients under realistic field conditions throughout the kinematical analysis of the stopping of the cargo-carrying vehicle by effects of dragging the cargo on the vehicle’s platform. The vehicle is located on an inclined road segment while the cargo is lashed to a fixed point on the road, in such a manner that the vehicle can travel a certain distance before the lashing becomes tensioned and the cargo starts stopping the vehicle. While average values for friction coefficients correlated well with those reported in the literature, standard deviations represented up to 33% of such average values.

scholarly journals Determination of the Dynamic Vehicle Model Parameters by Means of Computer Vision

2019 ◽  
Vol 21 (3) ◽  
pp. 28-34
Author(s):  
Daniil A. Loktev ◽  
Alexey A. Loktev ◽  
Alexandra V. Salnikova ◽  
Anna A. Shaforostova
Keyword(s):  
Computer Vision ◽  
Road Traffic ◽  
Deformable Body ◽  
Model Parameters ◽  
Vehicle Model ◽  
The Road ◽  
Complex Approach ◽  
On The Road ◽  
The Individual

This study is devoted to determining the geometric, kinematic and dynamic characteristics of a vehicle. To this purpose, it is proposed to use a complex approach applying the models of deformable body mechanics for describing the oscillatory movements of a vehicle and the computer vision algorithms for processing a series of object images to determine the state parameters of a vehicle on the road. The model of the vehicle vertical oscillations is produced by means of the viscoelastic elements and the dry friction element that fully enough represent the behavior of the sprung masses. The introduced algorithms and models can be used as a part of a complex system for monitoring and controlling the road traffic. In addition, they can determine both the speed of the car and its dynamic parameters and the driving behavior of the individual drivers.

scholarly journals DETERMINATION OF THE RATIONAL LEVEL OF MECHANIZATION OF ROAD PRODUCTION

2021 ◽  
pp. 198-204
Author(s):  
Mykola Lykhostup ◽  
◽  
Yuriy Varfolomeev ◽  
Keyword(s):  
Production Management ◽  
Working Hours ◽  
Basic Program ◽  
Working Time ◽  
Development Fund ◽  
The Road ◽  
Main Production ◽  
Using Data ◽  
Definition Of

The constant aspiration of a person to replace manual labor with the work of machines and mechanisms is reproduced in such concepts as "mechanization", "automation", "machine-tool" and others. In the construction industry, the most common and most favorable for the disclosure of this desire is an indicator of the level of mechanization. But in the techniques and recommendations that provide advice on the definition of this indicator, its calculation is carried out using generalizations of mechanization of labor without giving any clear representations as to the determination of production volumes in a purely mechanized way.The article reveals the essence of the indicator of the level of mechanization of road production, which determines the expediency of improving the structure of the main production assets of the enterprise for the implementation of such a program of work, which would contribute to maximizing profits. In general, the definition of the rational level of mechanization is based on the implementation of an iterative algorithm, which includes a number of stages.Thus, at the first stage, the initial (basic) program of a road organization is determined using data on the quantity and quality of the main production assets and the usual program of work for this enterprise. Determining the structure of this program, consisting of a number of road works and labor processes, in turn, is carried out using the developed algorithm, which involves the maximum technological use of all types of resources, including technical, which contribute to the mechanized mode of work. Next, using the data on the structure of the works, it is possible to obtain the estimated value of profit that can be obtained as a result of the implementation of the initial program of work. On the basis of the information about the estimated value of profit formed part of it in the form of a production development fund. The size of the fund for the development of production is the basis for reforming the machine park of the road organization. Options for changing the quantitative and qualitative composition of the machine park include the steps to assess their residual value, the purchase of new machines, major repairs or replacement of existing units of equipment. Using the data of various variants of the modernization of the park of machines and mechanisms, the corresponding changes for working hours for them are determined for the year, that is, the initial annual of working time is recalculated. The updated information on annual working time funds is used to determine the appropriate modifications to the park of machines of the work program of the road organization. For each option of updated programs of work determined by the calculated profit, and its maximum value is approved rational program of work. At the last stage, using data on total costs of manual and mechanized labor, as well as data on the total number of performers, indicators are calculated that characterize the level of mechanization of a road enterprise. The obtained indicators, as characteristics of the level of mechanization, can be used to solve various tasks in the field of road production management.

DETERMINATION OF THE OPTIMAL TRANSPORT DISTANCE AND THE RATIONAL SPEED OF THE COMMUNICATION ON THE ROAD

2016 ◽  
Vol 3 (1) ◽  
pp. 389-393
Author(s):  
Чирков ◽  
E. Chirkov ◽  
Дорохин ◽  
S. Dorokhin ◽  
Скрыпников ◽  
...  
Keyword(s):  
Optimal Transport ◽  
Road Transport ◽  
Urban Transit ◽  
Cost Performance ◽  
The Road ◽  
Transport Distance ◽  
Optimal Value ◽  
On The Road ◽  
The Cost

This article describes the relevance of road transport under current conditions in the region of a transport hub. Established transit factor, let-conductive to determine the optimal value of the extra-urban transit from the total intensity-sti movement. Submitted economic calculations of the cost of work on transportation, taking into account speed limits. Recommended cost performance of all modes of transport that are formed on the main roads

II.—Second Note on the Pebbles in the Bunter Beds of Staffordshire

1883 ◽  
Vol 10 (5) ◽  
pp. 199-205 ◽  
Author(s):  
T. G. Bonney
Keyword(s):  
Special Study ◽  
Complete Collection ◽  
Varietal Differences ◽  
The Road ◽  
On The Road ◽  
Dark Ground ◽  
Common Character ◽  
Ground Mass

In my brief paper published in this Magazine for 1880 (Decade II. Vol. VII. p. 404), I mentioned that pebbles of felstone were not uncommon in the Bunter conglomerate on the northern part of Cannock Chase. Since that time, as opportunity has occurred, I have been making a more special study of these pebbles, and think it may be worth while publishing a description of some of the commoner varieties, as a contribution to the lithology of this interesting deposit and a help to the determination of the question of the origin of its material. I believe that I have observed most of the varieties, which commonly occur in the district, but do not pretend (for circumstances have not allowed of this) to have made anything like a complete collection. Many of my specimens have been derived from the broken materials spread upon some roads newly made over the portion of the Chase in the vicinity of Rugeley, but several of them were obtained in a large pit in the Bunter itself, by the side of the railway on the road to Hednesford, and I was able by a careful search in it to identify most of the varieties that I had collected elsewhere. I cannot say that erratics are absolutely unknown in this district, but they are extremely rare, and there is practically no danger of making a mistake as to the source of the pebbles. These pebbles of felstone (to use an inclusive term) appear to be by no means rare. I think one could hardly search a couple of square yards of a newly “metalled” road without picking up a fragment. Now and then specimens are found with a dark ground-mass, and occasionally one which seems to be an indurated felspathic breccia; but in the majority there is a certain common character, though there are many varietal differences. These have a compact ground-mass, varying from a pale brick-red (the commonest) to some tint of pinkish-grey.

scholarly journals Neural networks applications for environmental safety assessment of roads in Ukraine

2014 ◽  
Vol 13 (1) ◽  
pp. 339-347
Author(s):  
Vitalii Naumov ◽  
Natalia Vnukova ◽  
Ganna Zhelnovach
Keyword(s):  
Neural Networks ◽  
Numerical Evaluation ◽  
Safety Assessment ◽  
Environmental Safety ◽  
Fuzzy Information ◽  
Safety Level ◽  
The Road ◽  
On The Road

The analysis of problems and of approaches for ensuring the environmental safety of roads in Ukraine has been performed. The proposed mathematical model on the basis of neural networks allows numerical evaluation of quality of road area in the conditions of incomplete and fuzzy information. The proposed approach allows the determination of roads’ environmental safety level, the indica­tion of necessity for arrangement of environmental monitoring stations, and allows the development of a number of activities for environmental protection on the road sections as well.

scholarly journals An Integrated Model for User State Detection of Subjective Discomfort in Autonomous Vehicles

Vehicles ◽  
2021 ◽  
Vol 3 (4) ◽  
pp. 764-777
Author(s):  
Dario Niermann ◽  
Alexander Trende ◽  
Klas Ihme ◽  
Uwe Drewitz ◽  
Cornelia Hollander ◽  
...  
Keyword(s):  
Autonomous Vehicles ◽  
Linear Models ◽  
Driving Simulator ◽  
Autonomous Vehicle ◽  
The Road ◽  
Novel Approach ◽  
Driving Scenario ◽  
On The Road ◽  
Using Data ◽  
Subjective Discomfort

The quickly rising development of autonomous vehicle technology and increase of (semi-) autonomous vehicles on the road leads to an increased demand for more sophisticated human–machine-cooperation approaches to improve trust and acceptance of these new systems. In this work, we investigate the feeling of discomfort of human passengers while driving autonomously and the automatic detection of this discomfort with several model approaches, using the combination of different data sources. Based on a driving simulator study, we analyzed the discomfort reports of 50 participants for autonomous inner city driving. We found that perceived discomfort depends on the driving scenario (with discomfort generally peaking in complex situations) and on the passenger (resulting in interindividual differences in reported discomfort extend and duration). Further, we describe three different model approaches on how to predict the passenger discomfort using data from the vehicle’s sensors as well as physiological and behavioral data from the passenger. The model’s precision varies greatly across the approaches, the best approach having a precision of up to 80%. All of our presented model approaches use combinations of linear models and are thus fast, transparent, and safe. Lastly, we analyzed these models using the SHAP method, which enables explaining the models’ discomfort predictions. These explanations are used to infer the importance of our collected features and to create a scenario-based discomfort analysis. Our work demonstrates a novel approach on passenger state modelling with simple, safe, and transparent models and with explainable model predictions, which can be used to adapt the vehicles’ actions to the needs of the passenger.

scholarly journals Risk Assessment in Road Transport. Operational Perspective of the Fire Service in Poland

2020 ◽  
Vol 22 (4) ◽  
pp. 173-181
Author(s):  
Pawel Gromek ◽  
Rafal Wrobel
Keyword(s):  
Risk Assessment ◽  
Road Transport ◽  
Fire Service ◽  
The State ◽  
The Road ◽  
Macro Scale ◽  
Rescue System ◽  
On The Road ◽  
Using Data ◽  
And Training

The paper presents a fire service determined picture of road safety in Poland in its operational (non-system and system) dimensions. It focuses on the road risk assessment, using data related to interventions conducted in 2015-2019 by entities of the State Firefighting Rescue System. The database of the Main Headquarters of the State Fire Service in Poland is adopted and 661,775 emergency road interventions are taken into account.The results state general framework for procedures, resource allocation and training for fire services. The framework is determined by the riskiest kinds of events on the Polish roads. It refers to micro scale (in relation to operational procedures, tactics and strategies, allocation of equipment and training programs) and macro scale (regarding to emergency system, central-planned equipment procurements and training framework).

scholarly journals Determination of Time Savings for Passengers by Applying the Public Passenger Transport Preference in Cities

2018 ◽  
Vol 20 (3) ◽  
pp. 3-8 ◽  
Author(s):  
Jozef Gnap ◽  
Jana Kupculjakova ◽  
Stefania Semanova
Keyword(s):  
Public Transport ◽  
Road Traffic ◽  
Passenger Transport ◽  
The Public ◽  
The Road ◽  
Survey Results ◽  
Time Savings ◽  
On The Road

The paper deals with the issue of delays of public transport vehicles at the signal controlled junctions. Based on the road traffic survey results, the average values of vehicle delays were determined. By using those values, it is possible to define time savings for the vehicles and mainly for passengers that are transported. The time savings were determined based on the relationships and coefficients defined in this paper.

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