Modeling Lateral Acceleration on Ramp Curves of Service Interchanges in India: An Instrumented-Vehicle Study

2021 ◽  
Vol 147 (12) ◽  
pp. 04021089
Author(s):  
Sarika Pothukuchi ◽  
Digvijay S. Pawar
Keyword(s):  
Lateral Acceleration ◽  
Instrumented Vehicle

Driving Performance as a Function of Time on the Road

1987 ◽  
Vol 31 (7) ◽  
pp. 766-769
Author(s):  
Thomas A. Ranney ◽  
Valerie J. Gawron
Keyword(s):  
Reaction Time ◽  
Driving Simulator ◽  
Lateral Acceleration ◽  
Time Variability ◽  
Reaction Time Variability ◽  
The Road ◽  
Driving Time ◽  
On The Road ◽  
Instrumented Vehicle ◽  
Fatigue Driving

The effects of driving time were examined in two experiments, both involving two-hour drives. Experiment 1 used a fully instrumented vehicle on a closed course under nighttime conditions. Experiment 2 used an interactive driving simulator. In Experiment 1 effects of driving time were increases in the frequency of right-side lane departures, decreased speed, and increased speed variability, all consistent with decreased arousal associated with fatigue. Driving time effects in Experiment 2 included increased reaction time and reaction-time variability to signs as well increases in speed, lateral acceleration and in overall performance as reflected in pay, indicating compensation for the effects of fatigue. Differences between the experiments were examined as possible explanations for differences in results.

Heavy Truck Dynamic Rollover: Effect of Load Distribution, Cargo Type, and Road Design Characteristics

2003 ◽  
Vol 1851 (1) ◽  
pp. 25-31 ◽  
Author(s):  
Lino O. García ◽  
Frank R. Wilson ◽  
J. David Innes
Keyword(s):  
Operating Conditions ◽  
Lateral Acceleration ◽  
Processing Unit ◽  
Vehicle Speed ◽  
Central Processing ◽  
Road Design ◽  
Vertical Accelerations ◽  
Design Characteristics ◽  
Instrumented Vehicle ◽  
Truck Load

The dynamic response of a five-axle tractor–trailer unit carrying loads of various weights was evaluated under actual operating conditions as the vehicle traveled along roadway curves with various radii. A data acquisition system (DAS) was designed and developed to record information for a vehicle moving at highway speeds. The DAS used sensors interfaced to a central processing unit. The test runs were performed over a total of 1,110 km of highway under three load configurations: empty, loaded with less than the truck load, and loaded with bottled spring water packed in boxes. Data on lateral, longitudinal, and vertical accelerations; steering activity; vehicle speed; and roll angle of the trailer were recorded. It was found that in most cases the average level of lateral acceleration exhibited on both the tractor and the trailer exceeded expected values calculated for the curves on the basis of geometric design characteristics. Comparisons of actual results with theoretical considerations confirmed this observation. Analyses of field data indicated that under certain motion and load conditions, the occasional peak lateral acceleration values generated were in the vicinity of rollover threshold values estimated for the instrumented vehicle. The results also showed that although the vehicle traveled at or below the posted speed limit in the majority of cases, lateral accelerations recorded for the trailer exceeded expected lateral accelerations under all load configurations. This suggests the need to consider establishing speed limits on curves that take into consideration the different responses of heavy trucks compared with those of smaller and lighter vehicles.

The Driving Severity Number (DSN) — A Step Toward Quantifying Treadwear Test Conditions

1986 ◽  
Vol 14 (3) ◽  
pp. 139-159 ◽  
Author(s):  
A. G. Veith
Keyword(s):  
Signal Processing ◽  
Ambient Temperature ◽  
Lateral Acceleration ◽  
Force Distribution ◽  
Single Index ◽  
Tire Force ◽  
Test Conditions ◽  
Wheel Revolution ◽  
High Degree ◽  
Revolution Counter

Abstract A system, called the “Driving Severity Monitor” (DSM), has been developed for characterizing tire force distribution as related to treadwear in either normal tire use or in tire fleet testing in a convoy. The system consists of an accelerometer for monitoring lateral accelerations, a wheel revolution counter, and a module for signal processing and read-out. The output of the DSM is reduced to a single index, the Driving Severity Number (DSN), which characterizes a vehicle journey. The DSN is equal to the sum of squares of lateral acceleration measured once per tire revolution during a trip, divided by the number of wheel revolutions. The DSN had a high degree of correlation (R ≧ 0.95) with treadwear in two wear programs when pavement abrasiveness was held constant. This supports the concept that the three basic treadwear components: tire force distribution, pavement abrasiveness, and ambient temperature, can be separated for better understanding of tire treadwear.

Laboratory Tire Wear Simulation Derived from Computer Modeling of Suspension Dynamics

1991 ◽  
Vol 19 (3) ◽  
pp. 122-141 ◽  
Author(s):  
C. Wright ◽  
G. L. Pritchett ◽  
R. J. Kuster ◽  
J. D. Avouris
Keyword(s):  
Computer Modeling ◽  
Computer Model ◽  
Normal Load ◽  
Operating Environment ◽  
Design Features ◽  
Handling Characteristics ◽  
Tire Wear ◽  
Suspension Dynamics ◽  
Instrumented Vehicle ◽  
Vehicle Testing

Abstract A method for determining the effect of suspension dynamics on tire wear has been developed. Typical city cycle maneuvers are defined by instrumented vehicle testing and data in the form of forward velocities and steer angles are used as an input to an ADAMS computer model of the vehicle. A simulation of the maneuvers generates a tire's operating environment in the form of normal load, slip, and camber variations, which contain all the subtle effects of the vehicle's suspension, steering, and handling characteristics. A cyclic repetition of the tire's operating environment is constructed and used to control an MTS Flat-Trac machine. In this way, accelerated tire wear can be generated in the laboratory which is directly related to the design features of the vehicle's suspension and steering systems.

scholarly journals Numerical Parametric Study on the Effectiveness of the Contact-Point Response of a Stationary Vehicle for Bridge Health Monitoring

2021 ◽  
Vol 11 (15) ◽  
pp. 7028
Author(s):  
Ibrahim Hashlamon ◽  
Ehsan Nikbakht ◽  
Ameen Topa ◽  
Ahmed Elhattab
Keyword(s):  
Numerical Model ◽  
Health Monitoring ◽  
Contact Point ◽  
Response Spectra ◽  
Roughness Effects ◽  
Moving Vehicle ◽  
Bridge Health Monitoring ◽  
Vehicle Response ◽  
Instrumented Vehicle ◽  
The Time Domain

Indirect bridge health monitoring is conducted by running an instrumented vehicle over a bridge, where the vehicle serves as a source of excitation and as a signal receiver; however, it is also important to investigate the response of the instrumented vehicle while it is in a stationary position while the bridge is excited by other source of excitation. In this paper, a numerical model of a stationary vehicle parked on a bridge excited by another moving vehicle is developed. Both stationary and moving vehicles are modeled as spring–mass single-degree-of-freedom systems. The bridges are simply supported and are modeled as 1D beam elements. It is known that the stationary vehicle response is different from the true bridge response at the same location. This paper investigates the effectiveness of contact-point response in reflecting the true response of the bridge. The stationary vehicle response is obtained from the numerical model, and its contact-point response is calculated by MATLAB. The contact-point response of the stationary vehicle is investigated under various conditions. These conditions include different vehicle frequencies, damped and undamped conditions, different locations of the stationary vehicle, road roughness effects, different moving vehicle speeds and masses, and a longer span for the bridge. In the time domain, the discrepancy of the stationary vehicle response with the true bridge response is clear, while the contact-point response agrees well with the true bridge response. The contact-point response could detect the first, second, and third modes of frequency clearly, unlike the stationary vehicle response spectra.

scholarly journals Research on Model Predictive Control for Automobile Active Tilt Based on Active Suspension

Energies ◽  
2021 ◽  
Vol 14 (3) ◽  
pp. 671
Author(s):  
Jialing Yao ◽  
Meng Wang ◽  
Zhihong Li ◽  
Yunyi Jia
Keyword(s):  
Load Transfer ◽  
Ride Comfort ◽  
Active Suspension ◽  
Path Tracking ◽  
Roll Angle ◽  
Lateral Acceleration ◽  
Vehicle Speed ◽  
Model Predictive Controller ◽  
Advantages And Disadvantages ◽  
Predictive Controller

To improve the handling stability of automobiles and reduce the odds of rollover, active or semi-active suspension systems are usually used to control the roll of a vehicle. However, these kinds of control systems often take a zero-roll-angle as the control target and have a limited effect on improving the performance of the vehicle when turning. Tilt control, which actively controls the vehicle to tilt inward during a curve, greatly benefits the comprehensive performance of a vehicle when it is cornering. After analyzing the advantages and disadvantages of the tilt control strategies for narrow commuter vehicles by combining the structure and dynamic characteristics of automobiles, a direct tilt control (DTC) strategy was determined to be more suitable for automobiles. A model predictive controller for the DTC strategy was designed based on an active suspension. This allowed the reverse tilt to cause the moment generated by gravity to offset that generated by the centrifugal force, thereby significantly improving the handling stability, ride comfort, vehicle speed, and rollover prevention. The model predictive controller simultaneously tracked the desired tilt angle and yaw rate, achieving path tracking while improving the anti-rollover capability of the vehicle. Simulations of step-steering input and double-lane change maneuvers were performed. The results showed that, compared with traditional zero-roll-angle control, the proposed tilt control greatly reduced the occupant’s perceived lateral acceleration and the lateral load transfer ratio when the vehicle turned and exhibited a good path-tracking performance.

Lateral obstacle avoidance control based on driving behavior recognition of the preceding vehicles in adjacent lanes

2020 ◽  
Vol 68 (10) ◽  
pp. 880-892
Author(s):  
Youguo He ◽  
Xing Gong ◽  
Chaochun Yuan ◽  
Jie Shen ◽  
Yingkui Du
Keyword(s):  
Obstacle Avoidance ◽  
Lateral Displacement ◽  
Longitudinal Velocity ◽  
Driving Behavior ◽  
Lateral Acceleration ◽  
Lateral Motion ◽  
Behavior Recognition ◽  
Dynamic Surface ◽  
Lane Changing ◽  
The Impact

AbstractThis paper proposes a lateral lane change obstacle avoidance constraint control simulation algorithm based on the driving behavior recognition of the preceding vehicles in adjacent lanes. Firstly, the driving behavior of the preceding vehicles is recognized based on the Hidden Markov Model, this research uses longitudinal velocity, lateral displacement and lateral velocity as the optimal observation signals to recognize the driving behaviors including lane-keeping, left-lane-changing or right-lane-changing; Secondly, through the simulation of the dangerous cutting-in behavior of the preceding vehicles in adjacent lanes, this paper calculates the ideal front wheel steering angle according to the designed lateral acceleration in the process of obstacle avoidance, designs the vehicle lateral motion controller by combining the backstepping and Dynamic Surface Control, and the safety boundary of the lateral motion is constrained based on the Barrier Lyapunov Function; Finally, simulation model is built, and the simulation results show that the designed controller has good performance. This active safety technology effectively reduces the impact on the autonomous vehicle safety when the preceding vehicle suddenly cuts into the lane.

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