Driver Braking Performance in Stopping Sight Distance Situations

2000 ◽  
Vol 1701 (1) ◽  
pp. 9-16 ◽  
Author(s):  
Daniel B. Fambro ◽  
Rodger J. Koppa ◽  
Dale L. Picha ◽  
Kay Fitzpatrick
Keyword(s):  
Emergency Situation ◽  
Practical Significance ◽  
Braking Performance ◽  
Additional Information ◽  
Emergency Situations ◽  
Sight Distance ◽  
Directional Control ◽  
Average Maximum ◽  
Stopping Sight Distance ◽  
Maximum Deceleration

Assumed driver braking performance in emergency situations is not consistent in the published literature. A 1955 study stated that in an emergency situation “it is suspected that drivers apply their brakes as hard as possible.” This idea differs from a 1984 report that states drivers will “modulate”their braking to maintain directional control. Thus, additional information is needed about driver braking performance when an unexpected object is in the roadway. In this research driver braking distances and decelerations to both unexpected and anticipated stops were measured. The study design allowed for differences in vehicle handling and driver capabilities associated with antilock braking systems (ABS), wet and dry pavement conditions, and the effects of roadway geometry. Vehicle speeds, braking distances, and deceleration profiles were determined for each braking maneuver. The research results show that ABS result in shorter braking distances by as much as 30 m at 90 km/h. These differences were most noticeable on wet pavements where ABS resulted in better control and shorter braking distances. Braking distances on horizontal curves were slightly longer than on tangent sections; however, they were not large enough to be of practical significance. Maximum deceleration during braking is independent of initial velocity, at least in the range of speeds tested. Differences were noted in individual driver performance in terms of maximum deceleration. Although maximum deceleration was equal to the pavement’s coefficient of friction for some drivers, the average maximum deceleration was about 75 percent of that level. Overall, drivers generated maximum decelerations from 6.9 to 9.1 m/s2. The equivalent constant deceleration also varied among drivers. Based on the 90-km/h data, 90 percent of all drivers without ABS chose equivalent constant decelerations of at least 3.4 m/s2 under wet conditions, and 90 percent of all drivers with ABS chose equivalent constant deceleration of at least 4.7 m/s2 on dry pavements.

IMPLEMENTATIONS EMERGENCY RESPONSE SYSTEM IN CASE OF ACCIDENTS AND EMERGENCY SITUATIONS (ERA-GLONASS) FOR CARS AND TRUCKS IN UZBEKISTAN

2020 ◽  
Author(s):  
Akmal Rustamov
Keyword(s):  
Emergency Response ◽  
Call Center ◽  
Emergency Services ◽  
Main Idea ◽  
Emergency Situation ◽  
High Mountain ◽  
Additional Information ◽  
Emergency Situations ◽  
Emergency Response System ◽  
Response System

The paper addresses the problem of increasing transportation safety due to usage of new possibilities provided by modern technologies. The proposed approach extends such systems as ERA-GLONASS and eCall via service network composition enabling not only transmitting additional information but also information fusion for defining required emergency means as well as planning for a whole emergency response operation. The main idea of the approach is to model the cyber physical human system components by sets of services representing them. The services are provided with the capability of self- contextualization to autonomously adapt their behaviors to the context of the car-driver system. The approach is illustrated via an accident emergency situation response scenario. “ERA-GLONASS” is the Russian state emergency response system for accidents, aimed at improving road safety and reducing the death rate from accidents by reducing the time for warning emergency services. In fact, this is a partially copied European e Call system with some differences in the data being transmitted and partly backward compatible with the European parent. The principle of the system is quite simple and logical: in the event of an accident, the module built into the car in fully automatic mode and without human intervention determines the severity of the accident, determines the vehicle’s location via GLONASS or GPS, establishes connection with the system infrastructure and in accordance with the protocol, transfers the necessary data on the accident (a certain distress signal). Having received the distress signal, the employee of the call center of the system operator should call the on-board device and find out what happened. If no one answers, send the received data to Sistema-112 and send it to the exact coordinates of the team of rescuers and doctors, and the last one to arrive at the place is given 20 minutes. And all this, I repeat, without the participation of a person: even if people caught in an accident will not be able to independently call emergency services, the data on the accident will still be transferred. In this work intended to add some information about applying system project in Uzbek Roads especially mountain regions like “Kamchik” pass. The Kamchik Pass is a high mountain pass at an elevation of 2.306 m above the sea level, located in the Qurama Mountains in eastern Uzbekistan and its length is about 88km.The road to reach the pass is asphalted, but there are rough sections where the asphalt has disappeared. It’s called A373. The old road over the pass was by passed by a tunnel built in 1999. On the horizon, the snow-capped peaks of the Fan Mountains come into view. The pass is located in the Fergana Valley between the Tashkent and Namangan Regions.

Driver Perception–Brake Response in Stopping Sight Distance Situations

1998 ◽  
Vol 1628 (1) ◽  
pp. 1-7 ◽  
Author(s):  
Daniel B. Fambro ◽  
Rodger J. Koppa ◽  
Dale L. Picha ◽  
Kay Fitzpatrick
Keyword(s):  
Response Time ◽  
Performance Studies ◽  
Response Times ◽  
Highway Design ◽  
Braking Performance ◽  
Reaction Distance ◽  
State Highway ◽  
Sight Distance ◽  
Design Speed ◽  
Stopping Sight Distance

One of the most important requirements in highway design is the provision of adequate stopping sight distance at every point along the roadway. At a minimum, this sight distance should be long enough to enable a vehicle traveling at or near the design speed to stop before reaching a stationary object in its path. Stopping sight distance is the sum of two components–brake reaction distance and braking distance. Brake reaction distance is based on the vehicle’s speed and the driver’s perception–brake reaction time (PBRT). Four separate, but coordinated, driver braking performance studies measured driver perception–brake response to several different stopping sight distance situations. The results from the driver braking performance studies suggest that the mean perception–brake response time to an unexpected object scenario under controlled and open road conditions is about 1.1 s. The 95th percentile perception–brake response times for these same conditions was 2.0 s. The findings from these studies are consistent with those in the literature: that is, most drivers are capable of responding to an unexpected hazard in the roadway in 2.0 s or less. Thus, the American Association of State Highway and Transportation Officials’ perception–brake response time of 2.5 s encompasses most of the driving population and is an appropriate value for highway design.

scholarly journals A New Model of Stopping Sight Distance of Curve Braking Based on Vehicle Dynamics

2016 ◽  
Vol 2016 ◽  
pp. 1-8 ◽  
Author(s):  
Rong-xia Xia ◽  
De-hua Wu ◽  
Jie He ◽  
Ya Liu ◽  
Deng-feng Shi
Keyword(s):  
Calculation Model ◽  
Emergency Situations ◽  
Process Dynamics ◽  
Sight Distance ◽  
Straight Line ◽  
Braking Distance ◽  
Vehicle Test ◽  
Stopping Sight Distance ◽  
Braking Process ◽  
Experimental Values

Compared with straight-line braking, cornering brake has longer braking distance and poorer stability. Therefore, drivers are more prone to making mistakes. The braking process and the dynamics of vehicles in emergency situations on curves were analyzed. A biaxial four-wheel vehicle was simplified to a single model. Considering the braking process, dynamics, force distribution, and stability, a stopping sight distance of the curve braking calculation model was built. Then a driver-vehicle-road simulation platform was built using multibody dynamic software. The vehicle test of brake-in-turn was realized in this platform. The comparison of experimental and calculated values verified the reliability of the computational model. Eventually, the experimental values and calculated values were compared with the stopping sight distance recommended by the Highway Route Design Specification (JTGD20-2006); the current specification of stopping sight distance does not apply to cornering brake sight distance requirements. In this paper, the general values and limits of the curve stopping sight distance are presented.

Measuring Driver Performance in Braking Maneuvers

1996 ◽  
Vol 1550 (1) ◽  
pp. 8-15 ◽  
Author(s):  
Rodger J. Koppa ◽  
Daniel B. Fambro ◽  
Richard A. Zimmer
Keyword(s):  
Response Time ◽  
Empirical Investigation ◽  
Test Vehicle ◽  
Research Project ◽  
Braking Performance ◽  
The Road ◽  
Sight Distance ◽  
Driver Performance ◽  
On The Road ◽  
Stopping Sight Distance

A simple, reliable instrumentation package with an on-board computer for installation in a test vehicle or the test driver's own vehicle is described. This package was used in a research project recently completed, an empirical investigation of stopping sight distance. Selected data on perception-response time (PRT) and braking performance under artificial and simulated on-the-road emergency conditions are presented. PRTs were less than the AASHTO assumed constant of 2.5 sec even at the 95th percentile. Braking performance in terms of steady deceleration was greater than −0.32 g at the 95th percentile.

Sight distance red zones on combined horizontal and sag vertical curves

1998 ◽  
Vol 25 (4) ◽  
pp. 621-630 ◽  
Author(s):  
Yasser Hassan ◽  
Said M Easa
Keyword(s):  
Quantitative Analysis ◽  
Three Dimensional ◽  
The Other ◽  
Two Dimensional ◽  
Horizontal Curve ◽  
Sight Distance ◽  
Stopping Sight Distance ◽  
Three Dimensional Models ◽  
Highway Alignment ◽  
Current Standards

Coordination of highway horizontal and vertical alignments is based on subjective guidelines in current standards. This paper presents a quantitative analysis of coordinating horizontal and sag vertical curves that are designed using two-dimensional standards. The locations where a horizontal curve should not be positioned relative to a sag vertical curve (called red zones) are identified. In the red zone, the available sight distance (computed using three-dimensional models) is less than the required sight distance. Two types of red zones, based on stopping sight distance (SSD) and preview sight distance (PVSD), are examined. The SSD red zone corresponds to the locations where an overlap between a horizontal curve and a sag vertical curve should be avoided because the three-dimensional sight distance will be less than the required SSD. The PVSD red zone corresponds to the locations where a horizontal curve should not start because drivers will not be able to perceive it and safely react to it. The SSD red zones exist for practical highway alignment parameters, and therefore designers should check the alignments for potential SSD red zones. The range of SSD red zones was found to depend on the different alignment parameters, especially the superelevation rate. On the other hand, the results showed that the PVSD red zones exist only for large values of the required PVSD, and therefore this type of red zones is not critical. This paper should be of particular interest to the highway designers and professionals concerned with highway safety.Key words: sight distance, red zone, combined alignment.

scholarly journals Mobile Application Design Emergency Medical Call for the Deaf using UCD Method

2018 ◽  
Vol 12 (3) ◽  
pp. 168 ◽  
Author(s):  
Risald Risald ◽  
Suyoto Suyoto ◽  
Albertus Joko Santoso
Keyword(s):  
Hearing Loss ◽  
Emergency Situation ◽  
Emergency Call ◽  
Medical Emergency ◽  
Deaf People ◽  
User Centered Design ◽  
Emergency Situations ◽  
The People ◽  
Emergency Event ◽  
Audio Communication

<p>Deaf or hearing loss is a condition of inability to hear something, either totally or partially. Hearing loss greatly affects the life of a person in communicating with the people around him. Deaf people will be very difficult when in a medical emergency, this is because the medical emergency situation requires fast action.</p><p>          The Healthy Phone application is a mobile medical emergency call application that can help people with hearing impaired when in emergency situations. With the Healthy Phone application, the user only needs to select an icon that suits the situation encountered in touchscreen mobile device then the message will be sent to the nearest hospital.</p>                To search for icons corresponding to emergencies, the User Centered Design (UCD) method is used. This application is very helpful for deaf people because this application does not require audio communication and user location is also sent automatically to the nearest hospital. The results were analyzed using four emergency event scenarios with a total score of 87% and an average user time of less than 0:42 sec indicating that the study was successful in designing a mobile medical emergency call application according to user requirements.

scholarly journals Probabilistic-deterministic approach of controlling the functionality of a technical system in normal and emergency operation modes

2018 ◽  
Vol 226 ◽  
pp. 04008
Author(s):  
Vladimir M. Zababurin ◽  
Marina A. Egorova ◽  
Yuliya A. Polyakova
Keyword(s):  
Open Systems ◽  
System Development ◽  
Emergency Situation ◽  
Emergency Operation ◽  
Technical System ◽  
Emergency Situations ◽  
Recovery Processes ◽  
Current State ◽  
Self Organized Criticality ◽  
Technical Systems

The main disadvantages of the existing methods of managing the current state of technical systems are revealed. A non-standard approach is proposed for managing the functionality of the system in emergency situations. The character of the dynamics of the recovery processes of the technical system is determined as its state approaches the emergency one on the basis of the recommendations of the theory of self-organized criticality (SOC). The physical criteria for assessing the current state of the technical system are revealed. The rationale for using the physical indicator of the functional destabilization of the system is given. The signs of the pre-emergency state of the technical system are considered. A grapho-analytical model for the development of an emergency situation has been developed. The fact of the inevitable increase in the entropy of the system upon its transition to an emergency state is established. Structuring of the system development process in an emergency situation is carried out in three stages. The methodology for estimating the pre-emergency state of complex open systems is presented. The advantages of the proposed approach to managing the state of technical systems in comparison with traditional ones are established.

scholarly journals Emergency: definitions, problems and solutions

2021 ◽  
Vol 17 (7) ◽  
pp. 15-19
Author(s):  
V.P. Мiroshnychenko
Keyword(s):  
External Environment ◽  
Emergency Situation ◽  
Anthropogenic Activity ◽  
Emergency Situations ◽  
Problems And Solutions ◽  
The Subject ◽  
Definition Of

Emergency situations constantly accompany the external environment and society bringing major material losses and human casualties. The definitions and general patterns for the development of emergency situations and their role in accidents and disasters were discussed. Actually, there is no single concept in the definition of an emergency. Based on the ana-lysis, the content of the subject was formulated: an emergency is a state of natural and anthropogenic activity in the external environment and society. The mechanism of the emergency situation development is presented. The reason for changing the normative definition of the concept of emergency situation has been substantiated.

scholarly journals Blood Group Detection using Matlab

2021 ◽  
Vol 9 (VI) ◽  
pp. 3089-3093
Author(s):  
Sujatha C. N
Keyword(s):  
Image Processing ◽  
Blood Group ◽  
Human Error ◽  
Group Identification ◽  
Group Testing ◽  
Emergency Situation ◽  
Blood Type ◽  
Morphological Operations ◽  
Laboratory Staff ◽  
Emergency Situations

Blood group testing is one of the vital tasks in the area of medicine, in which it is very important during emergency situation before victim requires blood transfusion. Presently, the blood tests are conducted manually by laboratory staff members, which is time consuming process in the emergency situations. Blood group identification within shortest possible time without any human error is an important factor and very much essential. Image processing paves a way in determining blood type without human intervention. Images which are captured using high resolution microscopic camera during the blood slide test in the laboratory which are used for blood type evaluation. The image processing techniques which include thresholding and morphological operations are used. The blood image is separated into sample wise and blood type is decided based on the agglutination effects in those sample images. This project facilitates the identification of blood group even by common people who are unaware of the blood typing procedure.

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