Ride Comfort of Urban Minibus Driver through Optimization of Seating Parameters and Vehicle Speed

2018 ◽  
Vol 10 (6) ◽  
Author(s):  
M.Jaganmohan Rao ◽  
S.P. Sivaprakasam ◽  
G. Yan Arora
Keyword(s):  
Genetic Algorithms ◽  
Orthogonal Array ◽  
Ride Comfort ◽  
Whole Body ◽  
Vehicle Speed ◽  
Horizontal Distance ◽  
Analysis Process ◽  
Comfort Levels ◽  
The City ◽  
Seat Inclination

The current research details the urban minibus drivers comfort levels. These buses are used for shuttle services within the city as well as school services. Long seating is a vibrant risk factor for back pain for minibus driver’s exposed to whole body vibration (WBV). In this paper, effects of seat inclination, speed and seat distance from the ABC pedal on seat acceleration are investigated by the statistical methods of analysis of variance (ANOVA), Taguchi’s orthogonal array, regression analysis. Process parameters are prioritized by Taguchi’s L27 orthogonal array. ANOVA determines the significance and percentage contribution of each parameter. Seat inclination has a greater contribution on ride comfort followed by the speed and seat horizontal distance. To optimize the human comfort vibration in minibus, genetic algorithms and multiple regression models were used. The values predicted from experimental, regression model and genetic algorithms values are found to be in good correlation.

scholarly journals Raised Pedestrian Crossings: Analysis of Their Characteristics on a Road Network and Geometric Sizing Proposal

2019 ◽  
Vol 9 (14) ◽  
pp. 2844 ◽  
Author(s):  
Loprencipe ◽  
Moretti ◽  
Pantuso ◽  
Banfi
Keyword(s):  
Urban Areas ◽  
Ride Comfort ◽  
International Standards ◽  
Motor Vehicles ◽  
Whole Body ◽  
Vehicle Speed ◽  
Traffic Calming ◽  
Dynamic Performances ◽  
Vertical Accelerations ◽  
Pedestrian Crossing

In urban areas traffic-calming strategies and pedestrian friendly measures are often adopted to reduce the adverse impacts of motor vehicles on vulnerable users. This study surveyed 24 raised pedestrian crossings (RPCs) to examine their geometrical and functional characteristics. Geometric characteristics, location, administrative and effective vehicle speed, and the whole-body vibration acceleration induced to vehicle occupants while they are passing over, were considered. In addition to the analysis of the field data, geometrical and functional criteria to design RPCs were carried out. Particularly, two design approaches have been considered. In the first one, RPC provides a designated route across a carriageway raised to the same level, or close to the same level, as the sidewalks that provide access to the pedestrian crossing. In such condition, an RPC is not a traffic-calming device and its design should satisfy geometrical and comfort criteria for designing roads. The results from the surveys demonstrated that less than 10% of RPCs guarantee ride comfort. According to the second design approach, an RPC acts both as a marked pedestrian feature and as a traffic-calming device (i.e., it is trapezoidal in shape with sharp edges). The analysis of the vertical accelerations on vehicle occupants reveal that more than 90% of the surveyed RPCs comply with geometrical and dynamic criteria for speed tables. Extreme variations concerning the observed geometrical characteristics of RPCs and the modelled dynamic performances have been observed: It results in noneffective treatments. Therefore, the results of this study would contribute to providing geometric best practices for overcoming the regulation gap in this subject, and designing RPCs according to international standards.

scholarly journals Analisis Lalu Lintas Ruas Jalan Denpasar-Gilimanuk Tabanan Bali Masa Pendemi Covid 19

2021 ◽  
Vol 8 (2) ◽  
pp. 137-144
Author(s):  
Dwi Wahyu Hidayat ◽  
Budi Mardikawati ◽  
Yogi Oktopianto ◽  
Siti Shofiah
Keyword(s):  
Service Level ◽  
Flow Speed ◽  
Degree Of Saturation ◽  
Level Of Service ◽  
Vehicle Speed ◽  
Main Route ◽  
The Road ◽  
Analysis Process ◽  
National Road ◽  
The City

Tabanan Regency is one of the regencies that is traversed by the main route connecting Gilimanuk-Denpasar so that the road is known as Jalan Raya Denpasar-Gilimanuk. The road is a National Road which is the main route connecting the districts in western Bali, namely Jembrana Regency, Tabanan Regency, Badung Regency and Denpasar City. In addition, with the increasing activities of the Tabanan community, especially those in the city of Tabanan who travel either to the city of Denpasar or to other areas, passing through this route which is the main route that serves transportation activities from Tabanan to Denpasar and vice versa. In this location there are many places that cause attraction, namely shopping centers, stalls and places of worship. Therefore, congestion on these roads often occurs, especially at peak hours of traffic flow (Peak Hour). This research was conducted on the performance of roads to determine the level of service. The data analysis process uses the method of calculating the Manual Kapasitas Jalan Indonesia (MKJI) 1997). The results showed that the Tabanan-Denpasar road, Jl Ahmad Yani, during the COVID-19 pandemic PPKM level 4 was obtained, the road capacity was 2,457 smp/hour, the free flow speed was 46.48 km/hour, the degree of saturation was 0.79, the light vehicle speed value was 36 km/hour with a travel time of 25 seconds. Based on the value of the degree of saturation on the Tabanan-Denpasar road, Jl Ahmad Yani during the COVID-19 pandemic PPKM level 4 of 0.79, then the level of service for the road was entered at Service level D.

Napfmarathon versus Stadtmarathon: Eine Annäherung an das Konzept des Leistungskilometers

2015 ◽  
Vol 63 (1) ◽  
Keyword(s):  
Accurate Estimation ◽  
Horizontal Distance ◽  
First Approximation ◽  
The City

The aim of this study was to investigate differences in course times of a mountainmarathon (Napfmarathon) versus a city Marathon. Therefore all participants of Napfmarathon were screened concerning a double participation on a city marathon (Zürich, Winterthur, Lausanne, Luzern) and the course time were compared. Of key interest was the influence of ascents and descents which were quantified according to ­guidelines of Youth & Sport (Jugend + Sport / Jeunesse et Sport), whereby in first approximation 100 meter of ascent, 150 meter of descent (more than 20%) and 1 km of horizontal distance were taken as a simallar performance correlat. For the identified double starter different average times per km resulted. For the city marathon with an average time of 4 min 52 sec and for the Napfmarathon with 4 min 28 sec. If speed per km was calculated only with ascent and horizontal distances having performance relevance an average time of 4 min 56 sec per km was identified. This effect seems to be independet from distance absolved, resulting for Halbmarathon on an average time of distance of 4 min 13 sec, for Napfmarathon of 4 min 4 sec and for the performance concept only with ascent an average time per km of 4 min 16 sec. These analysis reveal, that if only ascent is taxed average course times differ less than 5 sec for both distances. For these particular reasons we recommend for running events to calculate only based on ascent and horizontal distances making necessary adjustments based on length of course, steepness of ascent and descent, character of terain (middle-country, pre-alps, alpes) for accurate estimation of course times.

ENSURING THE PEDESTRIAN’S SAFETY DESIGN OF URBAN STREET CROSSWALKS

2019 ◽  
pp. 103-110
Author(s):  
Dmitriy Nemchinov
Keyword(s):  
Traffic Flow ◽  
Minimum Distance ◽  
Travel Speed ◽  
Vehicle Speed ◽  
Urban Street ◽  
Safety Design ◽  
Positive Practices ◽  
Time Required ◽  
Pedestrian Crossing ◽  
The City

The article presents an analysis of positive practices for ensuring the safety of pedestrians at the inter-section of the city streets carriageway, as well as a description of some innovations of regulatory and tech-nical documents, including an increased number of cases when a safety island can be arranged at a pedestri-an crossing. requirements for providing visibility at a pedestrian crossing to determine the minimum distance of visibility at a pedestrian crossing based on the time required pedestrians for crossing the roadway, recommended options for using ground unregulated pedestrian crossings on trapezoidal artificial irregularities according to GOST R 52605; traffic flow) and Z-shaped (also in the direction of the traffic flow), the requirements for the size of the securi-ty island have been established to allow put bicycle inside of safety island, a recommended set of measures to reduce the vehicle speed and describes the types of activities and describes a method of their application, describes methods zones device with reduced travel speed - residential and school zones, set requirements for turboroundabouts and methods of their design.

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.

Effect of unsupported sleepers on dynamic behavior of running vehicles and ride comfort index

2021 ◽  
pp. 095440622198937
Author(s):  
Mojtaba Azizi ◽  
Majid Shahravi ◽  
Jabbar-Ali Zakeri
Keyword(s):  
Numerical Model ◽  
Dynamic Behavior ◽  
Multibody Dynamics ◽  
Field Test ◽  
Ride Comfort ◽  
Vehicle Speed ◽  
Comfort Index ◽  
Railway Industry ◽  
Flexible Track ◽  
Train Speed

Nowadays, with various advancements in the railway industry and increasing speed of trains, the design of railway tracks and vehicles has become vitally important. One of the frequent problems of ballasted tracks is the existence of unsupported sleepers. This phenomenon occurs due to the lack of ballast underneath the sleepers. Here, a model is presented, in which a flexible track model in a multibody dynamics program is developed, in order to study the dynamic behavior of a vehicle. By utilizing the model, it is feasible to simulate unsupported sleepers on the flexible track including rail, sleeper, and ballast components. In order to verify the results of numerical model, a field test is performed. Findings indicate that, in the case of a single unsupported sleeper through the track, the ride comfort index increased by 100% after increasing the train speed from 30 to 110 km/h. Moreover, when it is needed to have ride comfort index improvement over the uncomfortable level, the vehicle speed should be less than 70 km/h and 50 km/h for tracks with one unsupported sleeper and two unsupported sleepers, respectively.

scholarly journals Platooning of Autonomous Public Transport Vehicles: The Influence of Ride Comfort on Travel Delay

2019 ◽  
Vol 11 (19) ◽  
pp. 5237 ◽  
Author(s):  
Teron Nguyen ◽  
Meng Xie ◽  
Xiaodong Liu ◽  
Nimal Arunachalam ◽  
Andreas Rau ◽  
...  
Keyword(s):  
Travel Time ◽  
Public Transport ◽  
Autonomous Vehicles ◽  
High Speed ◽  
Ride Comfort ◽  
Light Rail ◽  
Vehicle Speed ◽  
System Delay ◽  
Urban Context ◽  
Travel Delay

The development of advanced technologies has led to the emergence of autonomous vehicles. Herein, autonomous public transport (APT) systems equipped with prioritization measures are being designed to operate at ever faster speeds compared to conventional buses. Innovative APT systems are configured to accommodate prevailing passenger demand for peak as well as non-peak periods, by electronic coupling and decoupling of platooned units along travel corridors, such as the dynamic autonomous road transit (DART) system being researched in Singapore. However, there is always the trade-off between high vehicle speed versus passenger ride comfort, especially lateral ride comfort. This study analyses a new APT system within the urban context and evaluates its performance using microscopic traffic simulation. The platooning protocol of autonomous vehicles was first developed for simulating the coupling/decoupling process. Platooning performance was then simulated on VISSIM platform for various scenarios to compare the performance of DART platooning under several ride comfort levels: three bus comfort and two railway criteria. The study revealed that it is feasible to operate the DART system following the bus standing comfort criterion (ay = 1.5 m/s2) without any significant impact on system travel time. For the DART system operating to maintain a ride comfort of the high-speed train (HST) and light rail transit (LRT), the delay can constitute up to ≈ 10% and ≈ 5% of travel time, respectively. This investigation is crucial for the system delay management towards precisely designed service frequency and improved passenger ride comfort.

scholarly journals An Improved Genetic Algorithm to Optimize Spatial Locations for Double-Wishbone Type Suspension System with Time Delay

2018 ◽  
Vol 2018 ◽  
pp. 1-8 ◽  
Author(s):  
Qiang Li ◽  
Xiaoli Yu ◽  
Jian Wu
Keyword(s):  
Time Delay ◽  
Ride Comfort ◽  
Optimization Method ◽  
Front Wheel ◽  
Vehicle Speed ◽  
Improved Genetic Algorithm ◽  
Vehicle Performance ◽  
Front Suspension ◽  
Wheel Alignment ◽  
Spatial Locations

By taking account of double-wishbone independent suspension with two unequal-length arms, the coordinate values of articulated geometry are based on structural limitations and constraint equations of alignment parameters. The sensitivities of front wheel alignment parameters are analyzed using the space analytic geometry method with insight module in ADAMS® software. The multiobjective optimization functions are designed to calculate the coordinate values of hardpoints with front suspension since the effect of time delay due to wheelbase can be easily obtained by vehicle speed. The K&C characteristics have been investigated using GA solutions in the simulation environment. The camber angle decreases from 1.152° to 1.05° and toe-in angle reduces from 1.036° to 0.944°. The simulation results demonstrate that the suggested optimization method is able to satisfy the suspension motion to enhance ride comfort. Experimental results, obtained by K&C test bench, also indicate that the optimized suspension can track the desired trajectory while keeping the vehicle performance in various road conditions.

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