Modeling the steering wheel influence by the driver on the vehicle's motion stability

In this article, a mathematical model was developed to influence the intensity of the steering wheel turn by the driver on the vehicle's stability. Comparison of the developed mathematical model with the experiment results made it possible to establish their adequacy. The effect of the three conditional drivers on the intensity of the steering wheel was examined. When performing the 'J-turn' maneuver, comparing the indices of the 1st, 2nd and 3rd conditional drivers, their proximity to the requirements of the standard was established. It was found that the indices of the second conditional driver are closest to the standard requirements. When performing the 'Single Lane Change' maneuver by the first conventional driver, the standard deviation value from the specified trajectory was 0.102, and the correlation index was 0.88.

Research of the process of distributing the middle part of tubular blanks

A significant problem in the aircraft industry remains the production of reliable hydro-gas systems, such as flight control, landing gear retraction and release, wheel turn control of the front landing gear, control of air brakes and spoilers, engine thrust reversal control, et al., providing a high degree of performance and reliability. The article discusses the technological processes of manufacturing parts for hydro-gas systems of aircraft. Research has been carried out on the expansion of the middle part of thin-walled tubular billets by cold plastic deformation, which showed that the most dangerous is the middle part of the considered part of the billet, where there are significant tensile stresses. The reduction in tensile stresses that occurs when creating an ice retainer allows to increase in the expansion ratio. The application of new types of working bodies is proposed for transferring pressure to the deformation zone.

ANALISIS STABILITAS BELOK RANCANGAN KENDARAAN GANESHA SAKTI (GASKI) BERPENGGERAK DIFFERENTIAL MOTOR BRUSHLESS DC MENGGUNAKAN METODE KALKULASI QUASI DINAMIK BERBASIS SOFTWARE MICROSOFT VISUAL STUDIO C#

Penelitian ini bertujuan untuk mengetahui kestabilan kendaraan saat berbelok dengan memperkirakan kecepatan kendaraan dengan sudut belok tertentu, sehingga dapat diketahui kecepatan maksimum dimana kendaraan akan mengalami skid dan rolling. Dengan mengetahui kecepatan maksimum kendaraan akan memberikan informasi untuk pengemudi dalam mengendalikan kecepatan kendaraan pada saat berbelok dengan sudut belok tertentu. Hasil dari penelitian Analisis Stabilitas Belok Rancangan Kendaraan Ganesha Sakti (Gaski) Berpenggerak Motor Brushless DC Menggunakan Metode Kalkulasi Quasi Dinamik Berbasis Software Microsoft Visual Studio C# yaitu pada kecepatan konstan kendaraan cenderung memiliki perilaku understeer pada saat berbelok dengan radius belok yang besar. Kecepatan maksimum kendaraan yang diijinkan saat berbelok adalah 10 km/jam dimana kendaraan tidak mengalami rolling sampai sudut belok roda depan (∂f) = 45º dan skid baru akan terjadi pada sudut belok roda depan (∂f) = 33º dengan kecepatan skid depan (Vsf) = 12,02 km/jam pada kemiringan jalan 0º dan pada kemiringan jalan 15º skid depan akan terjadi pada sudut belok roda depan (∂f) = 43º dengan kecepatan skid depan (Vsf) = 12,96 km/jam. Kata Kunci : stabilitas, sudut belok, skid, rolling, understeer This study aimed to determine the stability of the vehicle when turning by estimating the speed with certain turn angle, so the maximum speed can be estimated where the vehicle will experience skid and rolling. By estimating the maximum speed of the vehicle, it will provide information for the driver in controlling the speed of the vehicle when turning with certain turn angle. Results of this study of Stability Analysis Turn Vehicle Design Ganesha Sakti (Gaski) Moving Defferential Motor Brushless DC Using Quasi Dynamic Calculation Method Based Software Microsoft Visual Studio C#, showed that at constant speed the vehicles tended to experience under steer when turning with large turn radius. The maximum vehicle speed allowed when turning is 10 km/h where the vehicle does not experience rolling until the angle of the front wheel turn (∂f) = 45º and the new skid will occur at the angle of the front wheel (∂f) = 33º with front skid speed (Vsf) = 12.02 km/h on the slope of the road 0º and on the slope of the road 15º the front skid will occur at the angle of the front wheel (∂f) = 43º with front skid velocity (Vsf) = 12.96 km/h. keyword : Stability, angle of turn, skid, rolling, understeer

Unraveling Socially Responsible Investment Law. Regulating the Unseen Polluters - BY Benjamin J Richardson (Oxford University Press. 2008)

This book addresses an issue that may come as a surprise to most people, that is, the involvement of financiers and investors in socially responsible practices in the projects and companies that they finance and invest in. Focus is usually on the companies who potentially have a negative impact on the environment, but are they forgetting who and what makes the wheel turn? Should the financial sector not be subjected to the same standards? Maybe not as much on their direct ecological footprint, as they are normally not regarded as the largest polluters, but certainly on the indirect side as far as concerns their involvement in the financing of development projects and operations that could have a significant negative impact on the environment. Financial institutions should not be considered innocent suppliers of capital, without knowledge of or control over the use of the capital that they provide.

A New Low-Cost System for Tyre-Road Force Measurements: Design and Validation

The measurement of tyre-road contact forces is the first step towards the development of new control systems for the improvement of vehicle safety and performances. At present, tyre-road contact force measurement systems are very expensive and modify the non suspended vehicle inertia due to their high mass and rotational inertia moment. Thus, vehicle dynamics is significantly affected. The measured contact forces are therefore not fully representative of the contact forces that the tyres will experience during real working conditions. A new low-cost tyre-road contact force measurement system has been developed that is installable on any type of wheel. Its working principle is based on the measurement of three deformations of the wheel. Through a dynamic calibration of the instrumented wheel it is possible to reconstruct all three contact force and torque components once per wheel turn. These forces are then sent to the vehicle chassis and may be used by on-board active control systems to improve vehicle safety and performances. Validation tests were carried out with a vehicle having all four wheels equipped with the low-cost tyre-road contact force measurement system. It was possible to reconstruct contact forces once per wheel turn in any working condition with a precision that is comparable to that of existing high-cost measurement systems ([1], [2], [3], [4], [5]).

Effect of muscle mass and intensity of isometric contraction on heart rate

The purpose of this study was to determine the effect of muscle mass and the level of force on the contraction-induced rise in heart rate. We conducted an experimental study in a sample of 28 healthy men between 20 and 30 yr of age (power: 95%, α: 5%). Smokers, obese subjects, and those who performed regular physical activity over a certain amount of energetic expenditure were excluded from the study. The participants exerted two types of isometric contractions: handgrip and turning a 40-cm-diameter wheel. Both were sustained to exhaustion at 20 and 50% of maximal force. Twenty-five subjects finished the experiment. Heart rate increased a mean of 15.1 beats/min [95% confidence interval (CI): 5.5–24.6] from 20 to 50% handgrip contractions, and 20.7 beats/min (95% CI: 11.9–29.5) from 20 to 50% wheel-turn contractions. Heart rate also increased a mean of 13.3 beats/min (95% CI: 10.4–16.1) from handgrip to wheel-turn contractions at 20% maximal force, and 18.9 beats/min (95% CI: 9.8–28.0) from handgrip to wheel-turn contractions at 50% maximal force. We conclude that the magnitude of the heart rate increase during isometric exercise is related to the intensity of the contraction and the mass of the contracted muscle.