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Hydraulic brake systems
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
Where an independent power source of pressurized brake fluid is employed for brake assist, it is controlled electronically and may also be available for other vehicle functions such as traction control. The purpose of the electronic control is to monitor by means of sensors the speed and force with which the brake pedal is pressed, and compare this data to a stored reference value. It can then determine whether additional line pressure for the brakes is required to give maximum emergency braking. In this event, the brake assist system is commanded to release high-pressure fluid from an accumulator into the main braking system, thereby increasing line pressure above that otherwise related to driver pedal effort. An electrically driven pump is used to charge the hydraulic accumulator, which stores fluid at a pressure in the region of 17.5 MN/m2 (2500 lbf/in2).
Vehicle dynamics and active rollover stability control of an electric narrow three-wheeled vehicle: a review and concern towards improvement
Published in Vehicle System Dynamics, 2023
Ankitkumar Dandiwala, Basab Chakraborty, Debashish Chakravarty, Jigneshsinh Sindha
In addition to the TAS, the tilting action of the NTTV based on SDTC and STC systems is also assisted by the lateral force generated at the contact patches due to the counter-steering action. However, a surface with low TRFC will resist this lateral force to assist tilting. Also, uneven load transfer across the axle due to tilting generates lateral force at the wheels, which may cause the vehicle to skid on a low TRFC surface. The TRFC changes with weather (rain, snow, temperature) and wear of tyres [109]. In addition to that, longitudinal controllers like anti-lock braking system, brake assist system and adaptive cruise control, which have been omitted in research on NTTVs, are susceptible to TRFC [110,111]. Ackerman et al. [112,113] worked extensively on the design of steer-by-wire systems to avoid skidding. In an SDTC-based ATC system, it becomes mandatory to estimate the TRFC so that rollover stability can be maintained and the safety level can be enhanced.
Electric Vehicle Control and Driving Safety Systems: A Review
Published in IETE Journal of Research, 2023
Passive safety system, such as seat belts, crumble zones, laminated glass, air bags, reduces the effect of accident when they (accidents) become unavoidable. In contrast, active safety systems such as Cruise and Chassis Control (CCC), Traction Control (TC), Electronic Stability Control (ESC) Anti-Lock Braking System (ABS), Collision Warning (CW), brake assist, night vision assist help in controlling the vehicle [3] in the case of an unexpected situation while driving by averting any serious accident. Most of the Advanced Driver Assistance Systems (ADAS) released over the years that help in avoiding accidents can also be regarded as an “active” safety practice working on innovative technologies. In other words, active safety systems function in the background, overseeing the driving circumstances and actively help in tuning the driving dynamics of the vehicle to divert any risk of an accident.
Failed rib region prediction in a human body model during crash events with precrash braking
Published in Traffic Injury Prevention, 2018
B. Guleyupoglu, B. Koya, R. Barnard, F. S. Gayzik
Forward crash avoidance systems (FCAS) are being implemented in new vehicles and can be composed of several components, such as forward collision warning (FCW), precrash brake assist (PBA), and autonomous precrash braking (PB). Previous investigations into the benefits of FCAS found that they are able to prevent or mitigate collisions (Aoki et al. 2009, 2010; Kusano et al. 2010, 2012; van Auken et al. 2011) and that these systems can be as effective as seat belts (50% effectiveness) in rear-end collisions (Kusano et al. 2012). Previous studies into out-of-position occupants with dummy models (Bass et al. 1999; Plank et al. 1998) and PMHS (Crandall et al. 1999; Lebarbe et al. 2005; Prasad et al. 2008) found that occupants have a higher incidence of rib fracture and greater chest deflections. The effect of FCAS systems on kinematics and correlative injury measures was previously studied by our group (Guleyupoglu, Schap, et al. 2017). The study compared responses from human models (Global Human Body Models Consortium [GHBMC] M50-O) and ATDs (Hybrid III) and showed greater excursions for the human models and generally similar trends in reduction of injury indices, up to a point of precrash braking (below 1 g). Rib fracture prediction was not assessed, motivating the current study.