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Technology Assessment and Selection
Published in Tugrul Daim, Marina Dabić, Yu-Shan Su, The Routledge Companion to Technology Management, 2023
Koray Altun, Recep Kurt, Reyhan Ozcan Berber, Serkan Altuntas, Turkay Dereli
Car control is one of the high-level challenges of autonomous driving. Electronic control unit (ECU) and communication bus are the two main parts of a typical car control platform. While the ECU is associated with the control algorithms, the communication bus performs communication between the ECU and corresponding mechanical parts. These keywords mainly imply car speed and direction control. From these keywords and the discussions provided by Zhao et al. (2018), we can state that the following topics should be addressed to prioritize car control technologies: car anti-lock braking system, car drive anti-slip system, car stability system, sensotronic brake control, brake force distribution, auxiliary brake system, supplementary restraint system, radar anti-collision system, automatic transmission system, cruise control, electronic control suspension, electric power steering system, and so on.
Gear Cutting/Manufacturing
Published in Zainul Huda, Machining Processes and Machines, 2020
In cutting internal gear teeth, an internal (round) broach is generally inserted into a pilot or starting hole which is made on the workpiece before machining (see Figure 10.6). Broaching of internal gears requires proper spacing of teeth which may either be equal or unequal; the tooth forms may be symmetrical or asymmetrical. In order to withstand the broaching pressure, the tooth forms must be uniform in the direction of the broach axis, and their surface must be strong enough. Most internal broaching is carried out with pull broaches. A single-pass broaching operation is enough to cut the small internal gears; however, large internal gears are usually broached by using a surface type broach that cuts several teeth with a single pass. A notable example of internal gear is the helical internal gear used in automotive automatic transmission system.
Traffic Flow Theory
Published in Dušan Teodorović, The Routledge Handbook of Transportation, 2015
A more advanced vehicle model entails modeling the vehicle powertrain Rakha et al., 2012). This model starts with the driver throttle and brake pedal input, as illustrated in Figure 2.1 (step 1). Based on the driver’s throttle input (ft), the engine speed (ωe) is computed using a simple regression model (step 2 or Equation 1) that was empirically developed but is being refined as described later in this chapter. In the case of a manual transmission system the gear selection (step 3 or gear selection modeling) is made directly using the engine speed. Alternatively, in the case of an automatic transmission system the torque converter (step 2a or torque converter modeling) is modeled, as illustrated in Figure 2.1. In particular, the torque converter calculates the torque converter output speed and torque and selects the appropriate gear. Subsequently, the engine speed is used to estimate vehicle torque and power (step 4). The engine power and torque is computed considering an upper bound parabolic function that was proposed by Ni and Henclewood (Ni and Henclewood 2008) (Pmax(ω)). The actual power available is estimated as the proportion of the maximum power considering a linear relationship between throttle position and the proportion of maximum power available (i.e. P(ω) = fp · Pmax(ω)). The vehicle acceleration (step 5) is then computed considering a point mass vehicle dynamics model. The vehicle speed and position (step 6) are estimated by solving a second-order differential equation. The specifics of each of the components of the model are described in the following sections.
Interactive effects of task load and music tempo on psychological, psychophysiological, and behavioural outcomes during simulated driving
Published in Ergonomics, 2022
Costas I. Karageorghis, Garry Kuan, Elias Mouchlianitis, William Payre, Luke W. Howard, Nick Reed, Andrew M. Parkes
Conditions were administered in counterbalanced order with each experimental trial lasting ∼8 min. Experimental manipulations coincided with the 8-min driving phase under high and low loads. Participants were asked to maintain a speed of 30 mph in the urban simulation and 70 mph in the highway simulation. Both simulations were populated with traffic in both directions to maintain ecological validity. Moreover, participants were instructed to observe all traffic signals/road signs in accord with the UK Highway Code. The driving simulator was equipped with an automatic transmission system. Accordingly, participants were told not to use the gear lever; only the steering wheel, accelerator pedal, and brake pedal. Participants were also asked to use the rear-view and side-view mirrors, as they would normally.