Has Electronic Stability Control Reduced Rollover Crashes?

Riexinger, Luke E.; Sherony, Rini; Gabler, Hampton C.

doi:10.4271/2019-01-1022

Cited by 7 publications

(2 citation statements)

References 6 publications

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“…The Anti-lock Brake System (ABS) [11], which was the first active safety system to improve braking safety, has become a critical component for vehicles. Later, the Traction Control System (TCS), ABS expansion [12], Electronic Brake Force Distribution (EBD), the Tire Pressure Monitoring System (TPMS), the Roll Stability Control system (RSC) [11], and the Electronic Stability Control system (ESC) [13] were also developed sequentially and have been widely used in passenger cars. The emergence of the Electronic Braking System (EBS) [14] has dramatically improved the safety of commercial vehicles.…”

Section: Introductionmentioning

confidence: 99%

Gain-Scheduled Model Predictive Control for a Commercial Vehicle Air Brake System

Deng

2021

Processes

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This paper presents a control-oriented Linear Parameter-Varying (LPV) model for commercial vehicle air brake systems with the electro-pneumatic proportional valve based on the nonlinear mathematical model, a set of discrete-time linearized models at different target pressures with the q-Markov Cover system identification method. The scheduled parameters for the LPV model were the brake chamber pressure, which was controlled by the electro-pneumatic proportional valve. On the basis of the LPV model, a family of Model Predictive Control (MPC) controllers with a Kalman filter was designed at each operation point. Then, the gain-scheduled MPC was designed over the entire operating range with the switched strategy, which was validated by experimental data. Furthermore, compared with the PID controller, the performance of the system was improved with a gain-scheduled MPC controller.

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Section: Introductionmentioning

confidence: 99%

Gain-Scheduled Model Predictive Control for a Commercial Vehicle Air Brake System

Deng

2021

Processes

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“…Although this is more recent than the Cooper ( 10 ) dataset and includes important safety improvements in relation to both the vehicle fleet ( 15–17 ) and roadside ( 18–20 ) since the mid to late 1970s, much has still changed in the last 23 years. Electronic stability control has become significantly more prevalent ( 17, 21, 22 ), which substantially changes vehicle behavior during departures ( 18, 22, 23 ); antilock brakes have become more prevalent as well, as older, nonABS vehicles have retired from the fleet. The roads and roadsides themselves have changed: NCHRP 350 has been implemented over more road mileage; some roadway has even been upgraded to MASH ( Manual for Assessing Safety Hardware ) standards ( 19, 20 ); and average speed limits have continued to climb, which has a strong effect on departure speeds ( 7, 24 ) and therefore typical runout lengths.…”

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confidence: 99%

Corridor-Based Procedure for Determining Longitudinal Barrier Length of Need

Riexinger

Johnson

Gabler

2022

Transportation Research Record

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Determining the optimal length of need (LON) to prevent vehicles from striking roadside hazards is an important part of roadside design. Although barriers can provide significant safety benefits by preventing run-off-road (ROR) crashes, the barrier itself presents a small but nonzero risk of serious injury or fatality. The purpose of this study is to present a method for quantifying the protection of barrier LON using departure corridors developed with NCHRP 17-43 data. Based on real-world ROR crash trajectories from the NCHRP 17-43 database, departure corridors were constructed. This study focused on a subset of 171 crashes on roads with a speed limit between 60 and 80 km/h with a reconstructed impact speed. In these crashes, the vehicle trajectory was interrupted by either a collision or a rollover. Our approach was to extrapolate the trajectory that could have been followed by the vehicle had the collision not occurred. The original trajectory data were retained before impact and extrapolated after impact using a linear fit. These corridors incorporated the effects of hazard location, departure side, and barrier location on the runout length. Left-side departures required a longer LON to intercept the same proportion of crashes. The runout length needed for objects close to the road based on the corridor method was much smaller than the length recommended by the 2011 Roadside Design Guide. The benefit of this corridor-based approach to barrier placement is that each agency can balance barrier length and the proportion of encroachments intercepted depending on their priorities.

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