Div Class Research Articles

Is It Legal to Provide Liquidity on the Vexanium Decentralized Exchange in Indonesia?

<div class="WordSection1"><table width="566" border="0" cellspacing="0" cellpadding="0"><tbody><tr><td valign="top" width="387"><p>One of the platforms in the blockchain is a decentralized exchange. The existence of these platforms helps exchange crypto assets instantly in the blockchain ecosystem without having to exchange them at a central exchange. The liquidity guarantors of decentralized exchanges are liquidity providers. This study aims to assess liquidity providers' legal safety on Vexanium, Indonesia's first public blockchain. The normative method employed in this analysis of the laws and regulations related to blockchain in Indonesia involves a preliminary examination of the liquidity provision process. This study found that the decentralized exchange platform on the Vexanium blockchain still needs to meet the criteria as an electronic system following the laws and regulations. In addition, the absence of clear information about the parties in the platform makes the liquidity provision contract voidable. This research can be utilized for platform developers in the Vexanium blockchain to pay more attention to legal aspects in creating their platforms..</p></td></tr></tbody></table></div>

A Technical Approach to Anesthesia in the Case of Tonsillectomy

<div class="WordSection1"><p><strong>Background: </strong>Tonsillectomy is the most common surgical procedure performed by an ENT doctor (Throat Nose Ear) in children. This surgery can cause pain, bleeding and swelling in the injured throat. Patient may complain of pain, difficulty swallowing, eating, drinking disorders, nausea and vomiting and fall into a dehydrated state. This can reduce patient satisfaction.</p><p><strong>Discussion:</strong> Postoperative pain management of tonsillectomy is a concern both by the ENT doctor and by the anesthesiologist. The high incidence of post-tonsillectomy pain or anxiety increases the risk of secondary post-tonsillectomy bleeding. It is necessary to know the mechanism of post operative pain and the negative impact of pain.</p><p><strong>Conclusion:</strong> Doctors should give attention to reduce postoperative pain and choose a rational analgesic to overcome post operative tonsillectomy pain.</p></div>

Leadership Challenges in Democratization: An Analysis of Independent National Electoral Commission of Nigeria

<div class="WordSection1"><div class="WordSection1"><div class="WordSection1"><p><em>This study discusses Electoral Management Bodies (EMBs) leadership challenges utilizing INEC's environment. INEC leadership underperformance compelled the study. The study aimed to identify INEC leaders' 1999–2019 difficulties. The study used in-depth interview data. Nine commission leaders with extensive expertise were interviewed. The analysis shows that INEC's leadership system hinders its mandate. Inadequate manpower, political elites' manipulation, inadequate training, ad-hoc staff problems, inadequate funding, lack of technological know-how, financial autonomy, standard operating system, poor electorate cooperation, and political interference have hampered INEC's democratic election organization in Nigeria. The INEC should have complete independence, embrace innovations, reforms, sensitization programs, adequate funding, more permanent staff, improved voting machines, and training and retraining to help Nigeria hold credible elections. These obstacles help INEC leadership establish itself in the electoral system to foster democratic growth, maturity, and consolidation</em></p></div></div></div>

The Good Governance Principle in Fictitious-Positive Case Applications After the Job Creation Law

<div class="WordSection1"><div class="WordSection1"><div class="WordSection1"><p><em><span>The enactment of Law Number 30 of 2014 expands the competence of the State Administrative Court in protecting members of the public but also state administrators. Law Number 6 of 2023 concerning Job Creation (Law on Job Creation) mentions fictitious-positive cases in Article 175 number 6, which has changed the provisions on fictitious-positive cases. This study aims to see that the judiciary examines fictitious-positive cases after the enactment of the Job Creation Law and how the public submits requests for review of cases after the Act comes into effect. The research is normative and has a legal and philosophical approach. The research data consisted of primary and secondary materials. The authority of judges to examine fictitious-positive cases has been lost after the enactment of the Job Creation Law, reducing the use of the General Principles of Good Governance in reviewing fictitious-positive cases. However, the enforcement of the Job Creation Law seems to leave legal uncertainty for justice seekers regarding fictitious-positive matters, indicating that the reinstatement of the judiciary's authority to review applications for these fictitious-positive cases needs to be taken into account</span></em></p></div></div></div>

The Honda Automotive Laboratories of Ohio Wind Tunnel

<div class="section abstract"><div class="htmlview paragraph">The Honda Automotive Laboratories of Ohio (HALO) includes a new aeroacoustic wind tunnel located near Marysville, Ohio that started operations in 2022. This facility provides world-class aerodynamic flow quality and acoustic testing capabilities for the development of both passenger and motorsports vehicles.</div><div class="htmlview paragraph">This closed-return ¾ open jet wind tunnel features a two-position flexible nozzle system with cross sections of 25 m<sup>2</sup> and 18 m<sup>2</sup>, providing wind speeds of up to 250 km/h and 310 km/h, respectively. There is a ±180 degree turntable with boundary layer control systems, and interchangeable single belt and 5-belt moving ground plane (MGP) modules. Extensive applications of acoustic treatment in the test section and throughout the wind tunnel circuit provide a hemi-anechoic test environment and low background noise levels. A temperature control system provides uniform and stable air temperature over an operating environment between 10 °C and 50 °C.</div><div class="htmlview paragraph">The primary instrumentation of the wind tunnel includes the wind speed, temperature, and humidity measurement systems, a 6-component force balance integrated within the turntable, and an acoustic test system (ATS). The ATS includes four planar microphone arrays for external measurements and a spherical microphone array and binaural heads for internal measurements. A flow survey traverse system equipped with a 4-D probe holder mechanism is capable of placing a probe anywhere within the test volume.</div><div class="htmlview paragraph">The HALO facility includes the wind tunnel control room, secure vehicle preparation bays and office spaces for segregated customers, and a vehicle frontal and side area measurement system.</div><div class="htmlview paragraph">This paper provides an introduction to the HALO wind tunnel testing capabilities, design features and development, and the results of the aeroacoustic commissioning program. The background noise level and flow quality characteristics are provided.</div></div>

Real-Time Simulation of CNG Engine and After-Treatment System Cold Start Part 1: Transient Engine-Out Emission Prediction Using a Stochastic Reactor Model

<div class="section abstract"><div class="htmlview paragraph">During cold start of natural gas engines, increased methane and formaldehyde emissions can be released due to flame quenching on cold cylinder walls, misfiring and the catalyst not being fully active at low temperatures. Euro 6 legislation does not regulate methane and formaldehyde emissions. New limits for these two pollutants have been proposed by CLOVE consortium for Euro 7 scenarios. These proposals indicate tougher requirements for aftertreatment systems of natural gas engines.</div><div class="htmlview paragraph">In the present study, a zero-dimensional model for real-time engine-out emission prediction for transient engine cold start is presented. The model incorporates the stochastic reactor model for spark ignition engines and tabulated chemistry. The tabulated chemistry approach allows to account for the physical and chemical properties of natural gas fuels in detail by using a-priori generated laminar flame speed and combustion chemistry look-up tables. The turbulence-chemistry interaction within the combustion chamber is predicted using a K-k turbulence model. The optimum turbulence model parameters are trained by matching the experimental cylinder pressure and engine-out emissions of nine steady-state operating points.</div><div class="htmlview paragraph">Subsequently, the trained engine model is applied for predicting engine-out emissions of a WLTP passenger car engine cold start. The predicted engine-out emissions comprise nitrogen oxide, carbon monoxide, carbon dioxide, unburnt methane, formaldehyde, and hydrogen. The simulation results are validated by comparing to transient engine measurements at different ambient temperatures (-7°C, 0°C, 8°C and 20°C). Additionally, the sensitivity of engine-out emissions towards air-fuel-ratio (λ=1.0 and λ=1.3) and natural gas quality (H-Gas and L-Gas) is investigated.</div></div>

A Standard Set of Courses to Assess the Quality of Driving Off-Road Combat Vehicles

<div class="section abstract"><div class="htmlview paragraph">Making manned and remotely-controlled wheeled and tracked vehicles easier to drive, especially off-road, is of great interest to the U.S. Army. If vehicles are easier to drive (especially closed hatch) or if they are driven autonomously, then drivers could perform additional tasks (e.g., operating weapons or communication systems), leading to reduced crew sizes. Further, poorly driven vehicles are more likely to get stuck, roll over, or encounter mines or improvised explosive devices, whereby the vehicle can no longer perform its mission and crew member safety is jeopardized.</div><div class="htmlview paragraph">HMI technology and systems to support human drivers (e.g., autonomous driving systems, in-vehicle monitors or head-mounted displays, various control devices (including game controllers), navigation and route-planning systems) need to be evaluated, which traditionally occurs in mission-specific (and incomparable) evaluations.</div><div class="htmlview paragraph">To support the use of comparable test conditions, a set of combat-relevant driving courses was developed for usability evaluations. This set of courses has been implemented in simulation (the Detroit Arsenal TBMS/CS simulator) and in the field (Camp Grayling). The 9 courses are: (1) on-road driving, (2) slalom (to avoid obstacles), (3) mogul (to assess rollover propensity), (4) ditches (which are difficult to see), (5) minefield (where the path is narrow), (6) berm drill (a defensive maneuver), (7) urban cover (scampering between buildings), (8) urban drive (narrow alleys), and (9) formation change (e.g., line to column). The courses used at Camp Grayling are documented here and representative driving data are provided to support use of these courses by others. Improvements are also suggested.</div></div>

Simulating Traffic-wake Effects in a Wind Tunnel

<div class="section abstract"><div class="htmlview paragraph">Road-vehicle platooning is known to reduced aerodynamic drag. Recent aerodynamic-platooning investigations have suggested that follower-vehicle drag-reduction benefits persist to large, safe inter-vehicle driving distances experienced in everyday traffic. To investigate these traffic-wake effects, a wind-tunnel wake-generator system was designed and used for aerodynamic-performance testing with light-duty-vehicle (LDV) and heavy-duty-vehicle (HDV) models. This paper summarizes the development of this Road Traffic and Turbulence System (RT<sup>2</sup>S), including the identification of typical traffic-spacing conditions, and documents initial results from its use with road-vehicle models.</div><div class="htmlview paragraph">Analysis of highway-traffic-volume data revealed that, in an uncongested urban-highway environment, the most-likely condition is a speed of 105 km/h with an inter-vehicle spacing of about 50 m. Probability distributions for spacing and road speed were used to identify a range of suitable inter-vehicle spacings to target for wake conditions. Combining these data with previous research activities that examined the characteristics of road-vehicle wakes, three phases of development for the RT<sup>2</sup>S were undertaken in multiple wind tunnels leading to a system using porous grids and sets of vertically-oriented vanes. Specific grid and vane combinations generate wake shapes, wind-speed deficits, flow-angularities, and turbulence representative of every-day traffic wakes. Lateral positioning of the system and rotation of the vanes provide wake positioning and flow characteristics representing a variety of wake-in-crosswind conditions, while being able to effectively change the lane of the wake-source vehicles.</div><div class="htmlview paragraph">The results of two experiments are presented to document the influence of traffic wakes, via application of the RT<sup>2</sup>S, on the aerodynamic performance of road vehicles. First, measurements are presented based on the use of a prototype version of the system with a 15%-scale DrivAer fastback model. Drag reductions from 10% to 31% and side-force-coefficient reductions in excess of 50% were observed for the DrivAer model, relative to uniform-flow conditions, for the 13 specific wake-like conditions replicated. The second set of experiments applied the final RT<sup>2</sup>S design to testing of a 30%-scale tractor-trailer HDV model, which showed drag reductions as high as 15% for an HDV-wake configuration, with drag reductions of 2% measured for a compact-sedan-wake at 50 m effective forward distance, relative to uniform winds. For both sets of experiments, examining wake effects on LDV and HDV models, changes in aerodynamic performance are attributed in large part to reductions in effective dynamic pressure, but surface-pressure measurements indicate that flow-angularity variations also play a role in crosswind conditions.</div></div>

Comparison of On-Road Highway Fuel Economy and All-Electric Range to Label Values: Are the Current Label Procedures Appropriate for Battery Electric Vehicles?

<div class="section abstract"><div class="htmlview paragraph">As consumers transition from internal combustion engine (ICE)-powered vehicles to battery electric vehicles (BEV), they will expect the same fuel economy label-to-on-road correlation. Current labeling procedures for BEVs allow a 0.7 or higher multiplier to be applied to the unadjusted fuel economy and range values. For ICE-powered vehicles, the adjustment factor decreases with increasing unadjusted fuel economy and can be lower than 0.7. To better inform consumers, starting in 2016, Car and Driver added an on-road highway fuel-economy test, conducted at 120 kph (75 mph), that augments the performance metrics that it's been measuring since the 1950s. For electric vehicles, testing includes an evaluation of the all-electric range.</div><div class="htmlview paragraph">The on-road test results were aligned with the certification information for each vehicle model including unadjusted and label fuel economy and range, road load force coefficients, and labeling options. Tractive energy and kinetic energy available for regenerative braking were computed from the certification information to evaluate the differences between the on-road testing and chassis-rolls testing conducted during the certification process.</div><div class="htmlview paragraph">Based on these results, the highway fuel economy label tends to be a very good predictor of the fuel economy observed during the on-road test at real highway speeds with vehicles powered by an ICE. However, most BEVs tested to date fall short of both their electric consumption and range label values. For BEVs, the difference between the label and on-road consumption and range is further exacerbated by other factors, such as extreme temperatures and suggestions by automakers to charge to less than 100 percent to extend battery life. Consequently, these results support the need to re-evaluate the labeling procedures for this emerging technology as it continues to become increasingly prominent in the marketplace.</div></div>

Combustion Chamber Development to Maximize the Performance of the Hydrogen Combustion Engine for the T1 Ultimate Category of the Dakar Rally Competition

<div class="section abstract"><div class="htmlview paragraph">As the world strives toward the common goal of carbon neutrality by 2050, motorsport cannot be allowed to stand alone as an exception. A gradual energy transition is clearly underway in the automotive industry but has already begun in motorsport as well. Among other initiatives, the Dakar Rally and the FIA have created the T1 ultimate category for prototypes powered by low-carbon fuels, including hydrogen. The Dakar is the pinnacle of off-road endurance rally competitions. It offers a great opportunity to ORECA Magny-Cours and FEV to expose their jointly developed internal combustion engine (ICE), fuelled with hydrogen only, to extreme conditions. In addition, the racing environment imposes a unique pace of development which can serve as a catalyst for spurring the H<sub>2</sub>-ICE technology. Moreover, a hydrogen powered engine is an interesting fit for motorsports because it combines high power output, a relatively long driving range and driving pleasure with an excellent carbon footprint.</div><div class="htmlview paragraph">This article outlines how ORECA Magny-Cours and FEV are currently converting a gasoline racing engine to hydrogen direct injection to meet the numerous challenges of the Dakar Rally. In several development steps, a combustion chamber was newly developed that is tailored to gaseous hydrogen combustion. A high level of charge motion and optimized mixture formation have ultimately been realized using FEV’s dedicated H<sub>2</sub>-ICE simulation tool chain. Design changes resulting from the simulation results are incorporated into the engine. Further thermodynamic investigations on an engine test bench will be undertaken by ORECA Magny-Cours to maximize performance while ensuring knock free operation and best engine efficiency. Although there are still development hurdles to overcome, the combined ORECA/FEV experience will bring a viable carbon neutral powertrain solution to compete in the future Dakar Rally.</div></div>

A Methodology to Design the Flow Field of PEM Fuel Cells

<div class="section abstract"><div class="htmlview paragraph">Proton Exchange Fuel Cells (PEMFCs) are considered one of the most prominent technologies to decarbonize the transportation sector, with emphasis on long-haul/long-range trucks, off-highway, maritime and railway. The flow field of reactants is dictated by the layout of machined channels in the bipolar plates, and several established designs (e.g., parallel channels, single/multi-pass serpentine) coexist both in research and industry. In this context, the flow behavior at cathode embodies multiple complexities, namely an accurate control of the inlet/outlet humidity for optimal membrane hydration, pressure losses, water removal at high current density, and the limitation of laminar regime. However, a robust methodology is missing to compare and quantify such aspects among the candidate designs, resulting in a variety of configurations in use with no justification of the specific choice. This contrasts with the large operational differences, especially regarding the pressure loss/stoichiometric factor trade-off and in the outlet humidity level.</div><div class="htmlview paragraph">In this paper a simple thermodynamic model (0D) is presented to evaluate pressure losses, stoichiometric factors, channel length, and humidity level for typical flow fields. Based on distributed and concentrated pressure losses and on a water balance between the humidified air, the electrochemically produced water, and the electro-osmotic water flux, the model indicates the optimal flow field for a given active area. The methodology is validated using 3D-CFD models, assessing the predictive capability of the simplified 0D model, and it is applied to small/medium/large active area cases. The presented method introduces a model-based guideline for the design of PEMFCs flow fields, providing design indications to optimize the humid flow dynamics. The study shows the impact of flow field design on fuel cell operating conditions, providing guidelines for fuel cell engineering. In the limits of laminar flows, the parallel channel design demonstrated the lowest pressure drop (∆<i>p</i> ≃ 1 × 10<sup>2</sup> − 10<sup>3</sup><i>Pa</i>, more than one order of magnitude lower than other designs) and the best capability of saturated outlet flows (i.e., ideal membrane hydration) for current densities in the range 0.5 − 2.0 <i>A</i>/<i>cm</i><sup>2</sup>, hence outperforming any other serpentine-type designs for medium-to-large active areas and with the focus on high current density operation.</div></div>

The Influence of Traffic Wakes on the Aerodynamic Performance of Heavy Duty Vehicles

<div class="section abstract"><div class="htmlview paragraph">Road vehicles have been shown to experience measurable changes in aerodynamic performance when travelling in everyday safe-distance driving conditions, with a major contributor being the lower effective wind speed associated with the wakes from forward vehicles. Using a novel traffic-wake-generator system, a comprehensive test program was undertaken to examine the influence of traffic wakes on the aerodynamic performance of heavy-duty vehicles (HDVs). The experiments were conducted in a large wind tunnel with four primary variants of a high-fidelity 30%-scale tractor-trailer model. Three high-roof-tractor models (conventional North-American sleeper-cab and day-cab, and a zero-emissions-cab style) paired with a standard dry-van trailer were tested, along with a low-roof day-cab tractor paired with a flat-bed trailer. Amongst these, trailer variants provided a total of 10 HDV configurations that were tested in uniform turbulent flow over a range of freestream yaw angles between ±15°, and with wake effects over a range of yaw angles between -2° and +11°. Up to 53 specific wake-flow conditions were applied to each HDV configuration. Wind-load and surface-pressure measurements were acquired and provide indicators of the manner in which the aerodynamic performance of the HDV models are influenced by traffic wakes.</div><div class="htmlview paragraph">Drag-coefficient reductions up to 17% for individual drag-coefficient values and up to 9% for wind-averaged values were observed. Wakes from adjacent-lane vehicles were observed to have comparable, or sometimes greater, influence to those from safe-distance same-lane vehicles. The wakes influence primarily the forward-facing surfaces of the HDV, resulting in performance changes associated with tractor modifications being affected more than for trailer modifications. These results represent the first comprehensive study of traffic-wake effects on HDVs at safe inter-vehicle distances in highway-driving conditions, and highlight potential differences in real-world aerodynamic performance relative to the standard wind-averaged uniform-flow metrics used for fuel/energy-use and emissions predictions.</div></div>

Aerodynamic Drag of Road Vehicles in Close Lateral Proximity

<div class="section abstract"><div class="htmlview paragraph">Aerodynamic interaction between vehicles on a roadway can modify the fuel use and greenhouse gas emissions of the vehicle relative to their performance under isolated, uniform-wind conditions. A comprehensive wind-tunnel study was undertaken to examine changes to the aerodynamic drag experienced by vehicles in close proximity, in adjacent lanes. Wind-load measurements were conducted for two general configurations: 15%-scale testing with light-duty-vehicle (LDV) models, and 6.7%-scale testing with a heavy-duty vehicle (HDV) model. For the LDV study, a DrivAer model was tested with a proximate AeroSUV model or an Ahmed model at lateral distances representing 75%, 100%, and 125% of a typical highway lane spacing, and for longitudinal distances up to 2 vehicle lengths forward and back. Commensurate measurements were conducted for the AeroSUV model with the proximate DrivAer or Ahmed model. For the HDV study, a tractor-trailer model was tested with a single or combination of adjacent-lane models. Measurements were conducted over a range of yaw angles, permitting wind-averaged-drag evaluations.</div><div class="htmlview paragraph">Changes in drag coefficient on the order of 25% or more were observed, relative to isolated-vehicle conditions. Adjacent-lane proximity-vehicle effects can increase or decrease the drag of a vehicle, with the strongest effects being an increase when vehicle models are side-by-side or when an HDV has its aft end coincident with another vehicle. The LDV-model pairing demonstrated that, for a two-vehicle arrangement, the increased drag on one vehicle can be offset by the decrease in drag on the other, and that proximity-vehicle effects should be examined in the context of the overall vehicle-system performance.</div></div>

Impact of Event-Based EV Charging Power Profile on Design and Control of Multi-Source DCFC Stations

<div class="section abstract"><div class="htmlview paragraph">The availability of DC Fast Charging Stations (DCFCs) is considered a fundamental step for the widespread adoption of electric vehicles (EVs). To mitigate the impact of high-power charging events on the grid, DCFCs are often equipped with stationary energy storage and renewable energy resources. In literature, many methods have been proposed to design, control, and optimize the performance of multi-sources DCFCs. Many of the research contributions use the averaged EV charging power consumption as input, not the real-time event-based power request. This paper aims at comparing the effects of average-based and event-based EV charging power profile<b>s</b> on the design and control of multi-sources DCFCs. An algorithm that generates event-based EV charging power profiles has been developed based on the data from the California Energy Commission (CEC) report and NREL's EVI-Pro I tool. Multiple scenarios can be generated based on different weekday and weekend energy consumptions, EV penetrations, and the number or power level of chargers. The case scenario in this paper considers a 150kW charging station with second life energy storage and photovoltaic (PV) plant with a low power grid connection (<50kW). The utilization of local distributed energy resources is fundamental for enabling EV charging power delivery. Event-based and average-based EV charging power profiles, having the same energy requirements, are used to assess the impact on the design and control of the stations.</div></div>

Track, GoPro, and Prescan Testing of an ADAS Camera

<div class="section abstract"><div class="htmlview paragraph">In order to validate the operation of advanced driver assistance systems (ADAS), tests must be performed that assess the performance of the system in response to different scenarios. Some of these systems are designed for crash-imminent situations, and safely testing them requires large stretches of controlled pavement, expensive surrogate targets, and a fully functional vehicle. As a possible more-manageable alternative to testing the full vehicle in these situations, this study sought to explore whether these systems could be isolated, and tests could be performed on a bench via a hardware-in-the-loop methodology. For camera systems, these benches are called Camera-in-the-Loop (CiL) systems and involve presenting visual stimuli to the device via an external input. In this work, the Mobileye 630 aftermarket monocular camera system was tested across three environments – track based (real life) testing, GoPro CiL bench (recorded real life) testing, and Prescan CiL bench (simulated life) testing. A comparison of the Mobileye outputs was performed to test the response of the camera between the different mediums. Of the two CiL input types, the Prescan environment was found to have the best agreement with the track behavior. While there is potential for both future use and development of CiL testing methodologies, at this time, there are differences which could limit both the applicability and accuracy of the results generated in the bench testing environments, and further exploration is recommended. These differences include reduced detection and FCW distances and variation in response to the same visual input.</div></div>

Optimizing Long Term Hydrogen Fueling Infrastructure Plans on Freight Corridors for Heavy Duty Fuel Cell Electric Vehicles

<div class="section abstract"><div class="htmlview paragraph">The development of a future hydrogen energy economy will require the development of several hydrogen market and industry segments including a hydrogen based commercial freight transportation ecosystem. For a sustainable freight transportation ecosystem, the supporting fueling infrastructure and the associated vehicle powertrains making use of hydrogen fuel will need to be co-established. This paper develops a long-term plan for refueling infrastructure deployment using the OR-AGENT (Optimal Regional Architecture Generation for Electrified National Transportation) tool developed at the Oak Ridge National Laboratory, which has been used to optimize the hydrogen refueling infrastructure requirements on the I-75 corridor for heavy duty (HD) fuel cell electric commercial vehicles (FCEV). This constraint-based optimization model considers existing fueling locations, regional specific vehicle fuel economy and weight, vehicle origin and destination (OD), vehicle volume by class and infrastructure costs to characterize in-mission refueling requirements for a given freight corridor. The authors applied this framework to determine the ideal long term public access locations for hydrogen refueling (constrained by existing fueling stations and dispensing technology), the minimal viable cost to deploy sufficient hydrogen fuel dispensers, and associated equipment, to accommodate a growing population of hydrogen fuel cell trucks. The framework discussed in this paper can be expanded and applied to additional electrified powertrains as well as a larger interstate system, expanded regional corridor, or other transportation networks.</div></div>

Modeling and Verification of Tire Nonlinearity Effect on Accuracy of Vehicle Yaw Rate Calculation

<div class="section abstract"><div class="htmlview paragraph">The desired yaw rate is a vital target parameter for vehicle stability control, which is currently determined as a steady-state yaw rate by the linear single-track vehicle model. Tire nonlinearity deteriorates the effect of vehicle stability control at larger lateral acceleration. This paper proposes a new calculation method of the steady-state yaw rate considering the tire nonlinearity based on the brush tire model. To validate and verify the proposed method, step steering tests of the target vehicle under different lateral accelerations are carried out on a real proving ground. The results show that when the lateral acceleration is relatively small, the difference between the calculation results of the proposed method and the traditional one is not apparent, and both methods can provide a good estimation for the steady-state yaw rate; however, when the lateral acceleration is relatively large, the difference becomes apparent. It can be shown that the linear tire model cannot be able to calculate the steady-state yaw rate accurately, while the brush tire model agrees well with the observation. This difference shows the importance of considering tire nonlinearity in vehicle stability control, especially in extreme driving conditions. By analyzing the existence of the solution of the yaw rate equation, this paper finds that the vehicle speed upper limit under which the vehicle can be able to achieve steady-state steering is also affected by the tire nonlinearity. A Simulink vehicle model is built to verify the steady-state vehicle speed upper limit for vehicles with different steering characteristics. The results of the modeling and tests provide certain guidelines for developing a vehicle stability control system.</div></div>

Estimation of Tire-road Friction Limit with Low Lateral Excitation Requirement Using Intelligent Tire

<div class="section abstract"><div class="htmlview paragraph">Tire-road friction condition is crucial to the safety of vehicle driving. The emergence of autonomous driving makes it more important to estimate the friction limit accurately and at the lowest possible excitation. In this paper, an early detection method of tire-road friction coefficient based on pneumatic trail under cornering conditions is proposed using an intelligent tire system. The previously developed intelligent tire system is based on a triaxial accelerometer mounted on the inner liner of the tire tread. The friction estimation scheme utilizes the highly sensitive nature of the pneumatic trail to the friction coefficient even in the linear region and its approximately linear relationship with the excitation level. An indicator referred as slip degree indicating the utilization of the road friction is proposed using the information of pneumatic trail, and it is used to decide whether the excitation is sufficient to adopt the friction coefficient estimate. The friction coefficient is estimated by the ratio of the normalized lateral force and the nonlinear adaptation of the slip degree. The tire forces and pneumatic trail are estimated by neural networks. The experimental validation demonstrates that the pneumatic trail has a good potential to precisely predict the friction coefficient at a low excitation under cornering conditions.</div></div>

Predicting Lead Vehicle Velocity for Eco-Driving in the Absence of V2V Information

<div class="section abstract"><div class="htmlview paragraph">Accurately predicting the future behavior of the surrounding traffic, especially the velocity of the lead vehicle is important for optimizing the energy consumption and improve the safety of Connected and Automated Vehicles (CAVs). Several studies report methods to predict short-to-mid-length lead vehicle velocity using stochastic models or other data-driven techniques, which require availability of extensive data and/or Vehicle-to-Vehicle (V2V) communication. In the absence of connectivity, or in data-restricted cases, the prediction must rely only on the measured position and relative velocity of the lead vehicle at the current time. This paper proposes two velocity predictors to predict short-to-mid-length lead vehicle velocity. The first predictor is based on a Constant Acceleration (CA) with an augmented stop mode. The second one is based on a modified Enhanced Driver Model (EDM-LOS) with line-of-sight feature. Both predictors rely only on information on the present values of lead vehicle position and velocity to compute a future velocity estimate. An analysis is done to compare the prediction accuracy of the proposed predictors with different experimental driving data recorded using an OBD2 scanner plugged into a passenger vehicle. Finally, the predicted lead vehicle velocity is utilized to formulate time-gap constraints for the eco-driving optimal control problem, solved via Model Predictive Control (MPC). The energy savings of the considered velocity predictors are evaluated by performing a large-scale simulation study. The proposed velocity predictor provides closest energy savings to a wait-and-see solution for a CAV in absence of V2V communication.</div></div>

Development and Evaluation of Comfort Assessment Approaches for Passengers in Autonomous Vehicles

<div class="section abstract"><div class="htmlview paragraph">Passenger comfort is a critical factor in user acceptance of autonomous vehicles (AVs). Despite existing methods for passenger comfort assessment, new approaches to assessing passenger comfort in AVs may be valuable to the automotive industry. In this paper, continuous pressing-based and discrete smartphone-based approaches for comfort assessment were designed and implemented in a user study. Participants used the two approaches to evaluate their comfort levels in an experimental study based on a high-fidelity autonomous driving simulator. Performances of the two approaches in assessing comfort levels were analyzed and compared. In general, the discrete approach showed better measurement repeatability and lower measurement bias than the continuous approach. The performance gap of the continuous approach could be reduced with proper post-processing measures. Discussions on the potential uses of the approaches were also raised.</div></div>