Ice Roads Research Articles

Priming “American carnage:” reality television and Donald J. Trump

ABSTRACT This essay uncovers how and why so many U.S. Americans so easily and so gleefully accepted the tenets of Donald J. Trump’s Make America Great Again (MAGA) platform by arguing that U.S. American culture was effectively primed for MAGA values through reality television (RTV) consumption. At a nexus of genres that include “man v. nature,” “redneck,” “dirty” job romanticization, and “copaganda,” RTV primed the U.S. for Trumpism by presenting audiences with a harsh, violent, and nostalgic view of reality in an altogether entertaining format. This essay positions three RTV programs—Ice Road Truckers, Swamp People, and Appalachian Outlaws—as useful heuristics in demonstrating how RTV further foregrounded MAGA values of white hegemony, hegemonic masculinity, carnivalesque violence, and nostalgia in American culture.

On the Method for Solving the Problem of Ice Cover Deformation under an Arbitrary Moving Load

Introduction. The development of the polar areas of the World Ocean and the need to solve various problems associated with a large number of freezing inland water bodies issue new challenges for science. These challenges include the problem of studying the behavior of ice cover when exposed to various types of loads. Of great interest is the consideration of problems about the action of a moving load on the ice cover. A moving load simulates the effect of moving vehicles on ice. However, in papers devoted to the above problems, cases of load movement along a straight-line trajectory are considered. The objective of this research is to develop a method for studying the behavior of ice cover under the action of a load moving arbitrarily.Materials and Methods. The article proposes a method for solving the problem of the action of a force moving along an arbitrary trajectory on the ice cover of a reservoir of finite depth. The problem amounts to solving a system of two differential equations. The first of them models the behavior of the ice cover, and it is the equation of vibrations of a viscoelastic plate. The second equation simulates the behavior of fluid in a state of potential flow, and it is Laplace's equation. To solve the system of differential equations, integral transformations in time, space and variables were used. The resulting solution was expressed through an iterated integral, which was calculated using numerical methods.Results. The development and implementation of the method resulted in solving the problem of the movement of a concentrated force along an ice cover according to an arbitrary law. At the same time, studies were carried out on the behavior of displacements and stresses in the ice cover depending on the speed and acceleration of the movement of the vertical load, on the depth of the reservoir, and on the viscoelastic properties of ice. In addition, the distribution of the velocity vector of fluid particles along the depth of the reservoir was calculated.Discussion and Conclusion. The proposed method is very effective for solving problems of moving loads acting on the ice cover of a reservoir of finite depth. It provides solving problems about the action of a load moving along an ice cover along a complex trajectory. The results obtained can be used to calculate the stress and displacement of the ice cover during the laying of ice roads or the construction of airfields on the ice.

Investigating Road Ice Formation Mechanisms Using Road Weather Information System (RWIS) Observations

Ice formation on roads leads to a higher incidence of accidents and increases winter de-icing/anti-icing costs. This study analyzed 3 years (2019–2021) of Road Weather Information System (RWIS) sub-hourly measurements collected by the Montana Department of Transportation (MDT) to understand the first-order factors of road ice formation and its mechanisms. First, road ice is formed only when the road pavement surface temperature is equal to or below the freezing point (i.e., 32 °F (i.e., 0 °C)), while the corresponding 2 m air temperature could be above 32 °F. Nevertheless, when the road pavement was below 32 °F ice often did not form on the roads. Therefore, one challenge is to know under what conditions road ice forms. Second, the pavement surface temperature is critical for road ice formation. The clear road (i.e., with no ice or snow) surface pavement temperature is generally warmer than the air temperature during both day and night. This feature is different from a natural land surface, where the land skin temperature is lower than the air temperature on cloud-free nights due to radiative cooling. Third, subsurface temperature, measured using a RWIS subsurface sensor below a road surface, did not vary as much as the pavement temperature and, thus, may not be a good index for road ice formation. Fourth, urban heat island effects lead to black ice formation more frequently than roads located in other regions. Fifth, evaporative cooling from the water surface near a road segment further reduces the outlying air temperature, a mechanism that increases heat loss for bridges or lake-side roads in addition to radiative cooling. Additionally, mechanical lifting via mountains and hills is also an efficient mechanism that makes the air condense and, consequently, form ice on the roads. Forecasting road ice formation is in high demand for road safety. These observed features may help to develop a road ice physical model consisting of functions of hyper-local weather conditions, local domain knowledge, the road texture, and geographical environment.

Responses of nesting greater white‐fronted geese to oil development in the Arctic

AbstractOil and gas exploration and development is expanding across the Arctic Coastal Plain (ACP) of Alaska, USA. To examine the effects of industrial development on greater white‐fronted geese (Anser albifrons), we monitored nests and nesting behavior within a 4‐km2 study area within 4 km of gravel roads and pads during pre‐development, construction, and operation activities at a new oil development in the National Petroleum Reserve‐Alaska in 2013−2019. We examined distribution, incubation constancy, and nest survival in relation to distance to gravel roads or pads, year and status of development, presence of an ice road the previous winter, and land cover type. Nest density increased throughout the study period, which was consistent with surveys of this species in other regions of the ACP. There was no direct evidence that oil extraction infrastructure and the associated human activity adversely influenced the abundance, distribution, or daily nest survival of greater white‐fronted goose nests. Geese avoided nesting in the alignments of ice roads from the previous winter, and land cover type influenced their nest distribution. Nest age and incubation constancy were important predictors of daily nest survival. The incubation constancy of successful nesters (98.5 ± 0.1% [SE]) was significantly greater than for failed nesters (94.7 ± 0.6%) for all years combined and tended to be greater during the pre‐construction and construction years of 2014 and 2015, compared to when oilfield operations began in 2017 and 2019. Greater‐white fronted geese appear to be tolerant of some levels of industrial activities and the presence of gravel roads did not have a significant effect on nest distribution, incubation constancy, or nest survival. We recommend, however, that indirect effects from ice roads should be explicitly considered in impact assessments because white‐fronted geese avoid nesting in the footprints of the previous winter's ice roads and pads.

Loadbearing capacity and safety for winter roads improvement reinforcement and ice modification

Introduction. The natural processes associated with the thawing of permafrost and the accompanying risks of man-made disasters have been steadily increasing in recent years. At the same time, a new space of opportunities opens up for the development of territories, the formation of new cargo transportation routes, both in transit and directly to the Arctic regions. The number of consumers is increasing, the requirements for the economic efficiency of transport infrastructure and the requirements for materials for its construction and maintenance are increasing.Materials and methods. Water ice is one of the most widespread substances in the northern nature, and the experience of its use as a building material goes back centuries. At the same time, the use of water ice still has no alternative in the construction of seasonal ice roads and crossings, including for solving the tasks of oil and gas companies. This article is devoted to the possibilities of using modern materials that change the properties of water ice and structural and technological solutions to increase the carrying capacity and safety of ice crossings and extend the service life of winter trucks.Results. Experimental and theoretical studies, tests at the landfill, pilot production tests at ice crossings have shown the possibility to significantly increase the carrying capacity and safety of the transport when reinforcing ice. The introduction of water ice modifiers together with its reinforcement significantly improve the physical and mechanical properties of water ice.Conclusion. The authors’ idea of the possibilities of a significant increase in the bearing capacity of the ice cover on winter roads, traffic safety, prolongation of their service life with the combined use of special reinforcing materials and chemical modifiers of water ice is presented. The reasons for the limited use of the recommendations proposed by the authors are disclosed.

Alternative method for determining available winter water volumes from lakes to support small-scale projects

Abstract In Canada's Northwest Territories (NT), industrial activities conducted during the winter, such as ice road construction and exploratory drilling, require the use of water from ice-covered water bodies. Withdrawal in excess of 10% of available under-ice volume can threaten fish habitat or other users. The Land and Water Boards (LWBs) of the Mackenzie Valley require water licences for water withdrawal beyond regulated thresholds. Applicants must provide information including identification and location of proposed water sources, timing and proposed volume of water and winter water withdrawal must be limited to <10% of available volume to protect fish habitat under the ice. Many applicants are at early project stages and the necessary information on bathymetry and volumes of water is not readily available or requires expertise and effort that may not be feasible at the early stages of smaller projects. This paper describes the alternative method for determining available winter water volumes from lakes to support small-scale projects. A simple formula of ‘allowable volume (m3) = surface area (m2) * 0.1 m’ was developed and tested to provide a conservative estimate of under-ice volumes from easily available data which is protective in spite of uncertainties inherent in limited data.

Preparation and performance evaluation of the plant antifreeze protein (PAFP) modified emulsified asphalt coating

Road icing in winter will not only cause damage to the road structure, but also seriously affect driving safety. In this paper, we studied the feasibility of plant antifreeze protein (PAFP) applied for anti-icing pavement. The results of anti-icing performance test show that the PAFP modified emulsified asphalt coating can delay the icing of road surface, and the freezing time of water on PAFP modified emulsified asphalt coated pavement is twice that of ordinary pavement. At the same time, PAFP can greatly reduce the adhesion of road ice. The pavement performance test results show that the PAFP modified emulsified asphalt coating has good durability and skid resistance. To sum up, PAFP modified emulsified asphalt coating has good potential applications.

Research on road surface temperature characteristics and road ice warning model of ordinary highways in winter in Hunan province, central China

The study of road surface temperature (Ts) characteristics in winter and the early warning method of road icing is of great significance to reduce traffic accidents and improve transportation efficiency. Using the hourly observation data of Hunan traffic meteorological stations from December 2020 to February 2022, this study analyzes the winter Ts characteristics of ordinary roads in Hunan Province, and uses the Logistic regression model to establish the temperature threshold for icing of ordinary roads in the province. So as to build a road icing early warning model hierarchically. The results show that the Ts in southern Hunan is relatively high, the Ts at most stations is above 10 °C, and the low Ts area is in western Hunan, and the stations below 8 °C are mostly distributed in this area. This may be due to the higher altitude in western Hunan. In terms of diurnal variation, the lowest value of average Ts and air temperature (Ta) in Hunan Province in winter both appeared at 7:00 Beijing Time (BT), while the highest value appeared at 15:00 BT, and the average Ta is always lower than the Ts. The temperature variation on the bridge surface is more pronounced. When the Ta is lower than −2.5 °C, more than 70% of the sites have a rapid increase in the risk of icing; and when the Ta is lower than −5°C, nearly 87% of the sites have a risk level of 4, which means icing risk is extremely high. Furthermore, combining the warning model with thermal spectrum mapping can improve the spatial resolution of the warning model and also solve the problem of lack of observations in some areas.

New technologies of ice roads construction to maintain the sustainable cold chain of supply in the northern regions of Russia

The article reviews the current state of winter ice roads (winter glacial roads) and presents data that confirm the necessity of their service life extension in order to maintain the uninterrupted cold chain of supply in the northern regions of Russia. The regulatory documents that regulate the design engineering and construction of winter ice roads are analyzed. The existing methods and technologies of winter roads construction have been analyzed. The possibility of using the geosynthetic materials for ice roads reinforcement is considered, as well as possible challenges arising from their use are exposed for consideration. The use of chemical modifiers for the creation of structural materials based on water ice is shown to be prospective and promising, especially in combination with the reinforcement of ice blocks. Modern approaches to choice of ice modifying compounds and materials for ice reinforcing are described, as well as criteria achieved on the basis of their application. The scientific studies confirming the possibility of a significant increase in the bearing capacity of glacial coverage and, as a result, an earlier start of their operation is carried out. It is shown that the combined use of reinforcement and ice modifiers allowed the ice sample to maintain its integrity even under exposure to significant deformation loads. The technical possibility of additional reinforcement of ice transport routes as a result of optimizing the modal parameters of their formation, depending on weather conditions, is also described.

Method for Solving the Problem of Load Movement over the Ice Cover of a Reservoir along a Complex Trajectory

Introduction. The development of the polar regions of the World Ocean contributed to an increased interest in studying wave processes in water bodies with ice cover caused by the action of a mobile load. In most papers of domestic and foreign scientists, the ice sheet was considered as an elastic or viscoelastic plate loaded with a rectilinearly moving vertical force. However, when modeling the impact of vehicles on the ice cover, it is of interest to investigate problems in which the force moves along a more complex trajectory. Therefore, this study aims at developing a method for studying the behavior of the ice cover under the action of a force moving along a trajectory of a complex shape, obeying an arbitrary law of motion.Materials and Methods. A method for solving problems of the action of an arbitrarily moving force on the ice cover of a reservoir of finite depth filled with an inviscid incompressible fluid is proposed. The ice cover was considered as a viscoelastic plate lying on the surface of a liquid in a state of potential flow. A concentrated force moving along an arbitrary closed trajectory and being periodic in time was applied to the upper surface of the plate. Hydrodynamic pressure acted on the lower surface of the plate from the liquid side. Due to the periodicity of the load applied to the plate, an integral time transformation was used to solve differential equations describing the behavior of this system. Further, using traditional methods, formulas were obtained for calculating stresses and displacements in the plate and components of the velocity vector of liquid particles. These formulas were presented in the form of an iterated integral. Numerical methods were used to calculate integrals.Results. Calculations showed that the deflection of the ice cover increased markedly with the growth of speed and tangential acceleration of the load movement. An increase in the relaxation time of ice and a decrease in the radius of the trajectory of the load also caused an increase in deflection. The distribution of the fluid particle velocity vector over the depth of the reservoir was calculated.Discussion and Conclusions. The proposed method has shown its efficiency in solving problems about the impact of a moving load on the ice cover of a reservoir. With its help, the influence of the curvature of the trajectory of motion and the mechanical properties of ice, the kinematic characteristics of the movement of the load on the deflection of the ice cover was investigated. The method simulates the impact of vehicles on the ice cover of a reservoir. The results of its application can be used under the construction of ice roads or airdromes on ice.

An evaluation of GPR monitoring methods on varying river ice conditions: A case study in Alaska

Ice roads and bridges across rivers, estuaries, and lakes are common transportation routes during winter in regions of the circumpolar north. Ice thickness, hydraulic hazards, climate variability and associated warmer air temperatures have always raised safety concerns and uncertainty among those who travel floating ice road routes. One way to address safety concerns is to monitor ice conditions throughout the season. We tested ground penetrating radar (GPR) for its ability and accuracy in measuring floating ice thickness under three specific conditions: 1) presence of snow cover and overflow, 2) presence of snow cover, and 3) bare ice, all common to Interior Alaska rivers. In addition, frazil ice was evaluated for its ability to interfere with the GPR measurement of ice thickness. We collected manual ice measurements and GPR cross-sectional transects over 2 years on the Tanana River near Fairbanks, Alaska, and for 1 year on the Yukon River near Tanana, Alaska. Ground truth measurements were compared with ice thickness calculated from an average velocity model created using GPR data. The error was as low as 2.3–6.4% on the Yukon River (Condition 3) and 4.6–9.5% on the Tanana River (Conditions 1 and 2), with the highest errors caused by overflow conditions. We determined that certain environmental conditions such as snow cover and overflow change the validity of an average velocity model for ice thickness identification using GPR, while frazil ice accumulation does not have a detectable effect on the strength of radar reflection at the ice-water interface with the frequencies tested. Ground penetrating radar is a powerful tool for measuring river ice thickness, yet further research is needed to advance the ability of rural communities to monitor ice thickness using fewer time-intensive manual measurements to determine the safety of ice cover on transportation routes.

Analysis of Engineering Performance and Environmental Impact of Asphalt Pavement Debonding and Ice Suppression Materials

Aiming at the maladies of high labor intensity, the low efficiency of ice and snow removal, and environmental pollution in traditional ice-deicing and snow-melting methods, we successfully developed a material that can effectively reduce the adhesive force between ice and snow with the pavement, aimed at the characteristics of the road ice de-icing and snow melting. According to the evaluation index and method of de-icing performance, we determined the ratio of the three components of the film-forming component, the adhesive component, the modified ice suppression component, and the preparation technology. It has no perfect evaluation index and method for the viscosity-reducing and ice-defending materials at present, this paper further evaluates the performance of the viscosity-reducing and ice-defending materials from the aspects of ice-deicing performance, durability, and environmental performance. The results show that the viscosity-reducing and ice-defending material has good permeability and water resistance. The material still has good ice-deicing performance after seven rounds of cycle tests at the same time, indicating that it has a good slow-release performance. It is verified that the viscosity-reducing and ice-defending materials have good durability using the low-temperature accelerated test. Finally, from the analysis and evaluation of the environmental protection performance of the viscosity-reducing and ice-defending materials, the materials have no effect on the growth of plants and their average corrosion rate is much lower than the average corrosion rate of the snow melting test piece, which means that the viscosity-reducing and ice-defending materials have good environmental performance.

Impact of air voids and environmental temperature of asphalt concrete on black ice

This study investigates two methods for detecting black ice, a hazardous thin layer of ice on road surfaces. The rain sensor and deep learning methods were explored, while considering the influence of environmental conditions, such as temperature, humidity, and air voids in asphalt concrete, on black ice formation. Results from the rain sensor method showed that the electrical resistance involved cooling time and reached a constant value when black ice was formed. Lower air voids in asphalt concrete led to a higher chance of black ice formation, while humidity had a negligible effect. A vehicle module for detecting black ice was successfully developed using deep learning with 90% accuracy. Furthermore, experiments using infrared heating confirmed that environmental temperature affects the melting time and melting area of black ice. These findings can improve safety for drivers and help with route planning when travelling on black ice roads.

Climate change impacts the state of winter roads connecting indigenous communities: Case study of Sakha (Yakutia) Republic

Winter roads, or zimnik, serve as major connections between communities across the global Arctic, including Sakha (Yakutia) Republic. Although accessible to general public, winter roads in remote regions are primarily used by indigenous communities. Sustainability of winter roads is reduced by climate change effects, via shorter and milder winters, extended shoulder seasons, delayed freeze up and advanced ice break up on rivers used as ice roads. We review the observed and projected change in mean monthly air temperatures, MMAT, °C, during cold season in six localities of the Sakha (Yakutia) Republic, important residence areas of the indigenous peoples of the North. In observed MMAT records, only North-Western Yakutia hasn’t experienced significant warming. In other localities, a significant step-shift change is observed in months from March to June, and at several stations, also in October and November. Under future climate, assessed with a regional ensemble of global climate models, projected change is expected in core winter months, November to February. In the near future, 2021–2050 period, increase in MMAT is expected mostly in December and January, with only minor increase in shoulder seasons, except in southern Yakutia. In the far future, 2071–2100, only under optimistic SSP 1–2.6 scenario the MMAT change is contained within +3.5 °C, and even in this case, April MMAT increases above −2°C at stations in southern Yakutia. Under SSP 5–8.5 scenario, highest MMAT increase, up to over +12 °C, is projected in the Yakutian Arctic from December to February. In southern Yakutia, both October and April MMAT around or above 0 °C are projected. Winter Road Sustainability Index is assessed based on observed and projected climate. Over northern Yakutia, higher MMAT in core winter months suggest reduced ice thickness on rivers, but overall climate severity allows sustainable winter road operations throughout the season even under high emission scenarios. In the near future, only winter road operations around Tyanya, in the Evenki residence area, become moderately affected under most SSP scenarios. In the far future, winter road operations around Tyanya, Ust-Maya and Neryungri, also Evenki residence area, become highly vulnerable under most scenarios. Practical implications include institutional response, transport system adaptation, adjustment of road maintenance protocols, and reconsidering local production.

Finite difference model for predicting road surface ice formation based on heat transfer and phase transition theory

Icy pavement surface significantly reduces the skid resistance of roads, and is an important cause of traffic accidents in winter. Reliable road surface icing prediction models are of great significance for decision making in winter road maintenance. This paper developed a finite difference model for predicting road surface ice formation based on heat transfer and phase transition theory. The input data included the meteorological data and road material properties. The output of the model included not only the road surface temperature, but also the road surface condition and ice thickness. To achieve this, the governing equation and boundary conditions were established based on the heat transfer theory. The energy exchanges during the transformation between ice and water were considered by calculating the latent heat based on the phase transition theory. The finite difference method was used to solve the above heat transfer problem. A series of laboratory experiments were designed and conducted to verify the accuracy of the prediction model. And an equation was established to estimate the time required for all surface water to condense into ice when necessary climatic factors were available. With the validated model, the effects of road materials and climatic factors on pavement surface ice formation were analyzed. The results show that cement concrete pavements are more likely to freeze than asphalt concrete pavement. Pavement consisted of a low-conductivity bottom layer, and high-conductivity surface and middle layers, is more suitable for preventing road surface ice in winter. The prediction model is useful for transportation agencies to understand the mechanism of road ice formation and ensure traffic safety in winter.

Research on pattern recognition of automobile anti-lock braking system

The Anti-lock Braking system (ABS) plays a pivotal role in ensuring the stability of driving operation. The study proposes an ABS based on pavement identification based on the establishment of a vehicle dynamics model, which first determines the type of road surface and then realises brake control through adaptive fuzzy PID. The outcomes show that on dry concrete roads, the wheel speed under the control of this method quickly tracks up to the body speed after 0.1 s. The braking distance was 69.87 m and 47.68 m on the mixed soil road and ice road respectively. In the actual docking road test, the method can quickly and accurately identify the optimal slip rate, with a braking time of only 3.842 s, indicating that the method can achieve effective identification and efficient control of the car ABS, which provides a reference technical means to further improve the car driving safety.

Black Ice Prediction Model for Road Pavement Using Weather Forecast Data and GIS Database

Black ice is a thin coating of ice on the road surface, which strongly reduces friction at the tire-road surface, resulting in dangerous driving when it happens. An appropriate diagnostic of black ice could prevent traffic accidents as well as provide timely notice to drivers. Therefore, this study aims at developing a black ice prediction model to diagnose the probability of black ice formation. Several combinations that can form road ice have been considered, including freezing rain, hoar frost, freezing of wet roads. In addition, black ice risky index (BRI) has been computed to reflect the probability of black ice formation. To acquire a fast prediction and high accuracy, the existing Geographical Information System (GIS) database and meteorological data have been utilized. GIS database includes road geometry and location of automatic weather stations, while the meteoritical data consists of air temperature, wind speed, humidity, cloud cover. The model has been developed based on the Python programming language. A 5-km road condition was observed from 1 December to 31 December 2021 to determine the model accuracy. Based on the results from the prediction model, black ice formation has been verified when the BRI is higher than 0.8. The model may be useful to develop black ice diagnostic program.

Multiphysics based Analysis of Materials for Roads in Cold Regions to Prevent Ice Adhesion and Low-Temperature Crack Developments

Roads constitute a significant hazard if the effects of wintertime are not handled well. After a heavy snowfall, the most dangerous factor is a slippery surface due to ice adhesion with the asphalt pavement. The ice on roads increases the risk of road accidents and, upon melting, contributes to the formation of Low-Temperature Cracks (LTCs) and potholes. This research explores the physical principle that could remove the ice from concrete roads by investigating whether road ice is susceptible to self-separation upon loading when the road surfaces in cold regions are coated with a polymer-based material such as polyurethane. This study conducted an experimental and numerical analysis of ice-polyurethane and ice-concrete separation under tensile load and calculated the Von-Mises stresses on the surfaces. Results revealed higher Von-Mises stresses on ice when the base material is polyurethane compared to concrete, indicating ice is more prone to self-separation when adhered to polyurethane than concrete. These results are important for increasing the operational life of roads in cold regions and reducing the number of road accidents. In addition, polyurethane is a potential material for pre-emptive road measures, such as repairing cracks before they become potholes.

Warmer winters are reducing potential ice roads and port accessibility in the Pan-Arctic

Transportation in the Pan-Arctic winter is highly dependent on ice roads, which are affected by surface air temperatures and snow cover. In the context of polar increased warming, there is an urgent need to quantify the uncertainties of ice roads and their contribution to terrestrial transport. We evaluated the spatiotemporal characteristics of potential ice road changes by calculating four indicators: potential ice road area (PIRA), potential ice road days (PIRDs), potential ice road onset date (PIROD), and potential ice road end date (PIRED) from October to May, 1979–2017. Taking port accessibility as an example, we constructed a port accessibility model to quantify the contribution of potential ice roads to terrestrial transport. All four indicators showed significant (p < 0.05) reductions in potential ice roads. PIRA experienced the largest share of losses in May (∼25%) and the sharpest reductions in April (2.77 × 104 km2 yr−1). PIRDs were shortened by an average of 0.41 d yr−1, and delayed PIROD (0.28 d yr−1 on average) was more severe than advanced PIRED (0.21 d yr−1 on average). A stability analysis showed that potential ice roads were changing from suitable to unsuitable during November to May. Between December and April, potential ice roads can increase port accessibility by more than 24 h in Canadian Arctic and Siberia and by more than 9 h in Alaska. However, the contribution of potential ice roads has reduced over the past decades, especially in Nunavut. The results provide insights into changes in potential ice roads in the Pan-Arctic and suggest that remote land accessibility has decreased significantly with warmer winters.

Performance of Anti-Lock Braking Systems Based on Adaptive and Intelligent Control Methodologies

Automobiles of today must constantly change their speeds in reaction to changing road and traffic circumstances as the pace and density of road traffic increases. In sophisticated automobiles, the Anti-lock Braking System (ABS) is a vehicle safety system that enhances the vehicle's stability and steering capabilities by varying the torque to maintain the slip ratio at a safe level. This paper analyzes the performance of classical control, model reference adaptive control (MRAC), and intelligent control for controlling the (ABS). The ABS controller's goal is to keep the wheel slip ratio, which includes nonlinearities, parametric uncertainties, and disturbances as close to an optimal slip value as possible. This will decrease the stopping distance and guarantee safe vehicle operation during braking. A Bang-bang controller, PID, PID based Model Reference Adaptive Control (PID-MRAD), Fuzzy Logic Control (FLC), and Adaptive Neuro-Fuzzy Inference System (ANFIS) controller are used to control the vehicle model. The car was tested on a dry asphalt and ice road with only straight-line braking. Based on slip ratio, vehicle speed, angular velocity, and stopping time, comparisons are performed between all control strategies. To analyze braking characteristics, the simulation changes the road surface condition, vehicle weight, and control methods. The simulation results revealed that our objectives were met. The simulation results clearly show that the ANFIS provides more flexibility and improves system-tracking precision in control action compared to the Bang-bang, PID, PID-MRAC, and FLC.