An evaluation of center high mounted stop lamps based on 1987 data.

Mode of access: Internet.

The effectiveness of center high mounted stop lamps: a preliminary evaluation.

Mode of access: Internet.

Tri-level study: modification. Task 1: final report on potential benefits of various improvements in vehicle systems in preventing accidents or reducing their severity. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Validation of the reduction of rear-end collisions by a high-mounted auxiliary stoplamp. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Field test evaluation of rear lighting systems. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

An analysis and investigation of tractor and trailer electrical system capabilities. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Selection of vehicle rear lighting systems. Final report.

National Highway Safety Bureau, Washington, D.C.

Daytime running lights and turn signal masking. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Field test evaluation of rear lighting deceleration signals: I - analytical and experimental studies. Interim report.

National Highway Traffic Safety Administration, Washington, D.C.

Cost evaluation of Federal Motor Vehicle Safety Standard (FMVSS) 108 and 207. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

On-board vehicle sensor technology. Volume I--summary report. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

On-board vehicle sensor technology. Volume II--technical report. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Cost analysis for upgraded passenger car rear signal lighting requirements. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

The effect of track defects on the dynamics of wagons under brake-traction torque

Track defects cause profound effects to the stability of railway wagons; normally such problems are modeled for cases of wagons running at constant speed. Brake/traction torque adversely affect the wheel-rail contact characteristics but they are not explicitly considered in most of the wagon-track interaction simulation packages. This research developed a program that can simulate the longitudinal behaviour of railway wagon dynamics under the actions of braking or traction torques. This paper describes the mathematical formulation of modelling of a full wagon system using a fixed coordinate reference system. The effect of both the lateral and the vertical track geometry defects to the dynamics of wagons is reported; sensitivity of traction/brake state is analysed through a series of numerical examples.

Brake system performance requirements of a lightweight electric/hybrid rear wheel drive vehicle

Investigates the braking performance requirements of the UltraCommuter, a lightweight series hybrid electric vehicle currently under development at the University of Queensland. With a predicted vehicle mass of 600 kg and two in-wheel motors each capable of 500 Nm of peak torque, decelerations up to 0.46 g are theoretically possible using purely regenerative braking. With 99% of braking demands less than 0.35 g, essentially all braking can be regenerative. The wheel motors have sufficient peak torque capability to lock the rear wheels in combination with front axle braking, eliminating the need for friction braking at the rear. Emergency braking levels approaching 1 g are achieved by supplementation with front disk brakes. This paper presents equations describing the peak front and rear axle braking forces which occur under straight line braking, including gradients. Conventionally, to guarantee stability, mechanical front/rear proportioning of braking effort ensures that the front axle locks first. In this application, all braking is initially regenerative at the rear, and an adaptive ''by-wire'' proportioning system presented ensures this stability requirement is still satisfied. Front wheel drive and all wheel drive systems are also discussed. Finally, peak and continuous performance measures, not commonly provided for friction brakes, are derived for the UltraCommuter's motor capability and range of operation.