Vehicle component characterization. Volume I: project results. Final report.

National Highway Traffic Safety Administration, Office of Research and Development, Washington, D.C.

Vehicle component characterization. Volume II - data appendices. Final report.

National Highway Traffic Safety Administration, Office of Research and Development, Washington, D.C.

Static brake inspection investigation. Volume 1. Summary report. Final report.

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

Automobile consumer information study crash test program. Volume I. Summary report. Final report.

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

Implementation of semi-active damping on a tri-axle heavy-vehicle suspension

A semi-active truck damper was developed in conjunction with a commercial shock absorber manufacturer. A linearized damper model was developed for control system design purposes. Open- and closed-loop damper force tracking control was implemented, with tests showing that an open-loop approach gave the best compromise between response speed and accuracy. A hardware-in-the-loop test facility was used to investigate performance of the damper when combined with a simulated quarter-car model. The input to the vehicle model was a set of randomly generated road profiles, each profile traversed at an appropriate speed. Modified skyhook damping tests showed a simultaneous improvement over the optimum passive case of 13 per cent in vertical body acceleration and 8 per cent in dynamic tyre forces. Full-scale vehicle tests of the damper on a heavy tri-axle trailer were carried out. Implementation of modified skyhook damping yielded a simultaneous improvement over the optimum passive case of 8 per cent in vertical body acceleration and 8 per cent in dynamic tyre forces. © IMechE 2008.

Vehicle motion simulators, a key step towards road vehicle dynamics improvement

Real road vehicle tests are time consuming, laborious, and costly, and involve several safety concerns. Road vehicle motion simulators (RVMS) could assist with vehicle testing, and eliminate or reduce the difficulties traditionally associated with conducting vehicle tests. However, such simulators must exhibit a high level of fidelity and accuracy in order to provide realistic and reliable outcomes. In this paper, we review existing RVMS and discuss each of the major RVMS subsystems related to the research and development of vehicle dynamics. The possibility of utilising motion simulators to conduct ride and handling test scenarios is also investigated.

Reliability and differentiation capability of dynamic and static kinematic measurements of rearfoot eversion in patellofemoral pain

Excessive rearfoot eversion is thought to be a risk factor for patellofemoral pain development, due to the kinesiological relationship with ascendant adaptations. Individuals with patellofemoral pain are often diagnosed through static clinical tests, in scientific studies and clinical practice. However, the adaptations seem to appear in dynamic conditions. Performing static vs. dynamic evaluations of widely used measures would add to the knowledge in this area. Thus, the aim of this study was to determine the reliability and differentiation capability of three rearfoot eversion measures: rearfoot range of motion, static clinical test and static measurement using a three-dimensional system. A total of 29 individuals with patellofemoral pain and 25 control individuals (18-30 years) participated in this study. Each subject underwent three-dimensional motion analysis during stair climbing and static clinical tests. Intraclass correlation coefficient and standard error measurements were performed to verify the reliability of the variables and receiver operating characteristic curves to show the diagnostic accuracy of each variable. In addition, analyses of variance were performed to identify differences between groups. Rearfoot range of motion demonstrated higher diagnostic accuracy (an area under the curve score of 0.72) than static measures and was able to differentiate the groups. Only the static clinical test presented poor and moderate reliability. Other variables presented high to very high values. Rearfoot range of motion was the variable that presented the best results in terms of reliability and differentiation capability. Static variables do not seem to be related to patellofemoral pain and have low accuracy values.

Q-angle static or dynamic measurements, which is the best choice for patellofemoral pain?

The elevated Q-angle seems to be one of the most suggested factors contributing to patellofemoral pain. Females with patellofemoral pain are often evaluated through static clinical tests in clinical practice. However, the adaptations seem to appear more frequently in dynamic conditions. Performing static vs. dynamic evaluations of widely used measures would add to the knowledge in this area. Therefore, the aim of this study was to determine the reliability and discriminatory capability of three Q-angle measurements: a static clinical test, peak dynamic knee valgus during stair ascent and a static measurement using a three-dimensional system. Twenty-nine females with patellofemoral pain and twenty-five pain-free females underwent clinical Q-angle measurement and static and dynamic knee valgus measurements during stair ascent, using a three-dimensional system. All measurements were obtained and comparisons between groups, reliability and discriminatory capability were calculated. Peak dynamic knee valgus was found to be greater in the patellofemoral pain group. On the other hand, no significant effects were found for static knee valgus or clinical Q-angle measurements between groups. The dynamic variable demonstrated the best discriminatory capability. Low values of reliability were found for clinical Q-angle, in contrast to the high values found for the three-dimensional system measurements. Based on our findings, avoiding or correcting dynamic knee valgus during stair ascent may be an important component of rehabilitation programs in females with patellofemoral pain who demonstrate excessive dynamic knee valgus. Q-angle static measurements were not different between groups and presented poor values of discriminatory capability.

Results of Minicars RSV crash avoidance tests conducted in West Germany.

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

90-degree dolly rollover test of an electric vehicle per FMVSS 208 test procedure - 1977 Electra-Van 500. Final report.

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

Repeatability of visibility tests. Final report.

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

Effect of cargo shifting on vehicle handling. Final report.

Federal Highway Administration, Bureau of Motor Carrier Safety, Washington, D.C.

RSV test monitoring and data publication - results of European performance and handling tests on the Calspan RSV. Final report.

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

Vehicles-in-use sub-limit maneuvers. Volume II: multi-vehicle test validation. Final report.

National Highway Traffic Safety Administration, Vehicle Engineering Research Division, Washington, D.C.

Vehicles-in-use sub-limit maneuvers. Volume III: effects of vehicle-in-use spring sag on vehicle handling and braking. Final report.

National Highway Traffic Safety Administration, Vehicle Engineering Research Division, Washington, D.C.