Investigation of anti-lock braking strategies for heavy goods vehicles

An articulated lorry was instrumented in order to measure its performance in straight-line braking. The trailer was fitted with two interchangeable tandem axle sub-chassis, one with an air suspension and the other with a steel monoleaf four-spring suspension. The brakes were only applied to the trailer axles, which were fitted with anti-lock braking systems (ABS), with the brake torque controlled in response to anticipated locking of the leading axle of the tandem. The vehicle with the air suspension was observed to have significantly better braking performance than the steel suspension, and to generate smaller inter-axle load transfer and smaller vertical dynamic tyre forces. Computer models of the two suspensions were developed, including their brakes and anti-lock systems. The models were found to reproduce most of the important features of the experimental results. It was concluded that the poor braking performance of the steel four-spring suspension was mainly due to interaction between the ABS and inter-axle load transfer effects. The effect of road roughness was investigated and it was found that vehicle stopping distances can increase significantly with increasing road roughness. Two alternative anti-lock braking control strategies were simulated. It was found that independent sensing and actuation of the ABS system on each wheel greatly reduced the difference in stopping distances between the air and steel suspensions. A control strategy based on limiting wheel slip was least susceptible to the effects of road roughness.

Development of a low cost anti-lock brake system for small motorcycles. Final report.

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

Towards a low cost highly reliable anti-lock brake system for small motorcycles. Final report.

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

Skin langerin+ dendritic cells transport intradermally injected anti-DEC-205 antibodies but are not essential for subsequent cytotoxic CD8+ T cell responses

Incorporation of Ags by dendritic cells (DCs) increases when Ags are targeted to endocytic receptors by mAbs. We have previously demonstrated in the mouse that mAbs against C-type lectins administered intradermally are taken up by epidermal Langerhans cells (LCs), dermal Langerin(neg) DCs, and dermal Langerin(+) DCs in situ. However, the relative contribution of these skin DC subsets to the induction of immune responses after Ag targeting has not been addressed in vivo. We show in this study that murine epidermal LCs and dermal DCs transport intradermally injected mAbs against the lectin receptor DEC-205/CD205 in vivo. Skin DCs targeted in situ with mAbs migrated through lymphatic vessels in steady state and inflammation. In the skin-draining lymph nodes, targeting mAbs were found in resident CD8a(+) DCs and in migrating skin DCs. More than 70% of targeted DCs expressed Langerin, including dermal Langerin(+) DCs and LCs. Numbers of targeted skin DCs in the nodes increased 2-3-fold when skin was topically inflamed by the TLR7 agonist imiquimod. Complete removal of the site where OVA-coupled anti-DEC-205 had been injected decreased endogenous cytotoxic responses against OVA peptide-loaded target cells by 40-50%. Surprisingly, selective ablation of all Langerin(+) skin DCs in Langerin-DTR knock-in mice did not affect such responses independently of the adjuvant chosen. Thus, in cutaneous immunization strategies where Ag is targeted to DCs, Langerin(+) skin DCs play a major role in transport of anti-DEC-205 mAb, although Langerin(neg) dermal DCs and CD8a(+) DCs are sufficient to subsequent CD8(+) T cell responses.

Designing and testing an advanced pneumatic braking system for heavy vehicles

Heavy goods vehicles exhibit poor braking performance in emergency situations when compared to other vehicles. Part of the problem is caused by sluggish pneumatic brake actuators, which limit the control bandwidth of their antilock braking systems. In addition, heuristic control algorithms are used that do not achieve the maximum braking force throughout the stop. In this article, a novel braking system is introduced for pneumatically braked heavy goods vehicles. The conventional brake actuators are improved by placing high-bandwidth, binary-actuated valves directly on the brake chambers. A made-for-purpose valve is described. It achieves a switching delay of 3-4 ms in tests, which is an order of magnitude faster than solenoids in conventional anti-lock braking systems. The heuristic braking control algorithms are replaced with a wheel slip regulator based on sliding mode control. The combined actuator and slip controller are shown to reduce stopping distances on smooth and rough, high friction (μ = 0.9) surfaces by 10% and 27% respectively in hardware-in-the-loop tests compared with conventional ABS. On smooth and rough, low friction (μ = 0.2) surfaces, stopping distances are reduced by 23% and 25%, respectively. Moreover, the overall air reservoir size required on a heavy goods vehicle is governed by its air usage during an anti-lock braking stop on a low friction, smooth surface. The 37% reduction in air usage observed in hardware-in-the-loop tests on this surface therefore represents the potential reduction in reservoir size that could be achieved by the new system. © 2012 IMechE.

Social cars : sensing, gathering, sharing and conveying social cues to road users

Intelligent Transport Systems (ITS) resembles the infrastructure for ubiquitous computing in the car. It encompasses a) all kinds of sensing technologies within vehicles as well as road infrastructure, b) wireless communication protocols for the sensed information to be exchanged between vehicles (V2V) and between vehicles and infrastructure (V2I), and c) appropriate intelligent algorithms and computational technologies that process these real-time streams of information. As such, ITS can be considered a game changer. It provides the fundamental basis of new, innovative concepts and applications, similar to the Internet itself. The information sensed or gathered within or around the vehicle has led to a variety of context-aware in-vehicular technologies within the car. A simple example is the Anti-lock Breaking System (ABS), which releases the breaks when sensors detect that the wheels are locked. We refer to this type of context awareness as vehicle/technology awareness. V2V and V2I communication, often summarized as V2X, enables the exchange and sharing of sensed information amongst cars. As a result, the vehicle/technology awareness horizon of each individual car is expanded beyond its observable surrounding, paving the way to technologically enhance such already advanced systems. In this chapter, we draw attention to those application areas of sensing and V2X technologies, where the human (driver), the human’s behavior and hence the psychological perspective plays a more pivotal role. The focal points of our project are illustrated in Figure 1: In all areas, the vehicle first (1) gathers or senses information about the driver. Rather than to limit the use of such information towards vehicle/technology awareness, we see great potential for applications in which this sensed information is then (2) fed back to the driver for an increased self-awareness. In addition, by using V2V technologies, it can also be (3) passed to surrounding drivers for an increased social awareness, or (4), pushed even further, into the cloud, where it is collected and visualized for an increased, collective urban awareness within the urban community at large, which includes all city dwellers.

An investigation of the effects of pneumatic actuator design on slip control for heavy vehicles

Progress in reducing actuator delays in pneumatic brake systems is opening the door for advanced anti-lock braking algorithms to be used on heavy goods vehicles. However, little has been published on slip controllers for air-braked heavy vehicles, or the effects of slow pneumatic actuation on their design and performance. This paper introduces a sliding mode slip controller for air-braked heavy vehicles. The effects of pneumatic actuator delays and flow rates on stopping performance and air (energy) consumption are presented through vehicle simulations. Finally, the simulations are validated with experiments using a hardware-in-the-loop rig. It is shown that for each wheel, pneumatic valves with delays smaller than 3ms and orifice diameters around 8mm provide the best performance. © 2013 Copyright Taylor and Francis Group, LLC.

Multiobjective 0-1 integer programming for the use of sugarcane residual biomass in energy cogeneration

Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)

Multiobjective optimization of economic balances of sugarcane harvest biomass

Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)

Arquitectura de Control para la Conducción Autónoma de Vehículos en Entornos Urbanos y Autovías

Hoy en día, el desarrollo tecnológico en el campo de los sistemas inteligentes de transporte (ITS por sus siglas en inglés) ha permitido dotar a los vehículos con diversos sistemas de ayuda a la conducción (ADAS, del inglés advanced driver assistance system), mejorando la experiencia y seguridad de los pasajeros, en especial del conductor. La mayor parte de estos sistemas están pensados para advertir al conductor sobre ciertas situaciones de riesgo, como la salida involuntaria del carril o la proximidad de obstáculos en el camino. No obstante, también podemos encontrar sistemas que van un paso más allá y son capaces de cooperar con el conductor en el control del vehículo o incluso relegarlos de algunas tareas tediosas. Es en este último grupo donde se encuentran los sistemas de control electrónico de estabilidad (ESP - Electronic Stability Program), el antibloqueo de frenos (ABS - Anti-lock Braking System), el control de crucero (CC - Cruise Control) y los más recientes sistemas de aparcamiento asistido. Continuando con esta línea de desarrollo, el paso siguiente consiste en la supresión del conductor humano, desarrollando sistemas que sean capaces de conducir un vehículo de forma autónoma y con un rendimiento superior al del conductor. En este trabajo se presenta, en primer lugar, una arquitectura de control para la automatización de vehículos. Esta se compone de distintos componentes de hardware y software, agrupados de acuerdo a su función principal. El diseño de la arquitectura parte del trabajo previo desarrollado por el Programa AUTOPIA, aunque introduce notables aportaciones en cuanto a la eficiencia, robustez y escalabilidad del sistema. Ahondando un poco más en detalle, debemos resaltar el desarrollo de un algoritmo de localización basado en enjambres de partículas. Este está planteado como un método de filtrado y fusión de la información obtenida a partir de los distintos sensores embarcados en el vehículo, entre los que encontramos un receptor GPS (Global Positioning System), unidades de medición inercial (IMU – Inertial Measurement Unit) e información tomada directamente de los sensores embarcados por el fabricante, como la velocidad de las ruedas y posición del volante. Gracias a este método se ha conseguido resolver el problema de la localización, indispensable para el desarrollo de sistemas de conducción autónoma. Continuando con el trabajo de investigación, se ha estudiado la viabilidad de la aplicación de técnicas de aprendizaje y adaptación al diseño de controladores para el vehículo. Como punto de partida se emplea el método de Q-learning para la generación de un controlador borroso lateral sin ningún tipo de conocimiento previo. Posteriormente se presenta un método de ajuste on-line para la adaptación del control longitudinal ante perturbaciones impredecibles del entorno, como lo son los cambios en la inclinación del camino, fricción de las ruedas o peso de los ocupantes. Para finalizar, se presentan los resultados obtenidos durante un experimento de conducción autónoma en carreteras reales, el cual se llevó a cabo en el mes de Junio de 2012 desde la población de San Lorenzo de El Escorial hasta las instalaciones del Centro de Automática y Robótica (CAR) en Arganda del Rey. El principal objetivo tras esta demostración fue validar el funcionamiento, robustez y capacidad de la arquitectura propuesta para afrontar el problema de la conducción autónoma, bajo condiciones mucho más reales a las que se pueden alcanzar en las instalaciones de prueba. ABSTRACT Nowadays, the technological advances in the Intelligent Transportation Systems (ITS) field have led the development of several driving assistance systems (ADAS). These solutions are designed to improve the experience and security of all the passengers, especially the driver. For most of these systems, the main goal is to warn drivers about unexpected circumstances leading to risk situations such as involuntary lane departure or proximity to other vehicles. However, other ADAS go a step further, being able to cooperate with the driver in the control of the vehicle, or even overriding it on some tasks. Examples of this kind of systems are the anti-lock braking system (ABS), cruise control (CC) and the recently commercialised assisted parking systems. Within this research line, the next step is the development of systems able to replace the human drivers, improving the control and therefore, the safety and reliability of the vehicles. First of all, this dissertation presents a control architecture design for autonomous driving. It is made up of several hardware and software components, grouped according to their main function. The design of this architecture is based on the previous works carried out by the AUTOPIA Program, although notable improvements have been made regarding the efficiency, robustness and scalability of the system. It is also remarkable the work made on the development of a location algorithm for vehicles. The proposal is based on the emulation of the behaviour of biological swarms and its performance is similar to the well-known particle filters. The developed method combines information obtained from different sensors, including GPS, inertial measurement unit (IMU), and data from the original vehicle’s sensors on-board. Through this filtering algorithm the localization problem is properly managed, which is critical for the development of autonomous driving systems. The work deals also with the fuzzy control tuning system, a very time consuming task when done manually. An analysis of learning and adaptation techniques for the development of different controllers has been made. First, the Q-learning –a reinforcement learning method– has been applied to the generation of a lateral fuzzy controller from scratch. Subsequently, the development of an adaptation method for longitudinal control is presented. With this proposal, a final cruise control controller is able to deal with unpredictable environment disturbances, such as road slope, wheel’s friction or even occupants’ weight. As a testbed for the system, an autonomous driving experiment on real roads is presented. This experiment was carried out on June 2012, driving from San Lorenzo de El Escorial up to the Center for Automation and Robotics (CAR) facilities in Arganda del Rey. The main goal of the demonstration was validating the performance, robustness and viability of the proposed architecture to deal with the problem of autonomous driving under more demanding conditions than those achieved on closed test tracks.

HDL subspecies : association with low HDL-C, obesity, and metabolic syndrome

AIMS An independent, powerful coronary heart disease (CHD) predictor is a low level of high-density lipoprotein cholesterol (HDL-C). Discoidal preβ-HDL particles and large HDL2 particles are the primary cholesterol acceptors in reverse cholesterol transport, a key anti-atherogenic HDL mechanism. The quality of HDL subspecies may provide better markers of HDL functionality than does HDL-C alone. We aimed I) to study whether alterations in the HDL subspecies profile exist in low-HDL-C subjects II) to explore the relationship of any changes in HDL subspecies profile in relation to atherosclerosis and metabolic syndrome; III) to elucidate the impact of genetics and acquired obesity on HDL subspecies distribution. SUBJECTS The study consisted of 3 cohorts: A) Finnish families with low HDL-C and premature CHD (Study I: 67 subjects with familial low HDL-C and 64 controls; Study II: 83 subjects with familial low HDL-C, 65 family members with normal HDL-C, and 133 controls); B) a cohort of 113 low- and 133 high-HDL-C subjects from the Health 2000 Health Examination Survey carried out in Finland (Study III); and C) a Finnish cohort of healthy young adult twins (52 monozygotic and 89 dizygotic pairs) (Study IV). RESULTS AND CONCLUSIONS The subjects with familial low HDL-C had a lower preβ-HDL concentration than did controls, and the low-HDL-C subjects displayed a dramatic reduction (50-70%) in the proportion of large HDL2b particles. The subjects with familial low HDL-C had increased carotid atherosclerosis measured as intima-media-thickness (IMT), and HDL2b particles correlated negatively with IMT. The reduction in both key cholesterol acceptors, preβ-HDL and HDL2 particles, supports the concept of impaired reverse cholesterol transport contributing to the higher CHD risk in low-HDL-C subjects. The family members with normal HDL-C and the young adult twins with acquired obesity showed a reduction in large HDL2 particles and an increase in small HDL3 particles, which may be the first changes leading to the lowering of HDL-C. The low-HDL-C subjects had a higher serum apolipoprotein E (apoE) concentration, which correlated positively with the metabolic syndrome components (waist circumference, TG, and glucose), highlighting the need for a better understanding of apoE metabolism in human atherosclerosis. In the twin study, the increase in small HDL3b particles was associated with obesity independent of genetic effects. The heritability estimate, of 73% for HDL-C and 46 to 63% for HDL subspecies, however, demonstrated a strong genetic influence. These results suggest that the relationship between obesity and lipoproteins depends on different elements in each subject. Finally, instead of merely elevating HDL-C, large HDL2 particles and discoidal preβ-HDL particles may provide beneficial targets for HDL-targeted therapy.

Tailored mesoporous silica nanoparticles for controlled drug delivery: platform fabrication, targeted delivery, and computational design and analysis

Mesoporous silica nanoparticles (MSNs) are exceptionally promising drug carriers for controlled drug delivery systems because their morphology, pore structure, pore volume and pore size can be well tailored to obtain certain drug release profiles. Moreover, they possess the ability to specifically transport and deliver anti-cancer drugs when targeting molecules are properly grafted onto their surface. MSNs based drug delivery systems have the potential to revolutionize cancer therapy. This review provides a comprehensive overview of the fabrication, modification of MSNs and their applications in tumour-targeted delivery. In addition, the characterization and analysis of MSNs with computer aided strategies were described. The existing issues and future prospective concerning the applications of MSNs as drug carriers for controlled drug delivery systems were discussed.