Thematische Bibliographien / Light utility vehicle

Inhaltsverzeichnis

  1. Zeitschriftenartikel
  2. Dissertationen
  3. Bücher
  4. Buchteile
  5. Konferenzberichte
  6. Berichte der Organisationen

Auswahl der wissenschaftlichen Literatur zum Thema „Light utility vehicle“

Autor: Grafiati
Veröffentlicht am 28. Juni 2021
Zuletzt aktualisiert am 18. Februar 2022

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Zeitschriftenartikel zum Thema "Light utility vehicle"

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Kanz, Olga, Angèle Reinders, Johanna May und Kaining Ding. „Environmental Impacts of Integrated Photovoltaic Modules in Light Utility Electric Vehicles“. Energies 13, Nr. 19 (01.10.2020): 5120. http://dx.doi.org/10.3390/en13195120.

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This paper presents a life cycle assessment (LCA) of photovoltaic (PV) solar modules which have been integrated into electric vehicle applications, also called vehicle integrated photovoltaics (VIPV). The LCA was executed by means of GaBi LCA software with Ecoinvent v2.2 as a background database, with a focus on the global warming potential (GWP). A light utility electric vehicle (LUV) named StreetScooter Work L, with a PV array of 930 Wp, was analyzed for the location of Cologne, Germany. An operation time of 8 years and an average shadowing factor of 30% were assumed. The functional unit of this LCA is 1 kWh of generated PV electricity on-board, for which an emission factor of 0.357 kg CO2-eq/kWh was calculated, whereas the average grid emissions would be 0.435 kg CO2-eq/kWh. Hence, charging by PV power hence causes lower emissions than charging an EV by the grid. The study further shows how changes in the shadowing factor, operation time, and other aspects affect vehicle’s emissions. The ecological benefit of charging by PV modules as compared to grid charging is negated when the shadowing factor exceeds 40% and hence exceeds emissions of 0.435 kg CO2-eq/kWh. However, if the operation time of a vehicle with integrated PV is prolonged to 12 years, emissions of the functional unit go down to 0.221 kg CO2-eq/kWh. It is relevant to point out that the outcomes of the LCA study strongly depend on the location of use of the vehicle, the annual irradiation, and the carbon footprint of the grid on that location.
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Wang, Xiaokun, und Kara M. Kockelman. „Use of Heteroscedastic Ordered Logit Model to Study Severity of Occupant Injury“. Transportation Research Record: Journal of the Transportation Research Board 1908, Nr. 1 (Januar 2005): 195–204. http://dx.doi.org/10.1177/0361198105190800124.

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A heteroscedastic ordered logit model was used to study the effects of various vehicle, environmental, roadway, and occupant characteristics on the severity of injuries sustained by vehicle occupants, conditional on the crash occurrence. As expected, the models found that heavier vehicles increased both a vehicle's crashworthiness and driver aggressiveness toward others. The models also found that if all passenger vehicles were to become 1,000 lb heavier, crash injury outcomes would not change dramatically. However, if all passenger cars were to become light-duty trucks (i.e., minivans, pickups, and sport utility vehicles) of the same weight, incapacitating injuries and fatalities were predicted to rise by 26% and 64%, respectively. Beyond weight and vehicle type, many other factors were controlled for as well. For example, older occupants and female occupants were more likely to experience injury and death, particularly when navigating curved roadway sections with higher speed limits.
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Chkaiban, Rami, Elie Y. Hajj, Muluneh Sime, Gary Bailey und Peter E. Sebaaly. „Asymmetric Logistic Model for Estimation of Mileage-Related Vehicle Depreciation Function of Roadway Characteristics“. Transportation Research Record: Journal of the Transportation Research Board 2674, Nr. 12 (22.10.2020): 395–408. http://dx.doi.org/10.1177/0361198120953162.

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This paper describes an approach for the development of prediction models for the estimation of mileage-related vehicle depreciation that can be used in the estimation of the benefits derived from transportation network improvements. The approach takes advantage of published online data for vehicle valuations. A new asymmetric logistic prediction model for total vehicle depreciation, including initial and mileage-related depreciations, is proposed and fitted to collected valuations data. The added benefit of this prediction model is that it takes into consideration both vehicle age (i.e., years since manufacture) and vehicle usage (i.e., miles of travel). Six small light-duty vehicles (SLDVs), five large light-duty vehicles (LLDVs), three two-axle trucks, one single-unit truck, and two combination trucks were considered in this study. Vehicle fuel sources included gasoline, diesel, gasoline-ethanol blend of up to 85% ethanol (E85), and hybrid-electric, resulting in 26 combinations of vehicle type and fuel source. Additionally, the developed models were adjusted to account for the effects of average speed of vehicle and roadway characteristics (e.g., grade, curvature) on vehicle depreciation. The practicality of the developed models for large sport utility vehicles (SUVs) and midsize cars was illustrated using select examples highlighting the models’ sensitivity to vehicle average speed and roadway characteristics.
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Maria Kockelman, Kara. „To LDT or Not to LDT: Assessment of Principal Impacts of Light-Duty Trucks“. Transportation Research Record: Journal of the Transportation Research Board 1738, Nr. 1 (Januar 2000): 3–10. http://dx.doi.org/10.3141/1738-01.

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Light-duty truck classification allows manufacturers and owners to avoid a host of passenger-car regulations, including gas-guzzler taxes, safety standards, and more stringent emissions and fuel-economy standards. The distinct policies that govern light-duty trucks and passenger cars are described; the emissions, safety, and fuel economy differences that have resulted are evaluated; and the household use differences across such vehicles are investigated. The result is that when the average new pickup truck or sport-utility vehicle is compared with a passenger car, there appears to be an implicit subsidy of roughly $4,400 favoring the light-duty truck. When minivans are compared with passenger cars, this subsidy is estimated to be around $2,800. With more equitable vehicle regulations, it is likely that prices would more accurately reflect the true cost differences resulting from the use of these vehicles, causing light-duty trucks to lose some of their popularity or clean up their act.
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Khattak, Asad J., und Marta Rocha. „Are SUVs “Supremely Unsafe Vehicles”?: Analysis of Rollovers and Injuries with Sport Utility Vehicles“. Transportation Research Record: Journal of the Transportation Research Board 1840, Nr. 1 (Januar 2003): 167–77. http://dx.doi.org/10.3141/1840-19.

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With increasing speed limits and more light trucks penetrating the market, concern over their rollover risk is growing. In particular, the general public and automobile manufacturers would like to know if the increasingly popular sport utility vehicles (SUVs) are indeed safer than other vehicle platforms. The influences of various vehicle platforms on rollovers and driver injuries were investigated. Specifically, ( a) the rollover intensities of SUVs vis-à-vis those of other vehicle types in single-vehicle crashes and ( b) the severity of the resulting driver injury were explored. Data from a good-quality federally maintained database were used for crash analysis. The database contains a relatively clean stratified sample of police-reported tow-away crashes nationwide, and it contains detailed information about vehicle rollovers. Rollover intensity, captured by the number of quarter turns, was investigated by using weighted negative binomial models; injury severity, measured on the abbreviated injury scale, was examined by using weighted ordered logit models. New insights emerged about the factors that increase rollover intensity and injury severity. As expected, SUVs are more likely to roll over and therefore injure their occupant drivers more severely. However, SUVs also protect their drivers during collisions because of their greater crashworthiness. In fact, the SUV crashworthiness effect exceeds the rollover effect, on average. The implications of these findings are discussed.
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Abdel-Aty, Mohamed A., und Hassan T. Abdelwahab. „Configuration Analysis of Two-Vehicle Rear-End Crashes“. Transportation Research Record: Journal of the Transportation Research Board 1840, Nr. 1 (Januar 2003): 140–47. http://dx.doi.org/10.3141/1840-16.

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Light truck vehicles (LTVs), including light-duty trucks, vans, minivans, and sport-utility vehicles, are generally larger than common passenger cars and are able to take on additional tasks. LTVs usually ride higher than other common passenger cars, which likely affects the visibility of passenger car drivers. The role of LTVs in rear-end crashes was investigated. The use of statistical models of unordered multiple categories was attempted, including multinomial logit (MNL), heteroscedastic extreme value (HEV), and bivariate probit (BVP) models. Four different rear-end crash configurations (lead and following vehicles) were defined on the basis of the type of the two vehicles involved (LTV or regular passenger car). General Estimates System (GES 2000) traffic crash data were used to calibrate the three suggested models (the MNL, HEV, and BVP models). Modeling results showed that there are sight distance and discomfort problems when a driver in a regular passenger car is driving behind an LTV. The probability of a rear-end crash involving a regular passenger car striking an LTV increases when the driver of the following vehicle is distracted. The analysis also illustrates that the probability of a regular car striking an LTV increases when the driver of the following vehicle has an obscured view.
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Lutsey, Nicholas, und Daniel Sperling. „Energy Efficiency, Fuel Economy, and Policy Implications“. Transportation Research Record: Journal of the Transportation Research Board 1941, Nr. 1 (Januar 2005): 8–17. http://dx.doi.org/10.1177/0361198105194100102.

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In the past 20 years, the acceleration performance of light-duty vehicles in the United States has improved substantially while vehicles have gotten larger and heavier. Over the same period, fuel economy, measured as miles per gallon, has not improved. These data suggest that technological innovation in vehicles is not lagging but is not being used to improve vehicle fuel economy. This paper quantifies vehicle efficiency improvements in U.S. light-duty vehicles since 1975 as they relate to fuel consumption. Energy efficiency improvements have been strongly positive and relatively constant since 1975. The rapid rise in fuel economy in the late 1970s was due to a mix of efficiency improvements and downgrading of utility in the form of reduced size, power, and elimination of accessories and amenities (such as air conditioning). In contrast, since the mid-1980s, fuel economy has remained constant while the benefits of technological innovation were used to satisfy private desires (more power, size, and amenities), instead of the public interest (reduced greenhouse gas emissions and oil imports). An important policy question is how and to what extent future efficiency innovations might be directed to the public interest.
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Srinivasa Raghavan, Seshadri, und Gil Tal. „Influence of User Preferences on the Revealed Utility Factor of Plug-In Hybrid Electric Vehicles“. World Electric Vehicle Journal 11, Nr. 1 (22.12.2019): 6. http://dx.doi.org/10.3390/wevj11010006.

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Plug-in hybrid electric vehicles (PHEVs) are an effective intermediate vehicle technology option in the long-term transition pathway towards light-duty vehicle electrification. Their net environmental impact is evaluated using the performance metric Utility Factor (UF), which quantifies the fraction of vehicle miles traveled (VMT) on electricity. There are concerns about the gap between Environmental Protection Agency (EPA) sticker label and real-world UF due to the inability of test cycles to represent actual driving conditions and assumptions about their driving and charging differing from their actual usage patterns. Using multi-year longitudinal data from 153 PHEVs (11–53 miles all-electric range) in California, this paper systematically evaluates how observed driving and charging, energy consumption, and UF differs from sticker label expectations. Principal Components Analysis and regression model results indicated that UF of short-range PHEVs (less than 20-mile range) was lower than label expectations mainly due to higher annual VMT and high-speed driving. Long-distance travel and high-speed driving were the major reasons for the lower UF of longer-range PHEVs (at least 35-mile range) compared to label values. Enhancing charging infrastructure access at both home and away locations, and increasing the frequency of home charging, improves the UF of short-range and longer-range PHEVs respectively.
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Jayasuriya, Rohan. „Trends in the Epidemiology of Injuries Due to Road Traffic Accidents in Papua New Guinea“. Asia Pacific Journal of Public Health 5, Nr. 1 (Januar 1991): 41–48. http://dx.doi.org/10.1177/101053959100500110.

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The trends of Road Traffic Accidents (RTA) in PNG illustrate a rapidly growing problem for developing countries. In this paper data of a time series for twenty years are analyzed to ascertain the trends in main indicators and injury rates. The relationship of injuries to road users and type of vehicle highlights the problems of passengers of utility vehicles and buses. An emerging problem of RTA due to use of light coaches for passenger transport is highlighted. The need for behavioral interventions and tighter regulations is argued.
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Reddy, M. Dheeraj. „Bridge Carrying Robot Using ZigBee Carrying Multiple Sensor“. International Letters of Chemistry, Physics and Astronomy 41 (November 2014): 1–14. http://dx.doi.org/10.18052/www.scipress.com/ilcpa.41.1.

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MULTI-UTILITY VEHICLE is a vehicle which carries a folding bridge and multiple sensors. This vehicle is mainly used in war-field, it helps the soldiers to cross The un-even areas with the help of the bridge. It also helps other heavy vehicles to cross the disturbed path using its bridge. It is also equipped with multiple sensors like the fire detector, gas detector, light detector. This helps the soldiers to identify the different types of threats bearing poisonous gases, increase in temperature etc. from a longer distance. Those threats can be recognized by the soldiers with the help of buzzers equipped in the detector. As it is a remote vehicle which works on the wireless transmission of ZigBee, the light detector in the vehicle is used to automatically switch on the main lights when the visibility level starts decreasing due to sunlight. This project is already implemented in European countries during the First World War. It is an upcoming technology in our country. For solving the problem of the cooperation between multi-robots, a communication system based on the ZigBee network was designed. In the hardware of the robots, the ZigBee nodes are introduced. The multi-robots form a star network by the ZigBee nodes, and they keep communication with each other by the central node. The ZigBee network has many characteristics such as low cost, low power consume, strong anti-jamming ability and real-time performance etc, it adapts to the application of intelligence. Experiments showed that the communication between the robots is reliable. This scheme is a good way for robots to complete complex task and improve working efficiency.
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Dissertationen zum Thema "Light utility vehicle"

1

Wade, Andrew David. „Investigation into road rumble in a light utility vehicle“. Thesis, Link to the online version, 2005. http://hdl.handle.net/10019/1297.

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Paš, Antonín. „Design lehkého dodávkového elektromobilu“. Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2021. http://www.nusl.cz/ntk/nusl-445171.

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This thesis deals with light utility vehicle design (class N1). Apart from designing vehicle’s appearance, other goals such as finding suitable usage of this electric vehicle type or adapting design to user’s needs and new technologies available were set. Usage of light e-van as a last mile delivery vehicle is proposed and following design process takes this purpose into account. Reasoning behind determining decisions is also given in this thesis. Final design stands out with original shaping, while possibilities of colour and graphics make it easily distinguishable among other vehicles. Design also suggests multiple changes in ergonomics of the vehicle, focused mainly on driver’s comfort and overall adaptation to selected vehicle’s use.
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Merkel, Pontus. „Efficient city logistics : Can travel patterns of goods and people be intertwined?“ Thesis, Umeå universitet, Designhögskolan vid Umeå universitet, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-107044.

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Optimizing city logistics is a topic of great importance for big cities today. Even though the environmental- and economical consequences of the increasing goods transportation fleet has been present for quite some time, actions from affected stakeholders has not been taken until just recently.  In this brief 9 week project the aim has been to,  from a design point-of-view, in this complex topic, give a suggestion and raise a discussion onto how goods transportation in cities can be made in the future.  The basic idea is to get the consignments as close to the consignees and their travel patterns as possible. Public transportation networks are an existing grid where people are moving around and can potentially be used for combined transport of goods and people. The outcome of this concept is focusing on light parcel delivery towards private consignees, due to the increasing e-commerce trend. By using small transporter vehicles connected to buses, light parcels can be distributed throughout a city and easily accessible for consignees at the bus stops.  The transporter vehicle developed through this project aims to conceptualize connectivity and integration between mobility and parcel delivery services, to ease the every day life of urban citizens as well as decrease the environmental- and economical impacts which the distribution vehicle-fleet of today entails.  The design of the transporter vehicle is an interpretation of how a autonomous distribution vehicle can look like in a future city environment where the integration of public-utility-vehicles is of greater importance.
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Bücher zum Thema "Light utility vehicle"

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United States Department of War. Light armored car M8 and armored utility car M20. Andover, NJ (P.O. Box 1190, Andover 07821): Reproduced and distributed by Portrayal Press, 2007.

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United States Department of War. Light armored car M8 and armored utility car M20. Andover, NJ (P.O. Box 1190, Andover 07821): Reproduced and distributed by Portrayal Press, 2007.

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Bob, Henderson. Suzuki Samurai/Sidekick & Geo Tracker automotive repair manual. Sparkford, Nr Yeovil, Somerset, England: Haynes Pub. Group, 1996.

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Bob, Henderson. Suzuki Samurai/Sidekick & Geo Tracker automotive repair manual. Sparkford, Nr Yeovil, Somerset, England: Haynes Pub. Group, 1995.

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Bob, Henderson. Suzuki Samurai/Sidekick & Geo Tracker automotive repair manual. Sparkford, Nr Yeovil, Somerset, England: Haynes Pub. Group, 1993.

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Bob, Henderson. Suzuki Samurai/Sidekick & Geo Tracker automotive repair manual. Sparkford, Nr Yeovil, Somerset, England: Haynes Pub. Group, 1991.

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Mark, Jason. Greener SUVs: A blueprint for cleaner, more efficient light trucks. Cambridge, MA: Union of Concerned Scientists, 1999.

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Parker, Philip M. The 2007-2012 World Outlook for Light Truck and Utility Vehicle Manufacturing. ICON Group International, Inc., 2006.

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The 2006-2011 World Outlook for Light Truck and Utility Vehicle Manufacturing. Icon Group International, Inc., 2005.

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Jr, Flory J. "Kelly". American Light Trucks and Utility Vehicles, 1967-1989: Every Model, Year by Year. McFarland & Company, Incorporated Publishers, 2018.

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Buchteile zum Thema "Light utility vehicle"

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Conant, James K., und Peter J. Balint. „Environmental Politics, Policy, and Administration in the United States“. In The Life Cycles of the Council on Environmental Quality and the Environmental Protection Agency. Oxford University Press, 2016. http://dx.doi.org/10.1093/oso/9780190203702.003.0004.

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A variety of human activities produce pollutants, many of which pose risks to human health, the natural environment, and the Earth’s biosphere. These activities, however, may have important economic and social purposes. For example, coal-fired utility plants emit a range of dangerous substances from their tall smokestacks, many of which fall back to Earth hundreds of miles downwind. These pollutants make breathing difficult for people who have asthma and heart disease, and they damage forests, lakes, rivers, and the ecosystems of which they are a part. Yet, the electrical power generated at these plants is used to run factories, provide heat and air conditioning for office buildings, light homes, and sustain the Internet. Likewise, the internal combustion engines in automobiles and trucks emit harmful pollutants from their exhaust pipes that cause smog in urban areas and contribute to global climate change. Yet these vehicles give people the means to travel, conduct their social lives, commute to work, and move goods to markets. These two examples illustrate the underlying contradictions, tensions, and fault lines upon which environmental politics, policy, and administration are built. Human activities that generate pollutants create benefits and impose costs. The distribution of those benefits and costs differs by areas of the country, by sectors of the economy, and among many groups and individuals within our society. For example, oil companies, automobile manufacturers, and private utility companies that own coal-fired power plants have traditionally been among the fiercest opponents of efforts to limit pollutants that degrade air quality. Environmental groups, public health groups, and elected officials in urban areas and the states of the Northeast and West Coast have been among the strongest supporters of air pollution controls. Opponents of efforts to limit pollution generally contend that such limits lead to increased prices and lost jobs. Utility companies do incur costs when they purchase and install air pollution control equipment. Those costs are passed on to manufacturing firms, tenants in office buildings, and homeowners in the form of higher electricity bills.
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Konferenzberichte zum Thema "Light utility vehicle"

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Koller, M., B. Plassnegger, R. Jaber, M. Kocagoz, R. Kobler und D. Andessner. „Design and Performance Analysis of an Electric Light Utility Vehicle“. In 2018 IEEE Transportation Electrification Conference and Expo (ITEC). IEEE, 2018. http://dx.doi.org/10.1109/itec.2018.8450221.

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Moradi, Rasoul, Chandrashekhar K. Thorbole, Michael McCoy und Hamid M. Lankarani. „Biodynamic Modeling of a Pedestrian Impact With a Rigid Frontal Guard of a Utility Vehicle“. In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-37458.

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Accident data reveals that in most pedestrian accidents, the pedestrian head and lower extremity are vulnerable to serious injuries. The vehicle front geometry profile as well as the impact speed are important factors affecting the pedestrian kinematics and injury potential. In the US, accident data also shows that the fatality rate for pedestrian/light trucks and vans (LTV) impact is greater than that for the pedestrian/passenger-car impact. Addition of a front guard on light trucks and sports utility vehicles to mitigate damage during off-road activity or to provide mounting points for extra lights, makes the pedestrian more vulnerable to the impact. In this paper, a computational technique is utilized to study the influence of the added front guard on the impacted pedestrian. A CAD model of a typical commercial frontal guard is developed and converted into a rigid facet model, and attached to the vehicle front. The validated standing dummy model in the MADYMO code is used to simulate a pedestrian, and the rigid facet-surface model of a pickup truck is used to generate a vehicle front surface. This computational model is validated by comparing the pedestrian kinematics with the published data. This study demonstrates that the pedestrian mid body region is more vulnerable with the addition of guard on the vehicle. The result from this study facilitates a better understanding of a guard design and its geometry profile as required to protect vulnerable road users.
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Lin, Chin-Hsu, und J. T. Wang. „Modeling and Simulation of Body-on-Frame Vehicles for Frontal Impact Sensing Tests“. In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-15519.

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A capability for modeling and simulating frontal impact tests required by the crash sensing calibration task during the development process of a new motor vehicle is presented. The capability is applicable to the body-on-frame (BOF) vehicles such as light trucks and sport utility vehicles. Critical modeling techniques and guidelines for building a high fidelity frontal impact finite element BOF vehicle model were developed and validated using 15 full vehicle crash tests. The modeling techniques and guidelines can be used to model and simulate a suite of frontal impact sensing tests for BOF vehicles. Such a math-based capability could significantly reduce the development time and cost of a new light truck or sport utility vehicle.
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Cimba, David, Kyle Gilbert und John Wagner. „Active Torsion Bar Body Roll Minimization System: Design and Testing“. In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-41953.

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Sport utility and light-duty commercial vehicles exhibit a higher propensity for rollover during aggressive driving maneuvers, emergency scenarios, and degraded environmental conditions. A variety of strategies have been proposed to reduce vehicle body roll including active suspensions, comprehensive yaw stability systems, and active torsion bars. The active torsion bar systems have recently gained popularity due to their cost effective design and adaptability to existing chassis systems. However, the development of new control algorithms, design of subsystem components, and the evaluation of parameter sensitivity via testing a full scale vehicle is not always practical due to cost and safety concerns. Thus, a modular simulation tool and bench top testing environment is required to facilitate design and performance studies. In this paper, a series of mathematical models will be introduced to describe the vehicle dynamics and the roll prevention system. Representative numerical results are discussed to investigate a vehicle’s transient response with and without an active torsion bar system, as well as the impact of torsion bar and hydraulic component design parameters. Finally, a hardware in-the-loop test environment will be presented.
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Heckmann, C. Grace, Jeremy J. Michalek, W. Ross Morrow und Yimin Liu. „Sensitivity of Vehicle Market Share Predictions to Alternative Discrete Choice Model Specifications“. In ASME 2013 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/detc2013-13372.

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When design decisions are informed by consumer choice models, uncertainty in the choice model and its share predictions creates uncertainty for the designer. We take a first step in investigating the variation in and accuracy of market share predictions by characterizing fit and forecast accuracy of multinomial logit, mixed logit, and nested logit models over a variety of utility function specifications for the US light duty new vehicle market. Using revealed preference data for years 2004–2006, we estimate a multinomial logit model for each combination of a chosen set of utility function covariates found in the literature. We then use each of the models to predict vehicle shares for the 2007 market and examine several metrics to measure fit and predictive accuracy. We find that the best models selected using any of the proposed metrics outperform random guessing yet retain substantial error in fit and prediction for individual vehicle models. For example, with no information (random guessing) 30% of share predictions are within 0.2% absolute share error in a market with an average share of ∼0.4%, whereas for the best models 70% are within 0.2% (for the 2007 vehicle market this translates to an error of ∼33,000 units sold). Share predictions are sensitive to the presence of utility covariates but less sensitive to the form. Models that perform well on one metric tend to perform well on the other metrics as well. In particular, models selected for best fit have comparable forecast error to those with the best forecasts, and residual error in model fit is a major source of forecast error.
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Pham, Kinh D., Kai Looijenga, Gene Wallis und Xavier Ramirez. „A New Energy Storage Substation for the Portland to Milwaukie Light Rail Extension“. In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5797.

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The $1.4 billion Portland-Milwaukie Light Rail (PMLR) Extension Project includes a light rail alignment that travels 7.3 miles, connecting Portland State University in downtown Portland, inner Southeast Portland, Milwaukie and North Clackamas County. Revenue service on the alignment is scheduled to begin in September 2015. An energy storage substation (ESS) with super-capacitor technology manufactured by Siemens is being installed in place of a utility-connected substation at the Tacoma substation location to capture the energy generated by braking light rail vehicles and store it in energy savings mode, feeding it back to the traction power supply during vehicle acceleration. In voltage stabilization mode, the ESS will enable the rail system to maintain voltage system stability by ensuring the system voltage to remain within the required voltage ranges and prevent system disruptions due to low system voltage conditions. This paper will discuss the features of the 677KW 2.5KWH Tacoma ESS including super-capacitor based energy storage system technology, ESS equipment arrangement, protection and controls. Economic benefits of cost savings in energy (KWH) consumption and power demand (KW) charges will also be discussed. Field accepting test plans and test procedures will also be presented.
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Ogden, Jerry S., Mathew Martonovich und Courtney N. Engle. „Applications of the G-DataΔV™ System of Equations When Determining Total Velocity Change Resulting From Motor Vehicle Collisions“. In ASME 2016 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/imece2016-65013.

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Modern methods for analyzing motor vehicle deformation rely upon a force-deflection analysis to determine deformation work energy. Current methods provide acceptable accuracy when calculating the velocity change of vehicles involved in a collision but require significant modification to accommodate oblique and low-velocity collision events. The existing algorythms require vehicle-specific structural stiffness coefficients for each colliding vehicle, determined from full-scale impact testing. The current database of vehicle structural stiffness values is generated mainly through government safety standard compliance testing and is quite extensive for frontal impacts involving passenger cars and many light trucks and SUVs. However, the database is devoid of specific crash testing necessary for deformation analysis of rear and side structures of many vehicles. Additionally, there remains a dearth of structural stiffness coefficients for heavy commercial vehicles, buses, recreational vehicles, heavy equipment and motorcycles, rendering the application of the current force-deflection analysis approach useless for many impacts involving such vehicles. The research presented, known as the Generalized Deformation and Total Velocity Change System of Equations, or G-DaTAΔV™, develops an accurate, reliable and broadly-applicable system of equations requiring knowledge of the structural stiffness coefficients for only one vehicle, rather than both vehicles involved in a collision event, regardless of the impacted surfaces of the vehicle. The developed methodology is inclusive of non-passenger vehicles such as commercial vehicles and even motorcycles, and it also accommodates impacts with objects and surfaces not supported by the current structural stiffness coefficient database. The G-DaTAΔV™ system of equations incorporates the linear and rotational collision contributions resulting from conservative forces acting during the impact event. The contributions of the G-DaTAΔV™ system of equations are as follows: 1. Consideration of non-conservative contributions from tire-ground forces and inter-vehicular frictional energy dissipation commonly present during non-central collision configurations. 2. Ability to solve for collision energy of a two-vehicle system using a single structural stiffness for only one of the colliding vehicles using work/energy principles. 3. Determination of the total velocity change for a vehicle resulting from a given impact event, which results from conservative and non-conservative force contributions. 4. The ability to predict the time period to reach maximum force application during an impact event, allowing for the determination of the peak acceleration levels acting on each vehicle during an impact. The results of applying the G-DaTAΔV™ to full-scale impact tests conducted as part of the RICSAC collision research will be presented. Additionally, analysis of real-world collision data obtained through the National Automotive Sampling System demonstrates a close correlation with the collision values recorded by the vehicle event data recorders (EDRs) as part of the supplemental restraint system airbag control moducles (ACM). Compared to other analysis methods currently used, determining the total velocity change of a vehicle due to a collision event is achieved with a higher level of both accuracy and precision when using the G-DaTAΔV™. The generalized approach of the G-DaTAΔV™ applies to collisions ranging from the simple collinear impact configuration to the most rigorous conditions of offset and oblique impacts. The comprehensive formulation provides greater utility to the researcher or forensic analyst in determining the contributions of the vehicle-roadway-driver environment as it relates to real-world collision events and their effects on vehicle and highway safety.
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8

Pham, Kinh D., Kai Looijenga, Gene Wallis, Thomas Heilig und Xavier Ramirez. „TriMet MAX Energy Storage Substation: Updates on Commissioning, Optimization and Operating Experience“. In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6260.

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This paper provides an update to the 2015 paper titled “A New Energy Storage Substation for the Portland to Milwaukie Light Rail (PMLR) Extension” [4] presented at the 2015 JRC in San Jose. The energy storage substation (ESS) with super-capacitor technology manufactured by Siemens was installed in place of a utility-connected substation at the Tacoma substation location to capture the energy generated by braking light rail vehicles and store it in the ESS energy savings mode and feed it back to the traction power supply during vehicle acceleration. In voltage stabilization mode, the ESS will enable the rail system to maintain voltage system stability by ensuring the system voltage to remain within the required voltage ranges and prevent system disruptions due to low system voltage conditions. In the Fall 2015, the Tacoma ESS went into service as part of the PMLR Orange Line light rail extension. This paper presents the design concepts for the unit, briefly discusses installation and testing, and focuses on the optimization process, operating experience, energy savings and reliability. TriMet operates a fleet of 145 light rail vehicles on its 60 mile network. Approximately 75% of the energy regenerated during braking is captured and re-used, saving an estimated $1.8 M annually in energy cost. The Tacoma ESS capacity is approximately 2.5 kWh. The unit normally operates in energy savings mode, maximizing recovery and re-use of braking energy while the secondary voltage stabilization mode is available to maintain system operation during outage conditions. After more than two years of revenue service operation, detailed operating data is presented and analyzed, including reliability information and actual energy and cost savings.
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Meyer, Steven E., Brian Herbst, Stephen Forrest, Anthony Sances und Srirangam Kumaresan. „Design and Evaluation of a System for Testing and Analysis of Rollovers With Narrow Objects“. In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-43104.

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Recent statistics highlight the significant risk of serious and fatal injuries to occupants involved in rollover collisions due to excessive roof crush. The government has reported that in 2002, Sports Utility Vehicle rollover related fatalities increased by 14% to more than 2400 annually. 61% of all SUV fatalities included rollovers. [1] Rollover crashes rely primarily upon the roof structures to maintain occupant survival space. Frequently these crashes occur off the travel lanes of the roadway and, therefore, can include impacts with various types of narrow objects such as light poles, utility poles and/or trees. A test device and methodology is presented which allows for dynamic, repeatable rollover impact evaluation of complete vehicle roof structures with such narrow objects. These tests allow for the incorporation of Anthropomorphic Test Dummies (ATDs) which can be instrumented to measure accelerations, forces and moments to evaluate injury potential. High-speed video allows for detailed analysis of occupant kinematics and evaluation of injury causation. Criteria such as restraint performance, injury potential, survival space and the effect of roof crush associated with various types of design alternatives, countermeasures and impact circumstances can also be evaluated. In addition to presentation of the methodology, two representative vehicle crash tests are also reported. Results indicated that the reinforced roof structure significantly reduced the roof deformation compared to the production roof structure.
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Liu, Jiechao, Paramsothy Jayakumar, James L. Overholt, Jeffrey L. Stein und Tulga Ersal. „The Role of Model Fidelity in Model Predictive Control Based Hazard Avoidance in Unmanned Ground Vehicles Using LIDAR Sensors“. In ASME 2013 Dynamic Systems and Control Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/dscc2013-4021.

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Unmanned ground vehicles (UGVs) are gaining importance and finding increased utility in both military and commercial applications. Although earlier UGV platforms were typically exclusively small ground robots, recent efforts started targeting passenger vehicle and larger size platforms. Due to their size and speed, these platforms have significantly different dynamics than small robots, and therefore the existing hazard avoidance algorithms, which were developed for small robots, may not deliver the desired performance. The goal of this paper is to present the first steps towards a model predictive control (MPC) based hazard avoidance algorithm for large UGVs that accounts for the vehicle dynamics through high fidelity models and uses only local information about the environment as provided by the onboard sensors. Specifically, the paper presents the MPC formulation for hazard avoidance using a light detection and ranging (LIDAR) sensor and applies it to a case study to investigate the impact of model fidelity on the performance of the algorithm, where performance is measured mainly by the time to reach the target point. Towards this end, the case study compares a 2 degrees-of-freedom (DoF) vehicle dynamics representation to a 14 DoF representation as the model used in MPC. The results show that the 2 DoF model can perform comparable to the 14 DoF model if the safe steering range is established using the 14 DoF model rather than the 2 DoF model itself. The conclusion is that high fidelity models are needed to push autonomous vehicles to their limits to increase their performance, but simulating the high fidelity models online within the MPC may not be as critical as using them to establish the safe control input limits.
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Berichte der Organisationen zum Thema "Light utility vehicle"

1

Porcel Magnusson, Cristina. Unsettled Topics Concerning Coating Detection by LiDAR in Autonomous Vehicles. SAE International, Januar 2021. http://dx.doi.org/10.4271/epr2021002.

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Autonomous vehicles (AVs) utilize multiple devices, like high-resolution cameras and radar sensors, to interpret the driving environment and achieve full autonomy. One of these instruments—the light detection and ranging (LiDAR) sensor—utilizes pulsed infrared (IR) light, typically at wavelengths of 905 nm or 1,550 nm, to calculate object distance and position. Exterior automotive paint covers an area larger than any other exterior material. Therefore, understanding how LiDAR wavelengths interact with vehicle coatings is extremely important for the safety of future automated driving technologies. Sensing technologies and materials are two different industries that have not directly interacted in the perception and system sense. With the new applications in the AV industry, multidisciplinary approaches need to be taken to ensure reliability and safety in the future. Unsettled Topics Concerning Coating Detection by LiDAR in Autonomous Vehicles provides a transversal view of different industry segments, from pigment and coating manufacturers to LiDAR components and vehicle system development and integration. The report includes a structured decomposition of the different variables and technologies involved.
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2

John H. Stang. Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles. Office of Scientific and Technical Information (OSTI), Dezember 2005. http://dx.doi.org/10.2172/912619.

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3

Stang, John H. Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles. Office of Scientific and Technical Information (OSTI), Dezember 1997. http://dx.doi.org/10.2172/861465.

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4

Stang, John H. Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles. Office of Scientific and Technical Information (OSTI), Dezember 1997. http://dx.doi.org/10.2172/861466.

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5

Stang, John H. Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles. Office of Scientific and Technical Information (OSTI), Dezember 1997. http://dx.doi.org/10.2172/861467.

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6

Stang, John H. Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles. Office of Scientific and Technical Information (OSTI), Dezember 1997. http://dx.doi.org/10.2172/861468.

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7

Stang, John H. Development of Technologies for a High Efficiency, Very Low Emission, Diesel Engine for Light Trucks and Sport Utility Vehicles. Office of Scientific and Technical Information (OSTI), Dezember 2005. http://dx.doi.org/10.2172/861470.

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