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Journal articles on the topic 'Curve negotiation'

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Author: Grafiati

Published: 14 March 2023

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1

Neves, Joao S., and Behnam Nakhai. "Negotiation Strategies under Sigmoid Preferences." International Journal of Strategic Decision Sciences 7, no. 3 (July 2016): 38–50. http://dx.doi.org/10.4018/ijsds.2016070102.

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The diminishing returns concept undergirds many economic theories and has led to the common assumption of concave preferences in the negotiation literature. Realizing that in practice negotiating parties are often confronted with very steep disagreements, negotiation researchers have investigated the impact of convex preferences on compromise and logrolling bargaining strategies. This article extends the previous work to the case of sigmoid preferences and examines the resulting possible shapes of the efficient frontier curve in two-party multi-issue negotiations. The implications for compromise and logrolling negotiation strategies are discussed.

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2

Bao, W. Q., and B. V. Brickie. "LOCOMOTIVE BEHAVIOUR DURING CURVE NEGOTIATION." Vehicle System Dynamics 17, sup1 (January 1988): 45–48. http://dx.doi.org/10.1080/00423118808969240.

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3

Popović, Zdenka, Luka Lazerević, and Nikolay Vatin. "Analysis of Track Gauge Widening in Curves with Small Radius." Applied Mechanics and Materials 725-726 (January 2015): 967–73. http://dx.doi.org/10.4028/www.scientific.net/amm.725-726.967.

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In this paper it was performed curve negotiation analysis of three axle bogie of locomotive type JŽ 461. This locomotive has large distance between first and middle i.e. middle and last axle, which leads to increased lateral forces during curve negotiation. Final result might be widening of track gauge in curves with small radius. This paper points that Infrastructure Manager must take into account vehicle performances and type of track when defines track gauge in curves.

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4

Che, T., Y. F. Gou, Z. G. Deng, J. Zheng, B. T. Zheng, and P. Chen. "A method to enhance the curve negotiation performance of HTS Maglev." International Journal of Modern Physics B 29, no. 25n26 (October 14, 2015): 1542037. http://dx.doi.org/10.1142/s0217979215420370.

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High temperature superconducting (HTS) Maglev has attracted more and more attention due to its special self-stable characteristic, and much work has been done to achieve its actual application, but the research about the curve negotiation is not systematic and comprehensive. In this paper, we focused on the change of the lateral displacements of the Maglev vehicle when going through curves under different velocities, and studied the change of the electromagnetic forces through experimental methods. Experimental results show that setting an appropriate initial eccentric distance (ED), which is the distance between the center of the bulk unit and the center of the permanent magnet guideway (PMG), when cooling the bulks is favorable for the Maglev system’s curve negotiation. This work will provide some available suggestions for improving the curve negotiation performance of the HTS Maglev system.

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5

Wang, Li Hua, An Ning Huang, and Guang Wei Liu. "Analysis on Curve Negotiation Ability of the Rail Vehicle Based on SIMPACK." Advanced Materials Research 721 (July 2013): 551–55. http://dx.doi.org/10.4028/www.scientific.net/amr.721.551.

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The curve negotiation ability and lateral stability are the important and contradictory indicators when evaluating the dynamic performance of the rail vehicle. And in order to study the stability of the rail vehicle, its curve negotiation ability will be studied firstly. In this paper, the whole multi-body dynamic model of the rail vehicle was proposed based on the theory of multi-body dynamics in the software of Simpack. And the lateral force, derailment and overturning coefficient of the rail vehicle when it passed through a specific curve track with specific speed. Then the curve negotiation ability of the rail vehicle was estimated accurately.

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6

BI, Xin. "Dynamic Process Analysis of Locomotive Bogie Curve Negotiation." Journal of Mechanical Engineering 49, no. 22 (2013): 150. http://dx.doi.org/10.3901/jme.2013.22.150.

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7

Bosetti, Paolo, Mauro Da Lio, and Andrea Saroldi. "On Curve Negotiation: From Driver Support to Automation." IEEE Transactions on Intelligent Transportation Systems 16, no. 4 (August 2015): 2082–93. http://dx.doi.org/10.1109/tits.2015.2395819.

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8

Gawron, V. J., and T. A. Ranney. "Curve negotiation performance in a driving simulator as a function of curve geometry." Applied Ergonomics 21, no. 1 (March 1990): 33–38. http://dx.doi.org/10.1016/0003-6870(90)90071-5.

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9

He, Qinglie, Chengbiao Cai, Shengyang Zhu, Kaiyun Wang, Yongzhi Jiang, and Wanming Zhai. "Improvement on Curve Negotiation Performance of Suspended Monorail Vehicle Considering Flexible Guideway." International Journal of Structural Stability and Dynamics 20, no. 05 (May 2020): 2050057. http://dx.doi.org/10.1142/s0219455420500571.

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This work presents the investigation and improvement on curve negotiation performance of suspended monorail vehicle considering a flexible guideway. First, a spatial train–guideway interaction model of suspended monorail system (SMS) is established based on the secondary development of ANSYS software. Then, the dynamic analysis of the train over the flexible curved guideway is conducted, and the curve negotiation performance of the vehicle and the guideway vibration feature are revealed. Subsequently, several crucial design parameters that significantly influence the curve negotiation performance of the vehicle are found, and their influences on the train–guideway dynamic responses are systematically investigated. Finally, by comprehensively considering the dynamic indexes of the vehicle–guideway system, the optimal ranges of these crucial design parameters are obtained. Results show that decreasing the radial stiffness of guiding tyre can effectively reduce the lateral vibration levels of vehicle and guideway, but it would increase the lateral displacements of the bogie and hanging beam; and the radial stiffness is finally suggested to be around 1[Formula: see text]kN/mm by comprehensively considering all dynamic indexes. Increasing the initial compression displacement of guiding tyre can well limit the lateral displacements of the bogie and the hanging beam, thus enhancing the train running safety; however, it would intensify the vehicle-guideway lateral vibration level; especially, the optimal initial compression displacement of guiding tyre is related to its radial stiffness characteristics. To ensure a good curve negotiation performance of vehicle and guideway vibration level, the stiffness of the anti-roll torsion bar and the initial gradient angle of the installed trapezoid four-link suspended device are suggested to be 1.0[Formula: see text]MNm/rad and 65–[Formula: see text], respectively.

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10

Kim, Ki-Jung, Hyung-Suk Han, Chang-Hyun Kim, and Seok-Jo Yang. "Effect of Damper Between Maglev Vehicles on Curve Negotiation." Transactions of the Korean Society of Mechanical Engineers A 37, no. 4 (April 1, 2013): 581–87. http://dx.doi.org/10.3795/ksme-a.2013.37.4.581.

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11

SATO, Eisaku, Hideyuki KOBAYASHI, Kazuhiko TEZUKA, Isao OKAMOTO, Hirohiko KAKINUMA, and Toshiharu TAMAOKI. "Lateral Force during Curve Negotiation of Forced Steering Bogies." Quarterly Report of RTRI 44, no. 1 (2003): 8–14. http://dx.doi.org/10.2219/rtriqr.44.8.

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12

Boer, Erwin R. "Satisficing Curve Negotiation: Explaining Drivers’ Situated Lateral Position Variability." IFAC-PapersOnLine 49, no. 19 (2016): 183–88. http://dx.doi.org/10.1016/j.ifacol.2016.10.483.

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13

Paschoalino, Gabriel Palmeira, Gabriel Kuga, Gisele Chiozi Gotardi, Rafael Simão, Fabio Augusto Barbieri, Martina Navarro, Paula Favaro Polastri, and Sérgio Tosi Rodrigues. "Racing videogame players’ driving experience in natural context does not affect gaze strategy towards tangent point during simulated curve negotiation, but the curvature angle does." Brazilian Journal of Motor Behavior 13, no. 4 (November 8, 2019): 113–23. http://dx.doi.org/10.20338/bjmb.v13i4.137.

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During curve negotiation, drivers tend to look at the tangent point of the curve (TP) to control steering. There is a lack of evidence on how experiences of natural and simulated driving are related. The purpose of this study was to investigate effects of experience in natural driving on gaze behavior of racing videogame players. Additionally, it aimed to identify possible effects of curvature angle on fixation patterns. Twenty video game players composed two groups: drivers-gamers and no-drivers-gamers. Participants had their eye movements recorded while performing three laps racing on a videogame circuit, which had eleven curves. Areas of interest were defined relative to TP: 3 degrees, 10 degrees of visual angle, and Others. Dependent variables were: Number of Fixations and Total Duration of Fixations. Results showed that natural context driving experience did not change the tangent point visual strategy during curve negotiation in a racing videogame environment. All participants spent approximately half of their number of fixations and total fixation time within 10 degrees around the tangent point. Curvature angles modified fixation patterns, causing higher number of fixations and total fixation time during sharper curves.

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14

Li, Zongpeng, Li Wang, Xiaofei Wang, and Zigang Deng. "Curve Negotiation Characteristics of the Side-Suspended High-Temperature Superconducting Maglev System." Mechatronics and Intelligent Transportation Systems 1, no. 1 (November 5, 2022): 47–56. http://dx.doi.org/10.56578/mits010106.

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Thanks to its superb curve negotiation characteristics, the side-suspended high-temperature superconducting (SS-HTS) maglev system boasts a great potential for high-speed transportation. The SS-HTS maglev system, however, significantly differs in suspension features from the conventional maglev system because of its unique side-suspended structure. To improve suspension performance, the field-cooling technique of superconducting bulks in the SS-HTS system was investigated through a number of experiments. To fit the experimental data, the authors proposed the mathematical models of the levitation and guidance forces as well as the optimal field-cooling position. Furthermore, a dynamic model was developed for the SS-HTS maglev vehicle operating on a curve line, and the curve negotiation characteristics were simulated for the maglev vehicle. Finally, the stability of the curve negotiation for the SS-HTS system was assessed using the Sperling index. The results show that the SS-HTS maglev vehicle can pass over bends at a certain speed. The authors also recommended the suspension parameters the maglev vehicle.

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15

Feng, Guo Sheng, Huai Yin Liu, Su Mei Jia, and Chao Wang. "Influence of Curve Geometric Parameters on the Curve Negotiation Performance of Hot-Metal-Car." Applied Mechanics and Materials 385-386 (August 2013): 105–8. http://dx.doi.org/10.4028/www.scientific.net/amm.385-386.105.

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To meet the need of an open type of 140t hot-metal-car for improving design, the analysis model of the main parts was built up by using Pro/E software, and the moment of inertia of each component was calculated.Then the Pro/E model was imported into ADAMS/Rail for assembling to finish a hot-metal-car dynamic model. The possibility of derailment and the wheel/rail abrading were simulated and analyzed on the hot-metal-car. The result of analysis provides theoretical foundation for improvement design.

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16

Susetyo, Cahyono, Harry Timmermans, and Bauke de Vries. "Orthogonal strategy based computer-mediated negotiation: Principles and example." Environment and Planning B: Urban Analytics and City Science 46, no. 6 (January 8, 2018): 1036–60. http://dx.doi.org/10.1177/2399808317748160.

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Previous efforts to improve stakeholders’ involvement in planning and decision-making processes mostly put planners and decision makers as the ones who decide which solution is the best for the decision problems. In bottom-up planning and decision-making processes that supposedly involve stakeholders as much as possible, the most common practice is that when stakeholders have different preferences about the decision issues, supra decision makers such as planners and experts gather stakeholders’ preferences, and then, using their expertise and experience, decide what is the best choice for stakeholders. We approach the involvement of stakeholders in planning and decision-making not by relying on planners’ expertise but from a negotiation perspective. Previous works related to stakeholders’ negotiation mostly require stakeholders to engage in a face-to-face negotiation that seldom involves a computer system to improve the process. In this paper, we develop a negotiation system to support multi-issue and multi-stakeholder decision-making problems. In our approach, stakeholders do not directly interact with each other. Their proposals are submitted to a system that produces counter-proposals to reduce the differences among stakeholders’ proposals. Therefore, stakeholders do not exchange their preferences directly, but rather preference elicitations are mediated by the system. This approach is called computer-mediated negotiation. The system itself is based on the principle of an orthogonal strategy. Our computer-mediated negotiation protocol consists of two main phases. The first phase is the preference elicitation phase, which measures stakeholders’ utility functions. The second phase is the e-negotiation phase, in which stakeholders make their proposals and the computer system provides suggestions to improve them. To simulate real-world negotiations where stakeholders make proposals and counter-proposals in a series of negotiation rounds, we implemented the indifference curve approach to enable stakeholders to make incremental changes of their proposals during negotiation. The results from our experiment suggest that our method can produce an optimum solution for a multi-issue and multi-stakeholder decision problem by moving stakeholders’ proposals closer to one another.

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17

Fu, Li Hua, Jian Yang, Yue Zhang, Hua Song, and Wei Li. "Research on Rail Rolling Contact Fatigue Life of Curve Negotiation." Applied Mechanics and Materials 851 (August 2016): 346–51. http://dx.doi.org/10.4028/www.scientific.net/amm.851.346.

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Wheel/rail rolling contact fatigue is one of the most complicated and urgent problems of the key techniques of railway system, and seriously influences the operational safety. A finite element (FE) model of wheel/rail rolling contact of curve negotiation is established based on the single-layer track dynamic model, which is considering the effect of rail straightening residual stress, the actual wheel tread and the elastic support of rail track bed. The nominal stress approach is applied to study the rail rolling contact fatigue life with two residual stress-state conditions. Results show that the distribution of rolling contact fatigue life on the surface of rail head presents obvious peaks and troughs with a specific wavelength in the longitudinal direction, which are approximately corresponding to the peaks and troughs of the contact force. Meanwhile, the rail rolling contact fatigue life firstly increases and then decreases while the running speed varying from 150 to 250 km/h, and decreases while the axle load varying from 13 to 17 tonnes which do not fully show a linear law.

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18

Mulder, Mark, and David A. Abbink. "Sharing Control with Elderly Drivers: Haptic Guidance during Curve Negotiation." IFAC Proceedings Volumes 43, no. 13 (2010): 310–15. http://dx.doi.org/10.3182/20100831-4-fr-2021.00055.

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19

Fu, Rui, Yang Zhou, Wei Yuan, and Ting Han. "Effects of cognitive distraction on speed control in curve negotiation." Traffic Injury Prevention 20, no. 4 (May 19, 2019): 431–35. http://dx.doi.org/10.1080/15389588.2019.1602769.

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20

Wang, Kaiyun, Chao Huang, Wanming Zhai, Pengfei Liu, and Shen Wang. "Progress on wheel-rail dynamic performance of railway curve negotiation." Journal of Traffic and Transportation Engineering (English Edition) 1, no. 3 (June 2014): 209–20. http://dx.doi.org/10.1016/s2095-7564(15)30104-5.

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21

Janusch, Holger. "The Breakdown of International Negotiations: Social Conflicts, Audience Costs, and Reputation in Two-Level Games." International Negotiation 21, no. 3 (September 1, 2016): 495–520. http://dx.doi.org/10.1163/15718069-12341340.

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This article examines whether the two-level game can theoretically explain negotiation breakdowns without referring to uncertainty alone. For this purpose, social conflicts are integrated in the two-level game. In this light, the classical hypothesis that smaller win-sets increase the risk of a negotiation breakdown can no longer be maintained. Instead, conflict intensity – and thereby the risk of breakdown – correlates with the intersection of the win-sets in the form of an inverted U-curve. It follows that negotiations are most likely to break down when the intersection of the win-sets is perceived as medium-sized, because the bargaining space and thereby the potential of conflict intensity is largest/highest. Furthermore, the insertion of social conflicts into the equation runs counter to the hypothesis that issue linkages facilitate international cooperation. On the contrary, issue linkages increase the risk that goal conflicts, in particular, intensify each other by spreading from one issue to another.

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22

Mauriello, Filomena, Alfonso Montella, Mariano Pernetti, and Francesco Galante. "An Exploratory Analysis of Curve Trajectories on Two-Lane Rural Highways." Sustainability 10, no. 11 (November 17, 2018): 4248. http://dx.doi.org/10.3390/su10114248.

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This paper is aimed at obtaining a better understanding of driving behavior on horizontal curves of two-lane rural highways in terms of trajectories in relation to the different curve radii and directions by a driving simulator experiment. The driving simulator experiment involved 50 drivers and eight classes of curve radii, ranging from 125 m to 800 m. Overall, 2000 curve trajectories were analyzed and classified. Six major classes were defined: (1) ideal behavior, (2) normal behavior, (3) driving close to the centerline, (4) driving outside in curve approach, (5) cutting, and (6) correcting. Furthermore, 21 sub-classes were introduced to consider both lane departures and location of the corrective actions. The CATANOVA tests and Bhapkar’s tests showed that both the curve radius and the curve direction had a significant effect on the classification results. To get a clearer understanding of the effect of the curve radius and direction on curve negotiation, three macro-classes corresponding to safe, intermediate, and dangerous behavior were introduced. The safest behaviors significantly increased with the curve radius while the most dangerous behaviors significantly decreased with the curve radius. Furthermore, left curves showed a higher proportion of dangerous trajectories. Overall, it seems that the driving trajectories are a promising surrogate measure of safety as highlighted by the correlation between the trajectories identified as dangerous and the radii of the curves.

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23

MORIYAMA, Atsushi, and Katsuya TANIFUJI. "An Analysis of Curve Negotiation Based on Modeled Worn Rail Profile." Proceedings of the JSME annual meeting 2000.2 (2000): 291–92. http://dx.doi.org/10.1299/jsmemecjo.2000.2.0_291.

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24

Savkoor, Arvin R., and Sergio Ausejo. "Analysis of Driver's Steering and Speed Control Strategies in Curve Negotiation." Vehicle System Dynamics 33, sup1 (January 1, 1999): 94–109. http://dx.doi.org/10.1080/00423114.1999.12063073.

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25

NAKAMURA, Hiroki, Tatsuo TAKAHASHI, Kimihiko NAKANO, Takafumi TAKAGI, Rencheng ZHENG, Masanori OHORI, and Shirou NAKANO. "A41 A Study on Curve Negotiation with Velocity Adaptive Haptic Guidance." Proceedings of the Symposium on the Motion and Vibration Control 2013.13 (2013): _A41–1_—_A41–9_. http://dx.doi.org/10.1299/jsmemovic.2013.13._a41-1_.

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26

Eriksson, Jacob. "Coercion and third-party mediation of identity-based conflict." Review of International Studies 45, no. 3 (January 29, 2019): 387–406. http://dx.doi.org/10.1017/s0260210518000566.

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AbstractThis article analyses third-party mediation of identity-based conflicts, which are notoriously difficult to resolve. It seeks to reconcile the contradiction in the mediation literature between the need for less coercive strategies to ensure ownership of a peace agreement and the need for more coercive strategies to reach a final agreement. Through an analysis of mediation of the Israeli-Palestinian conflict, the article makes four contributions to existing literature. First, the article develops a theoretical ‘best fit’ model that proposes a u-shaped relationship between intensity of mediator coercion and transition through phases of negotiation. Second, it challenges the prevailing notion that pre-negotiation does not involve coercion. Third, it suggests that epistemological and ontological understandings of a conflict and the role of a mediator by both the mediator and the parties mean that mediators enjoy limited capacity to effectively shift from high- to low-coercive strategies. Multi-party mediation can provide the flexibility needed to execute the coercion u-curve effectively. Fourth, it challenges existing understandings of the US-mediated negotiations during the Annapolis process, 2007–08.

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27

Wu, Long Fa, and Hao Dong. "Effect of Track Measuring Beam on the Dynamic Properties of Rail Inspection Car." Applied Mechanics and Materials 321-324 (June 2013): 27–32. http://dx.doi.org/10.4028/www.scientific.net/amm.321-324.27.

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The track measuring beam is installed in the bogie frame to measure the geometry parameters of the rail. In this paper, the dynamic model of the inspection car was established in order to compare the dynamic properties of the vehicle with and without track measuring beam installation. The motion stability, ride quality, vibration acceleration and curve negotiation performance of the vehicle after the track measuring beam installed were investigated. The results show that after the track measuring beam installation the critical velocity of the inspection car decreases, but the running at speed of 120km/h can be guaranteed. The track measuring beam has no influence on the ride quality and curve negotiation performance and the effect of it on vibration mode is little.

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28

Tanaka, Takayuki, and Hiroyuki Sugiyama. "Prediction of railway wheel load unbalance induced by air suspension leveling valves using quasi-steady curve negotiation analysis procedure." Proceedings of the Institution of Mechanical Engineers, Part K: Journal of Multi-body Dynamics 234, no. 1 (August 6, 2019): 19–37. http://dx.doi.org/10.1177/1464419319867179.

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While air suspensions are widely utilized for passenger railway vehicles as secondary suspension, initial lever angle setting of the air spring levelling valve can make a non-negligible impact on the residual wheel load unbalance in curve negotiation on small radius curved tracks. To enable accurate and quick prediction of the levelling valve-induced residual wheel load unbalance for vehicle safety evaluation, this study proposes a new quasi-steady curve negotiation analysis procedure considering the detailed thermodynamic air suspension system model that accounts for the nonlinear airflow characteristics of levelling valve and differential pressure valves. This approach allows for eliminating a limitation of existing full dynamic simulation models associated with high computational intensity that prevents quick safety evaluation with long-distance simulation under actual railway operating scenarios. A co-simulation scheme for the quasi-steady vehicle motion solver is also proposed to further improve the computational efficiency with explicit force–displacement coupling. Several numerical examples are presented to demonstrate the proposed quasi-steady vehicle motion solver for prediction of levelling valve-induced residual wheel load unbalances in small radius curved tracks. The numerical results are compared with those of the dynamic simulation model and validated against the test data. It is demonstrated that computational time is substantially decreased by the proposed approach while accurately predicting the levelling valve-induced residual wheel load unbalance caused by the initial offset of lever angles on small radius curved tracks.

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29

DASGUPTA, PRITHVIRAJ, P. MICHAEL MELLIAR-SMITH, and LOUISE E. MOSER. "MAXIMIZING WELFARE THROUGH COOPERATIVE NEGOTIATION IN A MULTI-AGENT INTERNET ECONOMY." International Journal of Information Technology & Decision Making 05, no. 02 (June 2006): 331–51. http://dx.doi.org/10.1142/s0219622006001964.

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E-commerce over the Internet has become an attractive means of conducting business in today's world. However, the principles of classical economics demand a fresh insight before they can be adapted to the market structure presented by the Internet. Here, we investigate markets for goods that are characterized by an experience-limited supply curve. We propose an algorithm that maximizes the welfare in the e-market by maximizing the combined profit of the buyers and sellers. For this, the buyers and sellers must reveal their value and cost curves to a trusted intermediary who can determine the transaction that maximizes their joint welfare. We show that accurate revelation of hidden profits offers better incentives, both to the buyers and the sellers, than inaccurate or incomplete revelation.

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30

Rondora, Maria Emilia Schio, Ali Pirdavani, and Ana Paula C. Larocca. "Driver Behavioral Classification on Curves Based on the Relationship between Speed, Trajectories, and Eye Movements: A Driving Simulator Study." Sustainability 14, no. 10 (May 20, 2022): 6241. http://dx.doi.org/10.3390/su14106241.

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Horizontal curves of rural highways are prone to a considerably high number of fatalities because an erroneous perception can lead to unsafe driving. This generally occurs when a driver fails to notice the highway geometry or changes in the driving environment, particularly curved segments. This study aimed to understand the geometric characteristics of curved segments, such as radius and approach tangents, on the driving performance towards minimizing vehicle crashes. Speed profiles and lateral position, the most common indicators of successful negotiation in curves, and eye movements were recorded during an experiment conducted in a fixed-base driving simulator equipped with an eye-tracking system with a road infrastructure (a three-lane highway) and its surroundings. A driving simulator can faithfully reproduce any situation and enable sustainable research because it is a high-tech and cost-effective tool allowing repeatability in a laboratory. The experiment was conducted with 28 drivers who covered approximately 500 test kilometers with 90 horizontal curves comprising nine different combinations of radii and approach tangent lengths. The drivers’ behavior on each curve was classified as ideal, normal, intermediate, cutting, or correcting according to their trajectories and speed changes for analyses of the performance parameters and their correlation conducted by factorial ANOVA and Pearson chi-square tests. The cross-tabulation results indicated that the safest behavior significantly increased when the curve radius increased, and the performance measures of curve radii were greatly affected. However, the driving behavior was not affected by the approach tangent length. The results revealed segments of the road that require a driver’s closer attention for essential vehicle control, critical information, and vehicle control in different parts of the task.

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31

Sivrioglu, Selim, Ali Suat Yildiz, and Muhammet Islam Bedirbeyoğlu. "A new guideway design for the HTS Maglev vehicles considering curve negotiation." Journal of Physics: Conference Series 1975, no. 1 (July 1, 2021): 012030. http://dx.doi.org/10.1088/1742-6596/1975/1/012030.

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32

van Leeuwen, Peter M., Carla Gómez i Subils, Arnau Ramon Jimenez, Riender Happee, and Joost C. F. de Winter. "Effects of visual fidelity on curve negotiation, gaze behaviour and simulator discomfort." Ergonomics 58, no. 8 (February 18, 2015): 1347–64. http://dx.doi.org/10.1080/00140139.2015.1005172.

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33

Jiang, Yongzhi, Pingbo Wu, Jing Zeng, and Hao Gao. "Comparison of the curve negotiation properties of two different articulated monorail vehicles." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 8 (November 19, 2018): 831–43. http://dx.doi.org/10.1177/0954409718810946.

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This paper introduces two types of articulated monorails. The vehicle model of the traditional monorail is set up first, and a genetic algorithm is used to modify the parameters with the experimental data. Then, the two types of articulated monorail vehicle models are set up with the components and parameters of the model of the traditional monorail. By comparing the dynamic properties of the traditional monorail with the two types of articulated monorails, the advantage of the latter is realized. Finally, it has been concluded that the “non-bolster type” structure will be a better choice for vehicles passing a small radius curve. This analysis can be helpful in selecting the appropriate monorail system for particular conditions.

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34

Mokrii, T. F., I. Yu Malysheva, N. V. Bezrukavyi, and I. M. Ladyhin. "Refinement of the rail–wheel contact pair to improve rail–wheel interaction conditions for railway vehicles with an increased axle load." Technical mechanics 2021, no. 4 (December 7, 2021): 129–36. http://dx.doi.org/10.15407/itm2021.04.129.

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At present, one of the global trends in railway transport development, which becomes clearer and clearer, is increasing the axle load of freight cars, which gives a considerable economic benefit. In this connection, of importance is not only the car design, but also the car capacity utilization factor: the higher this factor, the more economically efficient the car use. Because of this, one of the priority global lines in increasing the volume of fright traffic and the railway operation efficiency is increasing the carrying capacity of freight cars. Preparing the railways for cars with increased axle loads calls for the development of measures to decrease the track deformability, in particular by choosing appropriate wheel and rail profiles. The aim of this work was to develop recommendations on refining the wheel?rail contact pair to improve curve negotiation by railway vehicles with an increased axle loads on the Ukrainian railways. This paper presents the proprietary R-ITM wear-resistant railhead profile. The effect of the new profile on wheel?rail interaction in negotiating a curve of radius 300 m at a constant speed was studied for different cars. In doing so, emphasis was on wheel?rail interaction for a new-generation freight car on 18-9817 trucks with an axle load increased to 36 tf. The studies conducted made it possible to formulate the following recommendations: to improve curve negotiation by railway vehicles with increased axle loads, reduce the adverse effect on the track and improve traffic safety, new proprietary contact pair profiles are recommended: the ITM-73-03 wheel profile for cars, and the R-ITM railhead profile for outer rails together with the standard R65 railhead profile for inner rails.

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35

Ranney, Thomas A., and Valerie J. Gawron. "Task Demand and Alcohol Effects on Simulated Driving Performance." Proceedings of the Human Factors Society Annual Meeting 30, no. 3 (September 1986): 265–69. http://dx.doi.org/10.1177/154193128603000315.

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The effects of alcohol-impaired driving were hypothesized to vary depending upon the blood alcohol concentration (BAC) of the driver and the external demands of the driving situation. To examine the effects of task demand on the performance of drivers under sober and alcohol-dosed conditions, a driving simulation experiment was conducted. Twelve subjects drove a simulator under three levels of BAC and two levels of task demand. The task required negotiation of curves, responses to selected traffic signs and avoidance of unexpected obstacles. Alcohol effects were evident in overall driving performance, in the responses to curves, and in the number of obstacles struck. Increasing the demands of the driving task had no effect on performance in curve approach and negotiation, and influenced only one general measure of driving performance. With the exception of reaction time to signs, increased task demand did not change the effects of alcohol. In the high demand/high alcohol condition, subjects were able to compensate for the increased number of obstacles struck by more efficient responding to signs.

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36

Zhang, Yahui, Wei Wang, and Huajiang Ouyang. "Dynamic reliability evaluation of vehicle–track coupled systems considering the randomness of suspension and wheel–rail parameters." Proceedings of the Institution of Mechanical Engineers, Part O: Journal of Risk and Reliability 233, no. 6 (July 24, 2019): 1106–21. http://dx.doi.org/10.1177/1748006x19863640.

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The ride quality and running safety of high-speed trains are directly influenced by uncertainties of some key parameters, such as the damping and stiffness coefficients of suspension systems, wheel–rail coefficient of friction and wheel–rail profiles. Dynamic reliability problems of vehicle–track coupled systems under the influence of the above random parameters are studied in this article. An efficient numerical method is presented by combining a prediction-based iterative solution technique with subset simulation method. The solution efficiency of deterministic responses is improved by means of efficient prediction of wheel–rail forces, and the number of deterministic solutions required is reduced by expressing a small failure probability as a product of large conditional probabilities. The accuracy and the efficiency of the present method are verified by comparing with the direct Monte Carlo simulation. The failure probability distribution curves of the lateral ride index on straight track and the derailment coefficient during curve negotiation are obtained and the reliability sensitivity analyses are also carried out. The main conclusions are given as follows: the reliability of the system is higher when the randomness of the parameters with greater sensitivity is not considered; the increase of the damping of anti-yaw damper or the wheel–rail coefficient of friction will improve the ride quality on straight track, but will lower the running safety when negotiating a curved track.

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37

Zhu, Yuan, Yipeng Liu, Mingzhi Wu, Jinzhao Li, Shiyang Liu, and Jianning Zhao. "Research on Secure Communication on In-Vehicle Ethernet Based on Post-Quantum Algorithm NTRUEncrypt." Electronics 11, no. 6 (March 9, 2022): 856. http://dx.doi.org/10.3390/electronics11060856.

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In the context of the evolution of in-vehicle electronic and electrical architecture as well as the rapid development of quantum computers, post-quantum algorithms, such as NTRUEncrypt, are of great significance for in-vehicle secure communications. In this paper, we propose and evaluate, for the first time, a NTRUEncrypt enhanced session key negotiation for the in-vehicle Ethernet context. Specifically, the time consumption and memory occupation of the NTRUEncrypt Elliptic Curve Diffie–Hellman (ECDH), and Rivest–Shamir–Adleman (RSA) algorithms, which are used for session key negotiation, are measured and compared. The result shows that, besides the NTRUEncrypt’s particular attribute of resisting quantum computer attacks, the execution speed of session key negotiation using NTRUEncrypt is 66.06 times faster than ECDH, and 1530.98 times faster than RSA at the 128-bit security level. The memory occupation of the algorithms is at the same order of magnitude. As the transport layer security (TLS) protocol can fulfill most performance requirements of the automotive industry, post-quantum enhanced session key negotiation will probably be widely used for in-vehicle Ethernet communication.

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TANAKA, Takayuki, and Takatoshi HONDO. "Rotation Test of Railway Vehicle Bogie Considering Centrifugal Force Exerted at Curve Negotiation." Proceedings of the Transportation and Logistics Conference 2020.29 (2020): 1014. http://dx.doi.org/10.1299/jsmetld.2020.29.1014.

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Carbonneau, Réal A., and Rustam M. Vahidov. "A utility concession curve data fitting model for quantitative analysis of negotiation styles." Expert Systems with Applications 41, no. 9 (July 2014): 4035–42. http://dx.doi.org/10.1016/j.eswa.2013.12.029.

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TANIFUJI, Katsuya. "Curve Negotiation of Rail Vehicle in Connection with Gauge Widening and Steering Trucks." Proceedings of the Transportation and Logistics Conference 2001.10 (2001): 35–40. http://dx.doi.org/10.1299/jsmetld.2001.10.35.

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Che, T., Y. F. Gou, J. Zheng, R. X. Sun, D. B. He, and Z. G. Deng. "Enhanced Maglev Performance by Field Cooling for HTS Maglev System in Curve Negotiation." Journal of Superconductivity and Novel Magnetism 27, no. 10 (June 7, 2014): 2211–16. http://dx.doi.org/10.1007/s10948-014-2596-y.

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MITOBE, Hiroshi, Katsuya TANIFUJI, and Hitoshi SOMA. "Curve Negotiation of Rail Vehicle with Control of Car Body Tilting : Speed-up on Curved Track Using Feedback Control." Proceedings of Conference of Hokuriku-Shinetsu Branch 2002.39 (2002): 157–58. http://dx.doi.org/10.1299/jsmehs.2002.39.157.

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43

Bao, Yulong, Huoyue Xiang, and Yongle Li. "A dynamic analysis scheme for the suspended monorail vehicle–curved bridge coupling system." Advances in Structural Engineering 23, no. 8 (January 20, 2020): 1728–38. http://dx.doi.org/10.1177/1369433219900302.

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Based on the rigid–flexible coupling method, an original scheme for the dynamic analysis of the vehicle–bridge interaction between suspended monorail trains and horizontally curved bridges is proposed. Considering the compression deformation and contact model of walking tire and guiding tire, the geometric and mechanical coupling relationships between vehicle and bridge are studied, and the dynamic equations of suspended monorail vehicle–bridge interaction are derived. A vehicle–curved bridge coupling vibration system is established according to transformable relationship between the local coordinate system and the global coordinate system in SIMPACK. Considering a curved bridge under passage of suspended monorail vehicles as an example, the influences of critical system parameters, such as the superelevation, vehicle speed, and bridge curve radius, on the dynamic responses of vehicles and the curved bridge are explored. It is shown that the direction of the yawing moment of the front bogie is in accordance with the turning direction of the vehicle, while the yawing moment of the rear bogie is in the opposite direction. The superelevation has great influence on the lateral guiding force and vertical walking force of vehicle, and vehicle speed is a key factor to the running safety of suspended monorail vehicle. In addition, the curve negotiation ability of vehicle is better with the increase in bridge curve radius.

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Shibo, Wang, Mao Yong, Teng Bing, and Pan Li. "Modeling and simulating of center plate torsion behavior during bogie curve and turnout negotiation." Journal of Mechanical Science and Technology 28, no. 7 (July 2014): 2723–32. http://dx.doi.org/10.1007/s12206-014-0629-x.

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Shi, Huailong, Liang Wang, Brynne Nicolsen, and Ahmed A. Shabana. "Integration of geometry and analysis for the study of liquid sloshing in railroad vehicle dynamics." Proceedings of the Institution of Mechanical Engineers, Part K: Journal of Multi-body Dynamics 231, no. 4 (March 1, 2017): 608–29. http://dx.doi.org/10.1177/1464419317696418.

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A new continuum-based liquid sloshing approach that accounts for the effect of complex fluid and tank-car geometry on railroad vehicle dynamics is developed in this investigation. A unified geometry/analysis mesh is used from the outset to examine the effect of liquid sloshing on railroad vehicle dynamics during curve negotiation and during the application of electronically controlled pneumatic (ECP) brakes that produce braking forces uniformly and simultaneously across all cars. Using a non-modal approach, the geometry of the tank-car and fluid is accurately defined, a continuum-based fluid constitutive model is employed, and a fluid-tank contact algorithm is developed. The liquid sloshing model is integrated with a three-dimensional multibody system (MBS) railroad vehicle algorithm which accounts for the nonlinear wheel/rail contact. The three-dimensional wheel/rail contact force formulation used in this study accounts for the longitudinal, lateral, and spin creep forces that influence the vehicle stability. In order to examine the effect of the liquid sloshing on the railroad vehicle dynamics during curve negotiation, a general and precise definition of the outward inertia force is defined, and in order to correctly capture the fluid and tank-car geometry, the absolute nodal coordinate formulation (ANCF) is used. The balance speed and centrifugal effects in the case of tank-car partially filled with liquid are studied and compared with the equivalent rigid body model in curve negotiation and braking scenarios. In particular, the results obtained in the case of the ECP brake application of two freight car model are compared with the results obtained when using conventional braking. The traction analysis shows that liquid sloshing has a significant effect on the load distribution between the front and rear trucks. A larger coupler force develops when using conventional braking compared with ECP braking, and the liquid sloshing contributes to amplifying the coupler force in the ECP braking case compared to the equivalent rigid body model which does not capture the fluid nonlinear inertia effects. Furthermore, the results obtained in this study show that liquid sloshing can exacerbate the unbalance effects when the rail vehicle negotiates a curve at a velocity higher than the balance speed.

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Nakajima, Toshihisa, Christofer Feldmeier, and Hiroyuki Sugiyama. "Flexible moving track model for curve negotiation analysis of railroad vehicles with rail roll deflection." Proceedings of the Institution of Mechanical Engineers, Part K: Journal of Multi-body Dynamics 230, no. 1 (March 30, 2015): 85–98. http://dx.doi.org/10.1177/1464419315577501.

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47

Zeng, Xiaohui, Han Wu, Jiang Lai, and Hongzhi Sheng. "Hunting stability of high-speed railway vehicles on a curved track considering the effects of steady aerodynamic loads." Journal of Vibration and Control 22, no. 20 (August 9, 2016): 4159–75. http://dx.doi.org/10.1177/1077546315571986.

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Aerodynamic loads may have effects on the hunting stability, and the factor of curved track makes it more complicated. Therefore, considering the steady aerodynamic loads generated by crosswind and airflow in the opposite advancing direction of train, the hunting stability of high-speed railway vehicle on a curved track is studied in this paper. The changes of gravitational restoring force and creep coefficients which are caused by aerodynamic loads are considered, and the change of equilibrium position due to aerodynamic loads, centrifugal force and the factor of curved track is also in consideration. A mathematical model of a high-speed railway vehicle during curve negotiation with aerodynamic loads is set up. A program based on the model is written and verified. Using this program, the linear critical speed considering the effects of aerodynamic loads is determined by the eigenvalue analysis. This paper investigates the critical speeds in three aerodynamic conditions. Considering the aerodynamic loads, the dependence of critical speed on curve radius and super-elevation is analyzed, and the impact of aerodynamic loads on instability mode is analyzed as well. In addition, this paper obtains the dominant factors affecting critical speed and the variation tendency of critical speed with primary longitudinal stiffness by orthogonal experiments. The results show that the critical speed decreases or increases while the wind is blowing to outer rail or inner rail respectively. The aerodynamic loads produce obvious effects on the instability mode. The variation tendency of critical speed dependence on curve radius in the conditions with aerodynamic loads keeps consistent with the case without aerodynamic loads. It is seen from the orthogonal experiments that, aerodynamic loads and curve radius are the dominant factors affecting linear critical speed of vehicle on a curved track, and the linear critical speed decreases with the increasing of primary longitudinal stiffness.

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48

Grenčík, Juraj, and Yoshihiro Suda. "Enhanced Curving Performance of Unsymmetric Suspension Trucks with Semiactive Control Concept Even under Acting Traction/Brake Torque." Journal of Robotics and Mechatronics 7, no. 4 (August 20, 1995): 324–28. http://dx.doi.org/10.20965/jrm.1995.p0324.

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In this paper, dynamic behavior of rail vehicles during curve negotiation when traction or brake torque is applied has been studied. Vehicles with conventional symmetric trucks are compared to those with the recently proposed trucks having longitudinally unsymmetric suspension characteristics. Computer simulations using full car body models considering non-linear characteristics of the contact force between wheel and rail are performed. Wheel lateral displacement and wheel attack angle are calculated to describe curving performance under different speed, curve radius, and vehicle load. Under the same curve conditions, wheel lateral displacement is considerably smaller and wheel attack angle is almost zero within wide range of torque, while growing from higher value in case of conventional truck design. Consequently, enhanced curving performance of new unsymmetric trucks even under acting traction/braking torque is proved.

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Levison, William H. "Interactive Highway Safety Design Model: Issues Related to Driver Modeling." Transportation Research Record: Journal of the Transportation Research Board 1631, no. 1 (January 1998): 20–27. http://dx.doi.org/10.3141/1631-04.

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The Federal Highway Administration has undertaken a multiyear project to develop the Interactive Highway Safety Design Model (IHSDM), which is a set of software tools to analyze candidate highway geometric designs from a safety standpoint. The IHSDM is envisioned to contain five analysis tools or “modules”: (1) policy review, (2) design consistency, (3) accident analysis, (4) traffic analysis, and (5) driver/vehicle analysis. The structure of the driver/vehicle module is reviewed, with emphasis on the driver component. Modeling issues regarding decision and control are discussed. Major issues include (1) perceptual and decision processes in planning speed and path profiles during curve approach and curve negotiation, and (2) nonlinear versus linear aspects of control.

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Kim, Jung Seok, and Nam Po Kim. "Structural Assessment for Bogie Frame of 180km/h Korean Tilting Train." Key Engineering Materials 297-300 (November 2005): 345–50. http://dx.doi.org/10.4028/www.scientific.net/kem.297-300.345.

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This paper has performed the fatigue strength evaluation for the bogie frame of Korean tilting train. In order to verify the structural safety of the bogie frame, we firstly investigated the loading condition imposed on the bogie frame. The bogie frame of the tilting train is exposed to the more severe loadings compared with the conventional one because of the tilting of the carbody and the high-speed curve negotiation. We have conducted some multi-body dynamic analyses to extract the load condition by tilting on curve. The finite element analysis is used to obtain the stress distribution. Through this study, we could make sure the safety of the tilting bogie frame.

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