Academic literature on the topic 'Drive's theory'

In modern closed-loop controlled electric drives used in manufacturing, the use of speed, current, torque, and other technological variable sensors is required. In some cases, indirect estimation of the electric drive state vector is required, when the use of technological parameter sensors (primarily speed sensors) is difficult or impossible. One of the problems is the length of the information cable in the feedback channel from the actuator to the power converter, which makes it difficult to use direct measurement methods. There are also difficulties in using sensors in an aggressive environment. For example, in the coal mining industry, electric motors or the entire electric drive are often located in an explosion-proof enclosure, and installing additional sensors will require expensive modernization of the entire system. State observers in sensorless electric drives allow restoring unmeasurable state vector components based on measured electrical signals in the power converters of the electric drive. From the perspective of a closed-loop controlled electric drive system, the main feedback is the feedback on the angular rotation frequency. Electric drives based on separately excited DC motors (SEDC) are simpler to investigate and implement such systems. The linearized mathematical model of an SEDC contains a relatively smaller number of differential equations compared to variable frequency drives due to the presence of independent channels for forming magnetic flux in the air gap and electromagnetic torque, which simplifies the analysis and synthesis of sensorless control systems using speed observers. Researching the observer of angular rotation for DC electric drives allows for developing design skills on a simpler system before moving on to variable frequency drives. Research in this area for both DC and AC electric drives is promising because it allows for an increased range of regulation and accuracy of the output coordinate in sensorless electric drives at the required level. This article is dedicated to the study of the properties of speed observers for DC electric drives with independent excitation of various structures. Aim of research Analysis of rotation frequency observer structure in DC motor drives with error reduction based on the proportional principle. Research methods Theoretical and experimental research methods were used in this study. Theoretical methods included the theory of automatic control, state observer theory, theory of electric drives, theory of electric machines, mathematical modeling, systems of differential equations, Laplace transforms, and numerical methods for solving differential equations. Experimental studies were conducted on a software-hardware complex, where the genetic algorithm method was used to identify the parameters of the electric machine equivalent circuit. Results Analytical expression for the characteristic equation roots for the investigated structure of the DC motor drive's speed observer was obtained. Based on this expression, stability criteria and trends in changes of the quality indicators for the angular velocity estimation were determined with varying observer coefficients.

Purpose – The paper aims to propose a new type of three-phase quasi-Z-source indirect matrix converter (QZSIMC) to extend the voltage gain for application in the induction motor drives. Design/methodology/approach – A unique H-shape quasi-Z-source network is connected between the three-phase voltage source and traditional indirect matrix converter to achieve the voltage boost and buck in a single-stage power conversion. The complete space vector modulation (SVM) method is proposed to control the proposed QZSIMC. The output voltage amplitude of quasi-Z-source network can be boosted by the shoot-through of the front-end rectifier, so the whole system's voltage gain is extended. Meanwhile, the QZSIMC modeling and quasi-Z-source impedance parameter design are developed by using the state space averaging method. The design-oriented analysis based on small signal model is used to investigate the quasi-Z-source impedance parameter's impact on the QZSIMC's dynamic performance. A simulated application example employs a 4-kW induction motor drive to verify the proposed QZSIMC, the developed modulation method and parameter design method. Findings – The proposed QZSIMC can achieve high voltage gain larger than one and also can fulfill buck function, which widens the induction motor drive's operation range. The simulation results verify the proposed QZSIMC and SVM and also validate the quality performance of the proposed induction motor drive and all theoretical analysis and parameter design method. Originality/value – The proposed QZSIMC effectively overcomes the limitation of traditional indirect matrix converter, through extending the voltage gain larger than one. The systematic principle, analysis, parameter design, and simulation verification provide the proposed QZSIMC with a feasible approach in practical induction motor drive applications.

In order to capture the driver’s attitude and preference towards risk during the decision-making process, this paper establishes a parking choice model considering driver heterogeneity based on the cumulative prospect theory. This research innovatively considers the influence of the unreliability of cruise time on drivers’ parking choice behavior and adds the psychological cost of drivers’ anxiety caused by lateness into the model. At the same time, according to the driver’s parking preference for parking, the latent category model is used to divide the driver into time-sensitive and money-sensitive categories. This paper analyzes the influence of unreliable cruising time on drivers’ parking choice behavior and finds that drivers have the characteristics of overestimating high-probability events and underestimating low-probability events in the decision-making process. By comparing the parking choice results of rational and irrational drivers, it is found that the model considering the risk attitude of drivers in the decision-making process is more in line with reality.

Online motorcycle taxi drivers are a group of people who are economically affected by the Covid-19 pandemic. This study aimed to provide a balanced choice strategy for drivers and companies. Game theory was applied to conflict of interest situations as a research method. Choices for online transportation companies and drivers are analyzed and arranged in a payoff table until they reach the saddle point. Simulation software as an illustration of a balanced model. This research resulted in driver diligence and incentive strategies as optimal strategies for drivers and companies. If drivers improve performance by choosing a driver diligence strategy, the driver's expectations of getting incentives will be more realistic. Meanwhile, for the company, when the driver's diligence increases, the choice of providing incentives will provide balanced benefits as well.

In order to study the gaze behavior characteristics of drivers in mountainous road sections with limited sight distance, the real vehicle test is carried out by using Smart Eye Pro 5.7 noninvasive eye tracker. Combined with the sight distance change rate theory, 6 typical test representative mountainous sections are selected to study the gaze distribution law and gaze duration of drivers in different mountainous sections. The research shows that when the driver drives on the test section with the most unfavorable sight distance of 44 m, 50 m, and 56 m, the fixation characteristics of “from far to near” are significant, and the long fixation duration accounts for a large proportion of the driver. When the driver drives on the section with the most unfavorable sight distance of more than 70 m, i.e., the sight distance change rate of less than 1.33, the fixation characteristics of “from far to near” disappear. The driver’s fixation stability increases, the fixation freedom increases, and the proportion of medium and long fixation duration decreases. The data analysis provides a theoretical basis for drivers to pass safely in mountainous sections.

The aim of the article is to show practical and theoretical issues related to the driver's working time in everyday practice. The article lists legal acts regulating the working time of professional drivers. Rules regarding this matter were discussed. Examples of devices designed to record driver activity are shown. The research part includes the results of the analysis of an anonymous questionnaire concerning violation of regulations in the field of driver's working hours.

In order to study the driver's decision-making behaviors of the conflict vehicles in non-signalized intersection, according to time refinement, the driver's personality factors and the relative potential factors in the different strategies which affect the driver to make decisions, Based on the dynamic reduplicate game theory, the utility function of the driver's behaviors was built up. As the decision-making behavior by the driver in the process of cross-road, analyzing the different combination of the utility of the driver's decision-making behavior, Nash equilibrium was existed in a single game process, and the driver's optimal decision behaviors in a dynamic game was obtained. The illustration shows that impulse drivers in the decision-making period of time are more willing to choose to accelerate the first strategy; mild drivers prefer to choose acceleration strategy or uniform strategy; cautious drivers prefer to choose to uniform or deceleration strategy.

Purpose – Total artificial hearts (TAHs) are required for the treatment of cardiovascular diseases. In order to replace the native heart a TAH must provide a sufficient perfusion of the human body, prevent blood damage and meet the implantation constraints. Until today there is no TAH on the market which meets all constraints. So the purpose of this paper is to design a drive in such a way that the operated TAH meets all predefined constraints. Design/methodology/approach – The drive is designed in terms of weight and electric losses. In setting up a cost function containing those constraints, the drive design can be included in a optimization process. When reaching the global minimum of the cost function the optimum drive design is found. In this paper the optimization methods manual parameter variation and differential evolution are applied. Findings – At the end of the optimization process the drive's weight amounts to 460 g and its mean losses sum up to 10 W. This design meets all predefined constraints. Further it is proposed to start the optimization process with a parameter variation to reduce the amount of optimization parameters for the time consuming differential evolution algorithm. Practical implications – This TAH has the potential to provide a therapy for all patients suffering from cardiovascular diseases as it is independent of donor organs. Originality/value – The optimization-based design process yields an optimum drive for a TAH in terms of weight and electrical losses. In this way a TAH is developed which meets all implantation constraints and provides sufficient perfusion of the human body at the same time.

To satisfy the preference of each driver, the development of a Lane-Keeping Assistance (LKA) system that can adapt to individual drivers has become a research hotspot in recent years. However, existing studies have mostly relied on the assumption that the LKA characteristic aligned with the driver’s preference is consistent with this driver’s naturalistic driving characteristic. Nevertheless, this assumption may not always hold true, causing limitations to the effectiveness of this method. This paper proposes a novel method for a Driver-Adaptive Lane-Keeping Assistance (DALKA) system based on drivers’ real preferences. First, metrics are extracted from collected naturalistic driving data using action point theory to describe drivers’ naturalistic driving characteristics. Then, the subjective and objective evaluation method is introduced to obtain the real preference of each test driver for the LKA system. Finally, machine learning methods are employed to train a model that relates naturalistic driving characteristics to the drivers’ real preferences, and the model-predicted preferences are integrated into the DALKA system. The developed DALKA system is then subjectively evaluated by the drivers. The results show that our DALKA system, developed using this method, can enhance or maintain the subjective evaluations of the LKA system for most drivers.

The proportion of older drivers has increased with the aging population. In order to improve the driving behavior and safety of older drivers, we aim to analyze behavior differences between older and younger drivers and then study an improvement strategy based on the older drivers’ behavioral characteristics. Older drivers’ behaviors can be enhanced through training, thereby improving driving safety. Simulated scenarios for behavior analysis and training are constructed for drivers who are recruited from the general driving population. Data on the drivers’ eye movement, physiological and psychological conditions, operation behavior, and vehicle status are collected and analyzed. The theory of planned behavior is adopted to construct a driving behavior enhancement training model for older drivers. Finally, a structural equation model is developed to comprehend the relationship between training level, driver characteristics, and traffic safety. The ability and speed of older drivers to obtain traffic information is worse than those of young and middle-aged drivers, and the vehicle control capability of older drivers has a larger volatility. The driving behavior training model can improve older drivers’ driving stability and safety, as follows: the positive effect of training on driving behavioral improvement is larger than the negative effect of aging; the negative effect of training level on dangerous driving tendency is larger than the positive effect of driver’s aging. The driving behavior of older drivers should be improved for the safety and stability of driving operations through the PNE (perceived-norm-execution) model. The relationship between training level, driving behavior characteristics, and traffic safety is discussed using the structural equation model, and results show that the training can improve the effect of the drivers’ age on the characteristics of driving behavior, and that older drivers tend to decrease dangerous driving tendencies.

En 1998, dans son livre intitulé Canguilhem et les normes, le philosophe G. Le Blanc affirme que la création d'un problème ne consiste pas à « inventer de toutes pièces un nouveau problème mais plutôt [à] rouvrir un ancien problème résolu », opération intellectuelle qui revient à « déplacer le problème du questionné au non questionné, du pensé à l'impensé ». En nous laissant guider par ce précepte d'inspiration canguilhemienne, cette thèse doctorale examine de façon critique l'histoire de la formation intellectuelle de Freud et les fondements de l'épistémologie freudienne, problème déjà « clos » depuis les travaux pionniers de S. Bernfeld, F. Wittels, M. Dorer et E. Jones, parmi d'autres, et depuis les études contemporaines de P.-L. Assoun. Notre objectif est d'y analyser l'influence clandestine ou souterraine, mais bien déterminante, du vitalisme, doctrine biomédicale des XVIIIe et XIXe siècles dont la présence dans l'histoire de la pensée freudienne est d'autant plus frappante qu'elle en a été radicalement exclue au profit du primat sans entrave du physicalisme de ladite « École de Helmholtz ». Eu égard à l'inexistence d'évidences empiriques et de références directes de la part de Freud qui permettraient d'établir son rapport au vitalisme, cette recherche essaie de construire ce lien sur la base d'un examen soigneux du contexte historique et épistémologique dans lequel les concepts majeurs de la psychanalyse évoluèrent, particulièrement celui de pulsion {Trieb}. Nous soulignons leurs parallélismes et leurs isomorphismes avec les concepts cruciaux du vitalisme, comme ceux de force vitale ou de principe vital, mais nous soulignons de plus - et c'est notre hypothèse fondamentale - que le projet freudien d'édifier une théorie énergétique du psychisme constitue une tentative d'articulation des registres du vivant et de l'humain et, de ce point de vue, une réponse à la question philosophique et scientifique par excellence qui selon G. Canguilhem s'est posée au XIXe siècle, à savoir « Qu'est-ce que la vie ? ». La première partie de notre recherche est consacrée à essayer de briser le mythe du « Freud mécaniste » et à démontrer que l'interrogation philosophico-biologique sur la nature du vivant est toujours à l'arrière-plan des préoccupations théoriques des penseurs physicalistes et matérialistes qui influencèrent Freud au cours du XIXe siècle. Deuxièmement, nous essayons de rouvrir les rapports de Freud à la Naturphilosophie et à la Médecine Romantique afin de rendre intelligibles les axes cruciaux de ses préoccupations d'ordre vitaliste concernant la pulsionnalité du vivant humain, ainsi que les enjeux théoriques de ses rapports à Darwin, à Goethe et à Fliess, penseurs autour desquels tournent les interrogations philosophiques de Freud concernant la nature de la vie. S'appuyant sur la déclaration de Freud qu'une « vision dualiste élémentaire » constitue l'exigence épistémologique par excellence de sa métapsychologie, la deuxième et dernière partie de notre recherche est consacrée à la construction des liens conceptuels - et à la recherche des incidences clandestines - entre les dualismes pulsionnels de Freud et les théories vitalistes, également dualistes, de Stahl et de Bichat d'abord et de Cl. Bernard ensuite. Dans cette partie de notre recherche, nous tentons de montrer que la conception freudienne de la vie, issue de son point de vue énergétique sur le psychisme, est fondée paradoxalement sur une prééminence des phénomènes de destruction et de mort, tout comme dans les vitalismes des physiologistes allemand et français susmentionnés. Cela nous conduit à formuler l'existence d'une « théorie de la vie » dans la pensée de Freud, théorie dans laquelle celle-ci est conçue comme une sorte de dé-vivre ou comme un certain devenir anti-vital inéluctable, et dont les termes de « vie » et de « mort », de « création » et de « destruction », loin de constituer les termes d'un antagonisme, deviennent les composants d'une unité ontologique
In 1998, in his book entitled "Canguilhem et les normes", the philosopher G. Le Blanc asserts that the creation of a problem does not consist in "inventing a new problem with brand-new elements but rather [in] reopening an old, solved problem", an intellectual procedure which amounts to "moving the problem from the questioned to the unquestioned, from the thought to the unthought". Letting ourselves be guided by this precept of Canguilhemian inspiration, this doctoral thesis critically examines the history of Freud's intellectual training and the foundations of Freudian epistemology, a problem already "closed" since the pioneering works of S. Bernfeld , F. Wittels, M. Dorer and E. Jones, among others, and since the contemporary studies of P.-L. Assoun. Our aim is to analyze the clandestine or the underlaying, but determining effects of vitalism, the biomedical doctrine of the 18th and 19th centuries whose presence in the history of Freudian thought is even more striking because it has been radically excluded from it in favor of the unfettered primacy of physicalism of the so-called "School of Helmholtz". Given the lack of empirical evidences and direct references from Freud which would allow us to establish his relationship to vitalism, this research will try to build this link on the basis of a careful examination of the historical and epistemological context in which the main concepts of psychoanalysis evolved, particularly that of drive {Trieb}. We emphasize their parallelisms and their isomorphisms with the crucial concepts of vitalism, such as those of vital force or vital principle, but we also emphasize - and this is our fundamental hypothesis - that the Freudian project of building an energetic theory of psychic processes represents an attempt to articulate the living and the human fields, and, from this point of view, an answer to the main philosophical and scientific question which, according to G. Canguilhem, was formulated in the 19th century, namely "What is life?". The first part of our research is devoted to trying to explode the myth of the "mechanist Freud" and to demonstrate that the philosophical-biological questioning about living beings' nature was always underlaying in the theoretical concerns of the physicalist and materialist thinkers who influenced Freud during the 19th century. Secondly, we try to reopen Freud's relationship to Naturphilosophie and Romantic Medicine, to make intelligible the crucial axes of his vitalist concerns regarding the drive's dimension of human beings, as well as the theoretical issues of his relationship to Darwin, Goethe and Fliess, thinkers around which Freud's philosophical questions concerning the nature of life turned. Considering Freud's statement that an "elementary dualistic vision" constitutes the main epistemological requirement of his metapsychology, the second and last part of our research is devoted to the construction of the conceptual links - and to the search for clandestine implications - between Freud's drive dualistic theories and the equally dualistic vitalist theories of Stahl and Bichat first, and then of Cl. Bernard. In this part of the research, we try to show that the Freudian conception of life, rising from his energetic point of view on the psyche, is paradoxically based on a preeminence of the phenomena of destruction and death, just like in the vitalisms of the German and French physiologists. This leads us to formulate the existence of a sort of "life's theory" in Freud's thinking, theory in which life is conceived as a kind of dis-living or as a certain inevitable anti-vital becoming, and in which the terms of "life" and "death", "creation" and "destruction'", far from represent the terms of an antagonism, become the components of an ontological unity

Newly licensed drivers on a provisional or intermediate licence have the highest crash risk when compared with any other group of drivers. In comparison, learner drivers have the lowest crash risk. Graduated driver licensing is one countermeasure that has been demonstrated to effectively reduce the crashes of novice drivers. This thesis examined the graduated driver licensing systems in two Australian states in order to better understand the behaviour of learner drivers, provisional drivers and the supervisors of learner drivers. By doing this, the thesis investigated the personal, social and environmental influences on novice driver behaviour as well as providing effective baseline data against which to measure subsequent changes to the licensing systems. In the first study, conducted prior to the changes to the graduated driver licensing system introduced in mid-2007, drivers who had recently obtained their provisional licence in Queensland and New South Wales were interviewed by telephone regarding their experiences while driving on their learner licence. Of the 687 eligible people approached to participate at driver licensing centres, 392 completed the study representing a response rate of 57.1 per cent. At the time the data was collected, New South Wales represented a more extensive graduated driver licensing system when compared with Queensland. The results suggested that requiring learners to complete a mandated number of hours of supervised practice impacts on the amount of hours that learners report completing. While most learners from New South Wales reported meeting the requirement to complete 50 hours of practice, it appears that many stopped practising soon after this goal was achieved. In contrast, learners from Queensland, who were not required to complete a specific number of hours at the time of the survey, tended to fall into three groups. The first group appeared to complete the minimum number of hours required to pass the test (less than 26 hours), the second group completed 26 to 50 hours of supervised practice while the third group completed significantly more practice than the first two groups (over 100 hours of supervised practice). Learner drivers in both states reported generally complying with the road laws and were unlikely to report that they had been caught breaking the road rules. They also indicated that they planned to obey the road laws once they obtained their provisional licence. However, they were less likely to intend to comply with recommended actions to reduce crash risk such as limiting their driving at night. This study also identified that there were relatively low levels of unaccompanied driving (approximately 15 per cent of the sample), very few driving offences committed (five per cent of the sample) and that learner drivers tended to use a mix of private and professional supervisors (although the majority of practice is undertaken with private supervisors). Consistent with the international literature, this study identified that very few learner drivers had experienced a crash (six per cent) while on their learner licence. The second study was also conducted prior to changes to the graduated driver licensing system and involved follow up interviews with the participants of the first study after they had approximately 21 months driving experience on their provisional licence. Of the 392 participants that completed the first study, 233 participants completed the second interview (representing a response rate of 59.4 per cent). As with the first study, at the time the data was collected, New South Wales had a more extensive graduated driver licensing system than Queensland. For instance, novice drivers from New South Wales were required to progress through two provisional licence phases (P1 and P2) while there was only one provisional licence phase in Queensland. Among the participants in this second study, almost all provisional drivers (97.9 per cent) owned or had access to a vehicle for regular driving. They reported that they were unlikely to break road rules, such as driving after a couple of drinks, but were also unlikely to comply with recommended actions, such as limiting their driving at night. When their provisional driving behaviour was compared to the stated intentions from the first study, the results suggested that their intentions were not a strong predictor of their subsequent behaviour. Their perception of risk associated with driving declined from when they first obtained their learner licence to when they had acquired provisional driving experience. Just over 25 per cent of participants in study two reported that they had been caught committing driving offences while on their provisional licence. Nearly one-third of participants had crashed while driving on a provisional licence, although few of these crashes resulted in injuries or hospitalisations. To complement the first two studies, the third study examined the experiences of supervisors of learner drivers, as well as their perceptions of their learner’s experiences. This study was undertaken after the introduction of the new graduated driver licensing systems in Queensland and New South Wales in mid- 2007, providing insights into the impacts of these changes from the perspective of supervisors. The third study involved an internet survey of 552 supervisors of learner drivers. Within the sample, approximately 50 per cent of participants supervised their own child. Other supervisors of the learner drivers included other parents or stepparents, professional driving instructors and siblings. For two-thirds of the sample, this was the first learner driver that they had supervised. Participants had provided an average of 54.82 hours (sd = 67.19) of supervision. Seventy-three per cent of participants indicated that their learners’ logbooks were accurate or very accurate in most cases, although parents were more likely than non-parents to report that their learners’ logbook was accurate (F (1,546) = 7.74, p = .006). There was no difference between parents and non-parents regarding whether they believed the log book system was effective (F (1,546) = .01, p = .913). The majority of the sample reported that their learner driver had had some professional driving lessons. Notwithstanding this, a significant proportion (72.5 per cent) believed that parents should be either very involved or involved in teaching their child to drive, with parents being more likely than non-parents to hold this belief. In the post mid-2007 graduated driver licensing system, Queensland learner drivers are able to record three hours of supervised practice in their log book for every hour that is completed with a professional driving instructor, up to a total of ten hours. Despite this, there was no difference identified between Queensland and New South Wales participants regarding the amount of time that they reported their learners spent with professional driving instructors (X2(1) = 2.56, p = .110). Supervisors from New South Wales were more likely to ensure that their learner driver complied with the road laws. Additionally, with the exception of drug driving laws, New South Wales supervisors believed it was more important to teach safety-related behaviours such as remaining within the speed limit, car control and hazard perception than those from Queensland. This may be indicative of more intensive road safety educational efforts in New South Wales or the longer time that graduated driver licensing has operated in that jurisdiction. However, other factors may have contributed to these findings and further research is required to explore the issue. In addition, supervisors reported that their learner driver was involved in very few crashes (3.4 per cent) and offences (2.7 per cent). This relatively low reported crash rate is similar to that identified in the first study. Most of the graduated driver licensing research to date has been applied in nature and lacked a strong theoretical foundation. These studies used Akers’ social learning theory to explore the self-reported behaviour of novice drivers and their supervisors. This theory was selected as it has previously been found to provide a relatively comprehensive framework for explaining a range of driver behaviours including novice driver behaviour. Sensation seeking was also used in the first two studies to complement the non-social rewards component of Akers’ social learning theory. This program of research identified that both Akers’ social learning theory and sensation seeking were useful in predicting the behaviour of learner and provisional drivers over and above socio-demographic factors. Within the first study, Akers’ social learning theory accounted for an additional 22 per cent of the variance in learner driver compliance with the law, over and above a range of socio-demographic factors such as age, gender and income. The two constructs within Akers’ theory which were significant predictors of learner driver compliance were the behavioural dimension of differential association relating to friends, and anticipated rewards. Sensation seeking predicted an additional six per cent of the variance in learner driver compliance with the law. When considering a learner driver’s intention to comply with the law while driving on a provisional licence, Akers’ social learning theory accounted for an additional 10 per cent of the variance above socio-demographic factors with anticipated rewards being a significant predictor. Sensation seeking predicted an additional four per cent of the variance. The results suggest that the more rewards individuals anticipate for complying with the law, the more likely they are to obey the road rules. Further research is needed to identify which specific rewards are most likely to encourage novice drivers’ compliance with the law. In the second study, Akers’ social learning theory predicted an additional 40 per cent of the variance in self-reported compliance with road rules over and above socio-demographic factors while sensation seeking accounted for an additional five per cent of the variance. A number of Aker’s social learning theory constructs significantly predicted provisional driver compliance with the law, including the behavioural dimension of differential association for friends, the normative dimension of differential association, personal attitudes and anticipated punishments. The consistent prediction of additional variance by sensation seeking over and above the variables within Akers’ social learning theory in both studies one and two suggests that sensation seeking is not fully captured within the non social rewards dimension of Akers’ social learning theory, at least for novice drivers. It appears that novice drivers are strongly influenced by the desire to engage in new and intense experiences. While socio-demographic factors and the perception of risk associated with driving had an important role in predicting the behaviour of the supervisors of learner drivers, Akers’ social learning theory provided further levels of prediction over and above these factors. The Akers’ social learning theory variables predicted an additional 14 per cent of the variance in the extent to which supervisors ensured that their learners complied with the law and an additional eight per cent of the variance in the supervisors’ provision of a range of practice experiences. The normative dimension of differential association, personal attitudes towards the use of professional driving instructors and anticipated rewards were significant predictors for supervisors ensuring that their learner complied with the road laws, while the normative dimension was important for range of practice. This suggests that supervisors who engage with other supervisors who ensure their learner complies with the road laws and provide a range of practice to their own learners are more likely to also engage in these behaviours. Within this program of research, there were several limitations including the method of recruitment of participants within the first study, the lower participation rate in the second study, an inability to calculate a response rate for study three and the use of self-report data for all three studies. Within the first study, participants were only recruited from larger driver licensing centres to ensure that there was a sufficient throughput of drivers to approach. This may have biased the results due to the possible differences in learners that obtain their licences in locations with smaller licensing centres. Only 59.4 per cent of the sample in the first study completed the second study. This may be a limitation if there was a common reason why those not participating were unable to complete the interview leading to a systematic impact on the results. The third study used a combination of a convenience and snowball sampling which meant that it was not possible to calculate a response rate. All three studies used self-report data which, in many cases, is considered a limitation. However, self-report data may be the only method that can be used to obtain some information. This program of research has a number of implications for countermeasures in both the learner licence phase and the provisional licence phase. During the learner phase, licensing authorities need to carefully consider the number of hours that they mandate learner drivers must complete before they obtain their provisional driving licence. If they mandate an insufficient number of hours, there may be inadvertent negative effects as a result of setting too low a limit. This research suggests that logbooks may be a useful tool for learners and their supervisors in recording and structuring their supervised practice. However, it would appear that the usage rates for logbooks will remain low if they remain voluntary. One strategy for achieving larger amounts of supervised practice is for learner drivers and their supervisors to make supervised practice part of their everyday activities. As well as assisting the learner driver to accumulate the required number of hours of supervised practice, it would ensure that they gain experience in the types of environments that they will probably encounter when driving unaccompanied in the future, such as to and from education or work commitments. There is also a need for policy processes to ensure that parents and professional driving instructors communicate effectively regarding the learner driver’s progress. This is required as most learners spend at least some time with a professional instructor despite receiving significant amounts of practice with a private supervisor. However, many supervisors did not discuss their learner’s progress with the driving instructor. During the provisional phase, there is a need to strengthen countermeasures to address the high crash risk of these drivers. Although many of these crashes are minor, most involve at least one other vehicle. Therefore, there are social and economic benefits to reducing these crashes. If the new, post-2007 graduated driver licensing systems do not significantly reduce crash risk, there may be a need to introduce further provisional licence restrictions such as separate night driving and peer passenger restrictions (as opposed to the hybrid version of these two restrictions operating in both Queensland and New South Wales). Provisional drivers appear to be more likely to obey some provisional licence laws, such as lower blood alcohol content limits, than others such as speed limits. Therefore, there may be a need to introduce countermeasures to encourage provisional drivers to comply with specific restrictions. When combined, these studies provided significant information regarding graduated driver licensing programs. This program of research has investigated graduated driver licensing utilising a cross-sectional and longitudinal design in order to develop our understanding of the experiences of novice drivers that progress through the system in order to help reduce crash risk once novice drivers commence driving by themselves.

Young drivers are over represented in traffic crashes throughout the world and despite considerable efforts to date, there is still considerable work to be undertaken to develop interventions that will aid in the reduction of this road trauma. Historically, road safety research has been more focused on evaluative research rather than the application of theory and this has effects on the success of interventions. This research used a well supported social psychological theory (Theory of Planned Behavior [TPB]) to investigate the relationship between attitudes and behavior in young drivers with a view to determining if there was an opportunity to move towards acceptable and appropriate interventions to reduce young drivers' involvement in traffic crashes.

Safety is an important aspect of ethical, socially responsible logistics. Current U.S. motor carrier (MC) safety research topical coverage includes the effects of individual and environmental influences, carrier safety management, and regulatory compliance on carrier safety and driver fatigue/safety performance. Interestingly, little research on the subject of truck drivers' safety attitudes and behaviors exists and the underlying decision-making processes that guide drivers' safety-related behaviors have received little attention. Furthermore, researchers have not provided an integrated framework that explains individual, organizational, and regulatory factors' impact on drivers' safety decision-making and performance. Truck drivers' safety judgments, decisions, and actions must adhere to societal safety norms. To that end, ethical decision-making theory that draws from the deontological and teleological traditions in moral philosophy provides a theoretical foundation and integrated framework necessary to better understand drivers' safety decision-making processes. The current research sought to determine how drivers rely on safety norms and perceived consequences in forming safety judgments and behavioral intentions. Furthermore, the study was designed to explore how various factors (i.e., individual, organizational, and regulatory) influence drivers' safety decision-making processes. Specifically, the study sought to answer the broad question, "How do commercial motor vehicle drivers make safety-related decisions, and how do individual, organizational, and regulatory factors influence drivers' safety decision-making processes?" An experimental two-factor design (2×2) was used to manipulate safety norms (i.e., "deontologically unsafe situation" and "deontologically safe situation") and consequences (i.e., "positive consequences" and "negative consequences"). Multivariate statistical analysis revealed that drivers primarily rely on deontological evaluations in forming safety judgments. Furthermore, drivers primarily relied on safety judgments when forming behavioral intentions. Drivers' attitudes toward unsafe actions and the effectiveness of driver-related safety regulations were also influential to drivers' judgments and intentions, respectively. The empirical findings demonstrate to managers that communication and education of safety norms may be highly effective to improve safety in unique occupational contexts where employees are given high levels of responsibility with little physical supervision, and where judgment errors can have devastating consequences for multiple stakeholders.

In recent years, the concept of Authentic Leadership has become an important area of interest and study, encompassing, as it does, personal beliefs and values and how they are aligned and lived in one’s everyday leadership experience, (Cooper et al. 2005; Avolio & Gardner, 2005; Luthans & Avolio, 2003). However, whilst the literature surrounding it is ever-increasing, the concept and construct of Authentic Leadership is fragmented; complicated by different theorists’ perspectives and compounded by a lack of empirical research, particularly within the UK, (Gardner et al. 2011). Based on Novicevic et al.’s (2006) conceptualization, differentiating Authentic Leadership between its psychological and philosophical components, this research presents a new theoretical model of Authentic Leadership. A 4-factor model was developed and empirically tested using a classic psychometric approach, (Nunnally, 1978; Kline, 1979), and a 360° feedback design, as leaders have been shown to over-estimate their self-reported scores compared to subordinate and peer feedback ratings, (Atkins & Wood, 2002). Critically, the model was developed and tested using real leaders rather than students, who are generally more accessible to researchers, (Lagan, 2007). It is hypothesized that the resulting model and statistical data may therefore have greater validity and applied relevance than other comparative research in the field completed utilizing student populations with little or no, real-world leadership experience. Three UK leadership populations were employed: two business leader samples and, for the validation study, senior serving Royal Air Force officers. A 3-factor model emerged which both simplifies and unifies previous theoretical conceptualisations of Authentic Leadership. Whilst not a direct part of the research study, the author suggests that potentially, all modern leadership failures may be traced back to a deficiency in any one of these 3 ‘Pillars’ of Authentic Leadership: Self-Awareness, Self-Regulation or Ethics. Implications for Authentic Leadership Development are identified and some suggestions for future research into the field made.

The current practice for assessing driver competence performance is in-cab riding by driver managers. However, this paper investigates whether real-world driving data extracted from on-train monitoring recorders data (OTMR) can be used to assess the driver performance. A number of indicators were used to evaluate the drivers’ performance. These include: their use of the emergency bypass switch, the driver's reminder appliance as well as the driver’s reaction time. A study case illustrated the applicability of OTMR data to estimate the proposed indicators, which suggests that the indicators can be useful in the driver management system in addition to the current indicators. Furthermore, the proposed indicators could be used to tailor the driver training schemes up to their individual needs and evaluate their effectiveness. They could even be used for improving driver competence performance and reducing crash involvement by revealing potentially detrimental driving performance.DOI: http://dx.doi.org/10.4995/CIT2016.2016.3417

Racecar drivers are skilled at tracking a path, avoiding accidents, and controlling their vehicles at the limits of handling. Better understanding of how a skilled driver selects and drives a racing line, could potentially lead to a new technique for obstacle avoidance. To investigate this, the characteristics of a racecar driver’s line must be captured mathematically. This paper describes an algorithm for fitting a path to the GPS data of a driver’s racing line. A family of path primitives composed of straights, clothoids, and constant radius arcs are used to describe the racing line. The fitted paths provide a method for analyzing racing lines and the different techniques used by skilled drivers to navigate the track.

<div class="section abstract"><div class="htmlview paragraph">The challenges concerning noise, vibration, and harshness (NVH) performance in the vehicle cabin have been significantly changed by the powertrain shift from a conventional drive unit with an internal-combustion engine (ICE) to electric drive units (eAxles). However, there is few research regarding the impact of electrification on NVH considering the influence of the context such as multi-stimuli and traffic rules during a real-life driving.</div><div class="htmlview paragraph">In this study, the authors conducted test drives using EVs and ICEVs on public roads in Europe and conducted a statistical analysis of the difference in driver impression of NVH performance based on interviews during actual driving. The impression data were categorized into clusters corresponding to related phenomena or features based on driver comments. Furthermore, the vehicles data (vehicle speed, acceleration, GPS information, etc.) were recorded to associate the driver impressions with the vehicle’s conditions when the comments were made.</div><div class="htmlview paragraph">Through the statistical analysis of driver’s impression and comments, this study has revealed that the most important factor in improving the NVH marketability of EVs is the enhancement of acoustic phenomena, particularly addressing issues related to whine and whistling noises generated by eAxles. Based on the results regarding the association between a driver's impression and driving conditions, the shift to EVs expands the range of driving conditions in which the whine and whistling noises make a negative impression on drivers, specifically during acceleration and at higher vehicle speeds. Additionally, these noises are less correlated with driver feedback regarding vehicle behavior. Whereas, for achieving improvements of whine and whistling noises, the comprehensive management of the acoustic environment is indispensable, because these noises are masked by road noise and wind noise.</div></div>

Abstract Synchronous motor driven centrifugal compressors are widely used in the oil and gas industry. In evaluating the optimum selection of synchronous motor drivers for centrifugal compressors, it is important to understand the factors influencing a proper match for a centrifugal compressor and its synchronous motor driver. The buyer should specify process requirements and define possible operating scenarios for the entire life of the motor driven centrifugal compressor train. The compressor designer will use the buyer-specified process conditions to model the aerothermodynamic behavior of the compressor and characterize its performance. Performance, controllability, starting capabilities as well as the optimum power margin required for a future-oriented design must also be considered. This paper reviews the criteria for evaluating the optimal combination of a centrifugal compressor and its synchronous motor driver as an integral package. It also addresses API standard requirements on synchronous motor driven centrifugal compressors. Design considerations for optimal selection and proper sizing of compressor drivers include large starting torque requirements to enable compressor start from settle-out conditions and to prevent flaring are addressed. Start-up capabilities of the motor driver can significantly impact the reliability and operability of the compressor train. API 617 on centrifugal compressors refers to API 546 for synchronous motor drivers. In this paper, requirements of API 617 and 546 are reviewed and several important design and sizing requirements are presented. In the effort to optimize plant design, and maintain the performance requirements, the paper discusses optimization options, such as direct on-line starting method to explore the motor rating limits, and the use of synchronous motors for power factor correction to eliminate or reduce the need for reactive power compensation by capacitor banks. This paper presents a novel approach to show constant reactive power lines on traditional V curves. It also complements capability curves of synchronous motors with lines of constant efficiency. The paper discusses variable frequency drive options currently used for synchronous motors in compressor applications. The paper addresses the available variable frequency drive types, their impact on the electrical grid, and motor design considerations with a view to summarizing factors important to the selection of variable frequency drives.

Modern vehicles must meet the rapidly increasing customer requirements for in-vehicle comfort. Moreover, the consumer’s demand for personalized comfort functions keeps growing accordingly. Vehicle comfort functions are designed to ensure comfort with a more pleasant and convenient driving experience, including thermal comfort, seating comfort, noise reduction, and entertainment systems. They are highly customized for individual drivers to enhance their effectiveness. To achieve precise adjustment for each driver of a vehicle, it is imperative to identify the driver accurately.The distinctive signature of each driver’s driving style is embedded within the time series data gathered from various vehicle sensors. Therefore, there is no need for integrating novel driver identification sensors, as the identification task can be accomplished by utilizing existing and standardized vehicle data from the On-Board Diagnostic II system (OBD II).This research paper investigates the viability of precise driver identification based on unsupervised machine learning methods. For this purpose, the USID (Unsupervised Identification of the Driver) concept is introduced. Existing driver identification systems are functional, yet they exhibit limitations in precision. For example, a vehicle could detect the presence of a driver’s smartphone but fail to distinguish whether the individual is the actual driver or a passenger. In contrast to the state-of-the-art, the USID approach proposes a seamless and precise solution for driver identification. Due to its unsupervised characteristic, USID offers significant scalability, as its models don’t rely on predefined classes to distinguish and identify drivers. Our USID approach is inspired by the Knowledge Discovery in Databases (KDD) process and comprises several stages. In the initial phase of our process pipeline, we perform data quality checks, identifying and addressing outliers to avoid any potential distortions in model inferences. Given that time series data represents a flow of data points, we apply moving windows to split the time series sequence into variable-length segments. The choice of window length is intended to capture relevant events for predictive purposes. In order to ensure the relevance of our time sequence comparisons across a diverse range of driving contexts, drivers, and vehicles, we utilize global normalization techniques incorporating physical signal boundaries. Our approach integrates feature selection methods, such as information gain, signal-to-signal correlation analysis, and principal component analysis (PCA), facilitating the extraction of the most informative features while effectively reducing input dimensionality. As a final step in transformation, we propose an optional feature space transformation to align with the selected model’s input space. The recorded real OBD II time series of 24 drivers and their driving cycles are used for the purpose of training the models in USID. The dataset comprises 10 driving cycles from a single vehicle driven by 10 different individuals and an additional 14 driving cycles from 14 vehicles, each driven by distinct drivers. Consequently, this paper also explores the feasibility of accurately distinguishing between different drivers operating various vehicles.Unsupervised machine learning methods used in USID models are K-Means, Autoencoders, Self-Organizing maps, and Density-based spatial clustering (DBSCAN). In the end, the models are tested, and the results are outlined with the comparison of the quality of models for driver identification.

Research has shown that drivers are willing to use vehicle automation. However, automated systems can only be beneficial if they are accepted, trusted and used appropriately by the driver. Therefore, the present study investigates drivers' willingness to use vehicle automation as a function of driving situation characteristics and driver personality in an on-road experiment. Firstly, the study investigates whether drivers are more or less likely to use vehicle automation depending on the type of road (rural road or motorway). It will also test whether the type of road affects the driver's in-situ assessment of the automation (e.g., criticality and mental load). Secondly, it examines whether driver personality (Big Five and affinity for technology) is related to the rate of handover, and whether drivers' in-situ assessment of vehicle automation is correlated with the rate of handover.Thirty-eight participants completed a one-hour drive with six measurement intervals and a length of 24 km in the north of Berlin. In general, the results showed that a combined handover of lateral and longitudinal automation was used most frequently, regardless of the type of road. More specifically, the type of road influenced the drivers' handover behavior. Handovers to lateral and longitudinal automation were more likely on motorways than on rural roads. The type of road also influenced in-situ ratings of automation trust, usefulness and appropriateness. Drivers' personality was found to have a significant influence on their handover behavior. Lower neuroticism scores and higher affinity for technology were associated with higher proportions of handovers. The results also show that in-situ ratings correlate with usage behavior. Critical ratings were negatively related to handovers, whereas trust, appropriateness and usefulness were positively related to handovers.Based on the results, we conclude that drivers will use automated driving functions when they have the opportunity to do so. Their usage behavior is influenced by the type of road, their assessment of the situation and aspects of their personality. The study serves as a starting point for future studies, such as naturalistic driving studies. The results also help in the design of vehicle automation and increase the understanding of drivers' use of vehicle automation.

A number of automotive manufacturers including General Motors and Tesla offer vehicles with advanced semi-autonomous driving functions that the driver is expected to monitor. Monitoring by the human driver is essential given that these systems are known to have difficulty handling driving situations that human drivers negotiate easily. The human operator must, however, adjust to this new supervisory role of monitoring system operations rather than traditional driving. Additionally, drivers may trust the automation too much, believing the systems are more capable than they are and not actively monitor the operation of the semi-autonomous systems. This belief may be engendered by the use of terms like “self-driving” or “drive pilot” in vehicle marketing materials. In response to these concerns, automotive manufacturers have developed driver monitoring system(s) (DMS) that assesses the driver’s attentional engagement in the driving process and alerts them when it determines they are not attending to the vehicle’s operation. Driver attention is assessed by monitoring their eye-gaze direction, head pose, steering wheel torque input, and facial action units. During the aging process, there are many changes in perceptual, cognitive, and musculoskeletal systems that may not have been addressed in the design of the DMS. An example of these limitations include hearing or vision impairments, which could make perceiving warnings presented by the DMS more difficult. The potential limitations of DMS will be discussed, as well as ideas for future research, which encourages consideration of older adults in interface design and discusses trends in technology adoption by older adults.

Recently in Japan, traffic accidents caused by elderly drivers have attracted public attention. Elderly drivers are judged whether they can continue driving based on the cognitive test results at the renewal of their driver's license. However, it has not been to lead to the reduction of accidents. Therefore, it is important to understand the relationship between cognitive impairment and driving behavior for elderly drivers. In this study, we analysis on the relationship between cognitive impairment and driving behavior for elderly drivers. The driving ability is evaluated using the data of driving behavior during starting/stopping. Regression models that explain the relations between cognitive impairment of an elderly driver and driving ability were estimated.

Driving a car is a complex activity. In addition to physical abilities, cognitive and perceptive abilities play a major role. Investigating this is already the subject of a large number of studies. In addition to the typical safety-relevant aspects and human behaviour in critical situations, distraction in particular is becoming more important in recent studies. Distractions that affect the driver from the outside should also be considered. This study, in cooperation with the Bosch company, looks at how a distraction on a handling course track affects the speed of the drivers at the proving ground. The Bosch company operates a proving ground in Boxberg, Germany, for testing active driving safety. The focus of this study is a handling course, for tests in dynamic and curvy situations.2 Objectives In the regular course scenario, energy absorber mats have been installed for safety reasons. During a reconstruction phase, the mats were temporarily deinstalled. After that, an increased number of accidents was noticed. It is assumed, that the mats’ absence may have had an influence on the speed and the behaviour of the drivers.The following research questions are raised on the basis of these aspects: 1. Do the mats have an influence on the occurrence of accidents?2. Do the absence of the mats distract the driver while driving? 3. Do the absence of the mats has an influence on the speed driven in this area?In order to answer these research questions, the following hypotheses need to be investigated: H1: The mats help to focus the driver's attention.H2: The driver is consciously aware of the mats.H3: The speed in this area is higher in the absence of mats.H4: There is a difference in the driving speed between drivers who fixate the mats and those who do not register them. 3 Methods and experimental design A case-control study is developed as the study design so the effects can be revealed by comparison. In order to avoid bias, such as selection effects or similar, the group allocation of the drivers is randomised.The experiment thus consists of two different groups (15 test persons per group) who each drive the route individually; group 1 with mats installed; group 2 without mats. The car is equipped with a velocity tracking, so that the speed is recorded at any time. During the drive, each test person in both groups wears eye-tracking glasses with a recorder. The whole tracked data is synchronized with GPS and time stamp. Each test person drives the route 2 times. 4 Results The research questions are answered by the research methods adapted to the hypotheses. A moderately strong distraction and speed increasing was detected in the absence of the energy absorber mats. This leads to the conclusion that the energy absorber mats have an influence on the accident occurrence in a positive way. The statistical analyses are presented in the full paper.

The main objectives of this research were to (1) understand signing issues from the perspective of drivers and (2) develop recommendations for improving interchange signing in Indiana to aid driver understanding and increase the safety and efficiency of highway traffic operations. An online survey with specific questions was designed and distributed through email, social media, online newspapers, and a survey company with the goal of better understanding driver thinking when approaching decision-making areas on the interstate. The analysis of the survey results revealed the following. •Drivers usually do not know the interchange types as they approach an interchange on the freeway. •Drivers are most interested in which lanes they should be in when approaching an interchange, even in advance of typical signing locations. •Drivers do not like signs that require cognitive work since it will delay their driving decision by creating uncertainty. •Different drivers need different types of information from signs, such as cardinal direction, destination name, road name, and lane assignments. Therefore, a perfect sign for one driver may be confusing or information overload for another driver. •In some instances, a driver who is familiar with the area is confused by the signs because the sign information contradicts the driver’s knowledge.

This study attempts to answer the question of how a narrow (9-ft) lane dedicated to Automated Vehicles (AVs) would affect the behavior of drivers in the adjacent lane to the right. To this end, a custom driving simulator environment was designed mimicking the Interstate 15 smart corridor in San Diego. A group of participants was assigned to drive next to the simulated 9-ft narrow lane while a control group was assigned to drive next to a regular 12-ft AV lane. Driver behavior was analyzed by measuring the mean lane position, mean speed, and mental effort (self-reported/subjective measure). In addition to AV lane width, the experimental design took into consideration AV headway, gender, and right lane traffic to investigate possible interaction effects. The results showed no significant differences in the speed and mental effort of drivers while indicating significant differences in lane positioning. Although the overall effect of AV lane width was not significant, there were some significant interaction effects between lane width and other factors (i.e., driver gender and presence of traffic on the next regular lane to the right). Across all the significant interactions, there was no case in which those factors stayed constant while AV lane width changed between the groups, indicating that the significant difference stemmed from the other factors rather than the lane width. However, the trend observed was that drivers driving next to the 12-ft lane had better lane centering compared to the 9ft lane. The analysis also showed that while in general female drivers tended to drive further away from the 9-ft lane and performed worse in terms of lane centering, they performed better than male drivers when right-lane traffic was present. This study contributes to understanding the behavioral impacts of infrastructure adaptation to AVs on non-AV drivers.

The persistence of poverty, particularly in sub-Saharan Africa, means that public policy in this region continues to debate the right mix of supply- versus demand-side interventions that can move large groups of households out of extreme or ultra-poverty. There is unlikely to be a single approach that can transition all poor or ultra-poor households out of poverty. This paper describes the use of secondary evaluation data from four government unconditional cash transfer programmes (UCTs) to identify high- and low-flyers, that is, those households that are able to use the income shock to significantly improve their living standards and those who aren’t. The authors attempt to categorize the high- and low-flyers to create typologies based on their pre-shock characteristics. They also look at post-treatment behaviours to see what participants of these programmes did with the cash to improve (or not) their living standards. Putting together these different pieces of information (pre-treatment characteristics and post-treatment behaviours) can help with understanding the different pathways out of poverty, and ultimately contribute to a middle-range theory of sustained poverty reduction.