76 FR 37025 - Make Inoperative Exemptions; Vehicle Modifications To Accommodate People With Disabilities, Side...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-24

... the seat. Many vehicles will depend on side impact air bag technology to meet all of the injury... installing side air bags in vehicle seats and/or door panels and side roof rails. The phase-in of the... expressed concern that: ``* * * torso side air bags are commonly installed in the outboard side of the OEM...

75 FR 59674 - Make Inoperative Exemptions; Vehicle Modifications To Accommodate People With Disabilities, Side...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-28

... that many vehicles will depend on side impact air bag technology to meet all of the injury criteria of... ``lead to the installation of new technologies, such as side curtain air bags and torso side air bags... is side air bag technology incorporated in the vehicle's roof rail (side air bag curtain), door, and...

Constrained Laboratory vs. Unconstrained Steering-Induced Rollover Crash Tests.

PubMed

Kerrigan, Jason R; Toczyski, Jacek; Roberts, Carolyn; Zhang, Qi; Clauser, Mark

2015-01-01

The goal of this study was to evaluate how well an in-laboratory rollover crash test methodology that constrains vehicle motion can reproduce the dynamics of unconstrained full-scale steering-induced rollover crash tests in sand. Data from previously-published unconstrained steering-induced rollover crash tests using a full-size pickup and mid-sized sedan were analyzed to determine vehicle-to-ground impact conditions and kinematic response of the vehicles throughout the tests. Then, a pair of replicate vehicles were prepared to match the inertial properties of the steering-induced test vehicles and configured to record dynamic roof structure deformations and kinematic response. Both vehicles experienced greater increases in roll-axis angular velocities in the unconstrained tests than in the constrained tests; however, the increases that occurred during the trailing side roof interaction were nearly identical between tests for both vehicles. Both vehicles experienced linear accelerations in the constrained tests that were similar to those in the unconstrained tests, but the pickup, in particular, had accelerations that were matched in magnitude, timing, and duration very closely between the two test types. Deformations in the truck test were higher in the constrained than the unconstrained, and deformations in the sedan were greater in the unconstrained than the constrained as a result of constraints of the test fixture, and differences in impact velocity for the trailing side. The results of the current study suggest that in-laboratory rollover tests can be used to simulate the injury-causing portions of unconstrained rollover crashes. To date, such a demonstration has not yet been published in the open literature. This study did, however, show that road surface can affect vehicle response in a way that may not be able to be mimicked in the laboratory. Lastly, this study showed that configuring the in-laboratory tests to match the leading-side touchdown conditions could result in differences in the trailing side impact conditions.

Collision safety of a hard-shell low-mass vehicle

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kaeser, R.; Walz, F.H.; Brunner, A.

1994-06-01

Low-mass vehicles and in particular low-mass electric vehicles as produced today in very small quantities are in general not designed for crashworthiness in collisions. Particular problems of compact low-mass cars are: reduced length of the car front, low mass compared to other vehicles, and heavy batteries in the case of an electric car. With the intention of studying design improvements, three frontal crash tests were run last year: the first one with a commercial, lightweight electric car; the second with a reinforced version of the same car; and the last one with a car based on a different structural designmore » with a `hard-shell` car body. Crash tests showed that the latter solution made better use of the small zone available for continuous energy absorption. The paper discusses further the problem of frontal collisions between vehicles of different weight and, in particular, the side collision. A side-collision test was run with the hard-shell vehicle following the ECE lateral-impact test procedure at 50 km/h and led to results for the EuroSIDI-dummy well below current injury tolerance criteria.« less

Collision safety of a hard-shell low-mass vehicle.

PubMed

Kaeser, R; Walz, F H; Brunner, A

1994-06-01

Low-mass vehicles and in particular low-mass electric vehicles as produced today in very small quantities are in general not designed for crashworthiness in collisions. Particular problems of compact low-mass cars are: reduced length of the car front, low mass compared to other vehicles, and heavy batteries in the case of an electric car. With the intention of studying design improvements, three frontal crash tests were run last year: the first one with a commercial, lightweight electric car; the second with a reinforced version of the same car; and the last one with a car based on a different structural design with a "hard-shell" car body. Crash tests showed that the latter solution made better use of the small zone available for continuous energy absorption. The paper discusses further the problem of frontal collisions between vehicles of different weight and, in particular, the side collision. A side-collision test was run with the hard-shell vehicle following the ECE lateral-impact test procedure at 50 km/h and led to results for the EuroSID1-dummy well below current injury tolerance criteria.

Field Data on Head Injuries in Side Airbag Vehicles in Lateral Impact

PubMed Central

Yoganandan, Narayan; Pintar, Frank A.; Gennarelli, Thomas A.

2005-01-01

Field data on side airbag deployments in lateral crashes and head injuries have largely remained anecdotal. Consequently, the purpose of this research was to report head injuries in lateral motor vehicle impacts. Data from the National Automotive Sampling System files were extracted from side impacts associated with side airbag deployments. Matched pairs with similar vehicle characteristics but without side airbags were also extracted. All data were limited to the United States Federal Motor vehicle Safety Standards FMVSS 214 compliant vehicles so that the information may be more effectively used in the future. In this study, some fundamental analyses are presented regarding occupant- and vehicle-related parameters. PMID:16179147

Efficacy of side airbags in reducing driver deaths in driver-side car and SUV collisions.

PubMed

McCartt, Anne T; Kyrychenko, Sergey Y

2007-06-01

To estimate the efficacy of side airbags in preventing driver deaths in passenger vehicles struck on the driver side. Risk ratios for driver deaths per driver-side collision were computed for side airbag-equipped cars and SUVs, relative to vehicles without side airbags. Driver fatality ratios also were calculated for the same vehicles in front and rear impacts, and these were used to adjust the side crash risk ratios for differences in fatality risk unrelated to side airbags. Risk ratios were calculated separately for side airbags providing torso-only protection and side airbags with head protection; almost all head protecting airbags also had airbags protecting the torso. Car driver death risk in driver-side crashes was reduced by 37 percent for head protecting airbags and 26 percent for torso-only side airbags. Car driver death risk was reduced for older and younger drivers, males and females, and drivers of small and midsize cars, and when the striking vehicle was an SUV/pickup or a car/minivan. Death risk for drivers of SUVs was reduced by 52 percent with head protecting side airbags and by 30 percent with torso-only airbags. The effectiveness of side airbags could not be assessed for pickups and minivans due to the small number of these vehicles with airbags involved in crashes. Side airbags substantially reduce the risk of car and SUV driver death in driver-side collisions. Making side airbags with head protection available to drivers and right front passengers in all passenger vehicles could reduce the number of fatalities in motor vehicle crashes in the United States by about 2,000 each year.

Protection against head injuries should not be optional: a case for mandatory installation of side-curtain air bags.

PubMed

Stuke, Lance E; Nirula, Raminder; Gentilello, Larry M; Shafi, Shahid

2010-10-01

More than 9,000 vehicle occupants die each year in side-impact vehicle collisions, primarily from head injuries. The authors hypothesized that side-curtain air bags significantly improve head and neck safety in side-impact crash testing. Side-impact crash-test data were obtained from the Insurance Institute for Highway Safety, which ranks occupant protection as good, acceptable, marginal, or poor. Vehicles of the same make and model that underwent side-impact crash testing both with and without side-curtain air bags were compared, as well as the protective effect of these air bags on occupants' risk for head and neck injury. Of all the passenger vehicles, 25 models have undergone side-impact crash testing with and without side-curtain air bags by the Insurance Institute for Highway Safety. Only 3 models without side-curtain air bags (12%) provided good head and neck protection for drivers, while 21 cars with side-curtain air bags (84%) provided good protection (P < .001). For rear passengers, the added protection from side-curtain air bags was less dramatic but significant (84% without vs 100% with side-curtain air bags, P = .04). Side-curtain air bags significantly improve vehicle occupant safety in side-impact crash tests. Installation of these air bags should be federally mandated in all passenger vehicles. Copyright © 2010 Elsevier Inc. All rights reserved.

Biomechanical analysis of protective countermeasures in underride motor vehicle accidents - biomed 2009.

PubMed

Kumar, Sri; Enz, Bruce; Ponder, Perry L; Anderson, Bob

2009-01-01

Traffic safety has been significantly improved over the past several decades reducing injury and fatality rates. However, there is a paucity of research effort to address the safety issues in underride accidents, specifically the side underride crashes. It is well known that the compromise of occupant space in the vehicle leads to a higher probability of serious or fatal injuries. A better understanding of occupant protection and mechanism of injuries involved in side underride accidents assists in the advancement of safety measures. The present work evaluates the injury potential to occupants during side underride crashes using the car-to-trailer crash methodology. Four crash tests were conducted into the side of a stationary trailer fitted with the side underride guard system (SURG). The SURG used in these tests is 25% lighter than the previous design. A 5th percentile hybrid III female dummy was placed in the driver seat and restrained with the three-point lap and shoulder harness. The anthropometric dummy was instrumented with a head triaxial accelerometer, a chest triaxal accelerometer, a load cell to measure neck force and moment, and a load cell to measure the femur force. The vehicle acceleration was measured using a traxial accelerometer in the rear center tunnel. High speed, standard video and still photos were taken. In all tests, the intrusion was limited to the front structure of the vehicle without any significant compromise to the occupant space. Results indicate that the resultant head and chest accelerations, head injury criterion (HIC), neck force and moment, and femur force were well below the injury tolerance. The present findings support the hypothesis that the SURG not only limits or eliminates the intrusion into the occupant space but also results in biomechanical injury values well below the tolerance limit in motor vehicle crashes.

A method for estimating mount isolations of powertrain mounting systems

NASA Astrophysics Data System (ADS)

Qin, Wu; Shangguan, Wen-Bin; Luo, Guohai; Xie, Zhengchao

2018-07-01

A method for calculating isolation ratios of mounts at a powertrain mounting systems (PMS) is proposed assuming a powertrain as a rigid body and using the identified powertrain excitation forces and the measured IPI (input point inertance) of mounting points at the body side. With measured accelerations of mounts at powertrain and body sides of one Vehicle (Vehicle A), the excitation forces of a powertrain are identified using conversational method firstly. Another Vehicle (Vehicle B) has the same powertrain as that of Vehicle A, but with different body and mount configuration. The accelerations of mounts at powertrain side of a PMS on Vehicle B are calculated using the powertrain excitation forces identified from Vehicle A. The identified forces of the powertrain are validated by comparing the calculated and the measured accelerations of mounts at the powertrain side of the powertrain on Vehicle B. A method for calculating acceleration of mounting point at body side for Vehicle B is presented using the identified powertrain excitation forces and the measured IPI at a connecting point between car body and mount. Using the calculated accelerations of mounts at powertrain side and body side at different directions, the isolation ratios of a mount are then estimated. The isolation ratios are validated using the experiment, which verified the proposed methods for estimating isolation ratios of mounts. The developed method is beneficial for optimizing mount stiffness to meet mount isolation requirements before prototype.

Changes in the Severity and Injury Sources of Thoracic Aorta Injuries due to Vehicular Crashes.

PubMed

Ryb, Gabriel; Dischinger, Patricia; Kerns, Timothy; Burch, Cynthia; Rabin, Joseph; Ho, Shiu

Research using the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) suggested a decreased adjusted risk of thoracic aorta injuries (TAI) for newer vehicles during near-side crashes and an increased adjusted TAI risk during frontal crashes. This study attempted to explore possible explanations of these findings. Adult front seat occupants in the Crash Injury Research and Engineering Network (CIREN) database through June 2012 were studied. TAI cases were compared with remaining cases in relation to crash and vehicular characteristics. TAI cases of later crash year (CY) (2004-2012) were compared to those in earlier CY (1996-2003) in relation to TAI severity (minor, moderate, severe and non-survivable). TAI cases in newer model year (MY) vehicles (1999-2012) were compared to those in older vehicles (1988-98) in relation to injury source (steering wheel, front, left, seat belt, air bag and other or unknown). Analysis was stratified by direction of impact (frontal and near-side) and the use of restraints. The similar TAI severity of earlier and later CY among frontal crashes suggests that the observed changes in the adjusted odds of injury seen in NASS-CDS are not due to an increase in injury detection. The decrease in TAI severity among newer vehicles in near-side crashes of later CY is consistent with a beneficial effect of crashworthiness improvements for this crash configuration. A shift of injury source in frontal crashes from the steering wheel in older vehicles to "front of vehicle structures", "seat belts" and "unknown and other" in newer vehicles should suggest potential sites for crashworthiness improvements.

Design of micro bending deformer for optical fiber weight sensor

NASA Astrophysics Data System (ADS)

Ula, R. K.; Hanto, D.; Waluyo, T. B.; Adinanta, H.; Widiyatmoko, B.

2017-04-01

The road damage due to excessive load is one of the causes of accidents on the road. A device to measure weight of the passing vehicles needs to be planted in the road structure. Thus, a weight sensor for the passing vehicles is required. In this study, we designed a weight sensor for a static load based on a power loss due to a micro bending on the optical fiber flanked on a board. The following main components are used i.e. LED 1310 nm as a light source, a multimode fiber optic as a transmission media and a power meter for measuring power loss. This works focuses on obtaining a suitable deformer design for weight sensor. Experimental results show that deformer design with 1.5 mm single side has level of accuracy as 4.32% while the design with 1.5 mm double side has level of accuracy as 98.77%. Increasing deformer length to 2.5 mm gives 71.18% level of accuracy for single side, and 76.94% level of accuracy for double side. Micro bending design with 1.5 mm double side has a high sensitivity and it is also capable of measuring load up to 100 kg. The sensor designed has been tested for measuring the weight of motor cycle, and it can be upgraded for measuring heavy vehicles.

VEHICLE FOR SLAVE ROBOT

DOEpatents

Goertz, R.C.; Lindberg, J.F.

1962-01-30

A reeling device is designed for an electrical cable supplying power to the slave slde of a remote control manipulator mounted on a movable vehicle. As the vehicle carries the slave side about in a closed room, the device reels the cable in and out to maintain a variable length of the cable between the vehicle and a cable inlet in the wall of the room. The device also handles a fixed length of cable between the slave side and the vehicle, in spite of angular movement of the slave side with respect to the vehicle. (AEC)

49 CFR 571.216 - Standard No. 216; Roof crush resistance; Applicable unless a vehicle is certified to § 571.216a.

Code of Federal Regulations, 2014 CFR

2014-10-01

... the test device described in S6 is used to apply a force to either side of the forward edge of a... more than 127 millimeters. The applied force in Newtons is equal to 1.5 times the unloaded vehicle... or removable roof structure in place over the occupant compartment. Remove roof racks or other non...

49 CFR 571.216 - Standard No. 216; Roof crush resistance; Applicable unless a vehicle is certified to § 571.216a.

Code of Federal Regulations, 2012 CFR

2012-10-01

... the test device described in S6 is used to apply a force to either side of the forward edge of a... more than 127 millimeters. The applied force in Newtons is equal to 1.5 times the unloaded vehicle... or removable roof structure in place over the occupant compartment. Remove roof racks or other non...

49 CFR 571.216 - Standard No. 216; Roof crush resistance; Applicable unless a vehicle is certified to § 571.216a.

Code of Federal Regulations, 2013 CFR

2013-10-01

... the test device described in S6 is used to apply a force to either side of the forward edge of a... more than 127 millimeters. The applied force in Newtons is equal to 1.5 times the unloaded vehicle... or removable roof structure in place over the occupant compartment. Remove roof racks or other non...

Comparisons between designs for single-sided linear electric motors: Homopolar synchronous and induction

NASA Astrophysics Data System (ADS)

Nondahl, T. A.; Richter, E.

1980-09-01

A design study of two types of single sided (with a passive rail) linear electric machine designs, namely homopolar linear synchronous machines (LSM's) and linear induction machines (LIM's), is described. It is assumed the machines provide tractive effort for several types of light rail vehicles and locomotives. These vehicles are wheel supported and require tractive powers ranging from 200 kW to 3735 kW and top speeds ranging from 112 km/hr to 400 km/hr. All designs are made according to specified magnetic and thermal criteria. The LSM advantages are a higher power factor, much greater restoring forces for track misalignments, and less track heating. The LIM advantages are no need to synchronize the excitation frequency precisely to vehicle speed, simpler machine construction, and a more easily anchored track structure. The relative weights of the two machine types vary with excitation frequency and speed; low frequencies and low speeds favor the LSM.

Investigation Of Alternative Displays For Side Collision Avoidance Systems, Final Report

DOT National Transportation Integrated Search

1996-12-01

DRIVER-VEHICLE INTERFACE OR DVI, HUMAN FACTORS, DRIVER PREFERENCES, INTELLIGENT VEHICLE INITIATIVE OR IVI : SIDE COLLISION AVOIDANCE SYSTEMS (SCAS) ARE DESIGNED TO WARN OF IMPENDING COLLISIONS AND CAN DETECT NOT ONLY ADJACENT VEHICLES BUT VEHICLES...

Preventing passenger vehicle occupant injuries by vehicle design--a historical perspective from IIHS.

PubMed

O'Neill, Brian

2009-04-01

Motor vehicle crashes result in some 1.2 million deaths and many more injuries worldwide each year and is one of the biggest public health problems facing societies today. This article reviews the history of, and future potential for, one important countermeasure-designing vehicles that reduce occupant deaths and injuries. For many years, people had urged automakers to add design features to reduce crash injuries, but it was not until the mid-1960s that the idea of pursuing vehicle countermeasures gained any significant momentum. In 1966, the U.S. Congress passed the National Traffic and Motor Vehicle Safety Act, requiring the government to issue a comprehensive set of vehicle safety standards. This was the first broad set of requirements issued anywhere in the world, and within a few years similar standards were adopted in Europe and Australia. Early vehicle safety standards specified a variety of safety designs resulting in cars being equipped with lap/shoulder belts, energy-absorbing steering columns, crash-resistant door locks, high-penetration-resistant windshields, etc. Later, the standards moved away from specifying particular design approaches and instead used crash tests and instrumented dummies to set limits on the potential for serious occupant injuries by crash mode. These newer standards paved the way for an approach that used the marketplace, in addition to government regulation, to improve vehicle safety designs-using crash tests and instrumented dummies to provide consumers with comparative safety ratings for new vehicles. The approach began in the late 1970s, when NHTSA started publishing injury measures from belted dummies in new passenger vehicles subjected to frontal barrier crash tests at speeds somewhat higher than specified in the corresponding regulation. This program became the world's first New Car Assessment Program (NCAP) and rated frontal crashworthiness by awarding stars (five stars being the best and one the worst) derived from head and chest injury measures recorded on driver and front-seat test dummies. NHTSA later added side crash tests and rollover ratings to the U.S. NCAP. Consumer crash testing spread worldwide in the 1990s. In 1995, the Insurance Institute for Highway Safety (IIHS) began using frontal offset crash tests to rate and compare frontal crashworthiness and later added side and rear crash assessments. Shortly after, Europe launched EuroNCAP to assesses new car performance including front, side, and front-end pedestrian tests. The influence of these consumer-oriented crash test programs on vehicle designs has been major. From the beginning, U.S. NCAP results prompted manufacturers to improve seat belt performance. Frontal offset tests from IIHS and EuroNCAP resulted in greatly improved front-end crumple zones and occupant compartments. Side impact tests have similarly resulted in improved side structures and accelerated the introduction of side impact airbags, especially those designed to protect occupant's heads. Vehicle safety designs, initially driven by regulations and later by consumer demand because of crash testing, have proven to be very successful public health measures. Since they were first introduced in the late 1960s, vehicle safety designs have saved hundreds of thousands of lives and prevented countless injuries worldwide. The designs that improved vehicle crashworthiness have been particularly effective. Some newer crash avoidance designs also have the potential to be effective-e.g., electronic stability control is already saving many lives in single-vehicle crashes. However, determining the actual effectiveness of these new technologies is a slow process and needs real-world crash experience because there are no assessment equivalent of crash tests for crash avoidance designs.

Vehicle performance evaluation in side impact (MDB) using ES-II dummy

NASA Astrophysics Data System (ADS)

Ganessh, T. S.; Bansode, Praveen; Revankar, Vidyakant; Kumar, Sunil

2018-02-01

Side impact collision is one of the leading causes of death. Protection of people during lateral collision is challenging because of relatively small space available to restraint occupant compared to front. Hence, it is imperative to protect the occupants in side collision. It is a function of vehicle type and restraints for side protection. This paper focuses on evaluation of injury parameters of the ES II dummy during the lateral collision of different vehicles with different spaces, sections and materials. Thus the comparison will enable us to understand the sensitivity of space, B-pillar section and material which affects the injury parameters. This study will help automotive engineers to design side impact crashworthy vehicles.

Protection of children restrained in child safety seats in side impact crashes.

PubMed

Arbogast, Kristy B; Locey, Caitlin M; Zonfrillo, Mark R; Maltese, Matthew R

2010-10-01

The performance of child restraint systems (CRS) in side impact motor vehicle crashes has been under study due to the injury and fatality burden of these events. Although previous research has quantified injury risk or described injured body regions, safety advances require an understanding of injury causation. Therefore, the objective was to delineate injury causation scenarios for CRS-restrained children in side impacts and document probable contact points in the vehicle interior. Two in-depth crash investigation databases, the Crash Injury Research and Engineering Network and the Partners for Child Passenger Safety Study, were queried for rear-seated, CRS-restrained children in side impact crashes who sustained Abbreviated Injury Scale 2+ injury. These cases were reviewed by a multidisciplinary team of physicians and engineers to describe injury patterns, injury causation, and vehicle components that contributed to the injuries. Forty-one occupants (average age, 2.6 years) met the inclusion criteria. Twenty-four were near side to the crash, 7 were far side, and 10 were center seated. The most common injuries were to the skull and brain with an increasing proportion of skull fracture as age increased. Head and spine injuries without evidence of head contact were rare but present. All thoracic injuries were lung contusions and no rib fractures occurred. Near-side head and face contacts points were along the rear vertical plane of the window and the horizontal plane of the window sill. Head and face contact points for center- and far-side occupants were along the edges of the front seat back and front seat head restraint. Head injuries are the target for injury prevention for children in CRS in side impact crashes. Most of these injuries are due to the contact; for near-side occupants, contact with the CRS structure and the door interior, for far- or center-seated occupants, contact with the front seat back. These data are useful in developing both educational and technological interventions to reduce the burden of injury to these children.

High temperature seal for large structural movements

NASA Technical Reports Server (NTRS)

Steinetz, Bruce M. (Inventor); Dunlap, Jr., Patrick H. (Inventor)

2004-01-01

A high temperature sealing system is operative to seal an interface between adjacent hot structures and to minimize parasitic flow between such structures that move relative to one another in-plane or out-of-plane. The sealing system may be used to seal thrust-directing ramp structures of a reusable launch vehicle and includes a channel and a plurality of movable segmented sealing elements. Adjacent ramp structures include edge walls which extend within the channel. The sealing elements are positioned along the sides of the channel and are biased to engage with the inner surfaces of the ramp structures. The segmented sealing elements are movable to correspond to the contour of the thrust-directing ramp structures. The sealing system is operative to prevent high temperature thrust gases that flow along the ramp structures from infiltrating into the interior of the vehicle.

Low floor mass transit vehicle

DOEpatents

Emmons, J Bruce [Beverly Hills, MI; Blessing, Leonard J [Rochester, MI

2004-02-03

A mass transit vehicle includes a frame structure that provides an efficient and economical approach to providing a low floor bus. The inventive frame includes a stiff roof panel and a stiff floor panel. A plurality of generally vertical pillars extend between the roof and floor panels. A unique bracket arrangement is disclosed for connecting the pillars to the panels. Side panels are secured to the pillars and carry the shear stresses on the frame. A unique seating assembly that can be advantageously incorporated into the vehicle taking advantage of the load distributing features of the inventive frame is also disclosed.

ARES I AND ARES V CONCEPT IMAGE

NASA Technical Reports Server (NTRS)

2008-01-01

THIS CONCEPT IMAGE SHOWS NASA'S NEXT GENERATION LAUNCH VEHICLE SYSTEMS STANDING SIDE BY SIDE. ARES I, LEFT, IS THE CREW LAUNCH VEHICLE THAT WILL CARRY THE ORION CREW EXPLORATION VEHICLE TO SPACE. ARES V IS THE CARGO LAUNCH VEHICLE THAT WILL DELIVER LARGE SCALE HARDWARE, INCLUDING THE LUNAR LANDER, TO SPACE.

22. View of Clark Fork Vehicle Bridge facing downwest side. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

22. View of Clark Fork Vehicle Bridge facing down-west side. Looking at road deck and vertical laced channel. - Clark Fork Vehicle Bridge, Spanning Clark Fork River, serves Highway 200, Clark Fork, Bonner County, ID

Difference in dummy responses in matched side impact tests of vehicles with and without side airbags.

PubMed

Viano, David C; Parenteau, Chantal S

2016-07-03

Insurance Institute for Highway Safety (IIHS) high-hooded side impacts were analyzed for matched vehicle tests with and without side airbags. The comparison provides a measure of the effectiveness of side airbags in reducing biomechanical responses for near-side occupants struck by trucks, SUVs, and vans at 50 km/h. The IIHS moving deformable barrier (MDB) uses a high-hooded barrier face. It weighs 1,500 kg and impacts the driver side perpendicular to the vehicle at 50 km/h. SID IIs dummies are placed in the driver and left second-row seats. They represent fifth percentile female occupants. IIHS tests were reviewed for matches with one test with a side airbag and another without it in 2003-2007 model year (MY) vehicles. Four side airbag systems were evaluated: (1) curtain and torso side airbags, (2) head and torso side airbag, (3) curtain side airbag, and (4) torso side airbag. There were 24 matched IIHS vehicle tests: 13 with and without a curtain and torso side airbags, 4 with and without a head and torso side airbag, 5 with and without a side curtain airbag, and 2 with and without a torso airbag. The head, chest, and pelvis responses were compared for each match and the average difference was determined across all matches for a type of side airbag. The average reduction in head injury criterion (HIC) was 68 ± 16% (P < .001) with curtain and torso side airbags compared to the HIC without side airbags. The average HIC was 296 with curtain and torso side airbags and 1,199 without them. The viscous response (VC) was reduced 54 ± 19% (P < .005) with curtain and torso side airbags. The combined acetabulum and ilium force (7 ± 15%) and pelvic acceleration (-2 ± 17%) were essentially similar in the matched tests. The head and torso side airbag reduced HIC by 42 ± 30% (P < .1) and VC by 32 ± 26% compared to vehicles without a side airbag. The average HIC was 397 with the side head and torso airbag compared to 729 without it. The curtain airbag and torso airbag only showed lower head responses but essentially no difference in the chest and pelvis responses. The curtain and torso side airbags effectively reduced biomechanical responses for the head and chest in 50 km/h side impacts with a high-hooded deformable barrier. The reductions in the IIHS tests are directionally the same as estimated fatality reductions in field crashes reported by NHTSA for side airbags.

Association between side air bags and risk of injury in motor vehicle collisions with near-side impact.

PubMed

McGwin, Gerald; Metzger, Jesse; Porterfield, John R; Moran, Stephan G; Rue, Loring W

2003-09-01

Side air bags (SABs) have been introduced in an attempt to reduce the risk of injury in near-side-impact motor vehicle collisions (MVCs). The impact of SABs on MVC-related mortality and morbidity has yet to be evaluated with a large population-based study. The objective of this study was to assess the effectiveness of SABs in reducing the risk of injury or death in near-side-impact MVCs. A retrospective study investigated outboard front seat occupants involved in police-reported, near-side-impact MVCs using data from the General Estimates System (1997-2000). The risk of MVC-related nonfatal and fatal injury for occupants of vehicles with and without SABs was compared. Front seat occupants of vehicles with SABs had a risk of injury similar to that of occupants of vehicles without SABs (risk ratio [RR], 0.96; 95% CI confidence interval [CI], 0.79-1.15). Adjustment for the potentially confounding effects of age, gender, seat belt use, seating position, damage severity and location, and vehicle body type did not meaningfully affect the association (RR, 0.90; 95% CICI, 0.76-1.08). There is no association between the availability of SABs and overall injury risk in near-side-impact MVCs. Future research is necessary to determine the effectiveness of SABs in preventing the injuries for which they were specifically designed.

Investigating methods for determining mismatch in near side vehicle impacts - biomed 2009.

PubMed

Loftis, Kathryn; Martin, R Shayn; Meredith, J Wayne; Stitzel, Joel

2009-01-01

This study investigates vehicle mismatch in severe side-impact motor vehicle collisions. Research conducted by the Insurance Institute for Highway Safety has determined that vehicle mismatch often leads to very severe injuries for occupants in the struck vehicle, because the larger striking vehicle does not engage the lower sill upon impact, resulting in severe intrusions into the occupant compartment. Previous studies have analyzed mismatched collisions according to vehicle type, not by the difference in vehicle height and weight. It is hypothesized that the combination of a heavier striking vehicle at a taller height results in more intrusion for the struck vehicle and severe injury for the near side occupant. By analyzing Crash Injury Research and Engineering Network (CIREN) data and occupant injury severity, it is possible to study intrusion and injuries that occur due to vehicle mismatch. CIREN enrolls seriously injured occupants involved in motor vehicle crashes (MVC) across the United States. From the Toyota-Wake Forest University CIREN center, 23 near side impact cases involving two vehicles were recorded. Only 3 of these seriously injured occupant cases were not considered mismatched according to vehicle curb weight, and only 2 were not considered vehicle mismatched according to height differences. The mismatched CIREN cases had an average difference in vehicle curb weight of 737.0 kg (standard deviation of 646.8) and an average difference in vehicle height of 16.38 cm (standard deviation of 7.186). There were 13 occupants with rib fractures, 12 occupants with pelvic fractures, 9 occupants with pulmonary contusion, and 5 occupants with head injuries, among other multiple injuries. The average Injury Severity Score (ISS) for these occupants was 27, with a standard deviation of 16. The most serious injuries resulted in an Abbreviated Injury Scale (AIS) of 5, which included 3 occupants. Each of these AIS 5 injuries were to different body regions on different occupants. By analyzing the vehicle information and occupant injuries, it was found that the vehicle mismatch problem involves differences in vehicle weights and heights and also results in severe injuries to multiple body regions for the near side occupant involved. There was a low correlation of vehicle height difference to occupant ISS.

Cross-correlation between the controlled collision environment and real-world motor vehicle collisions: Evaluating the protection of the thoracic side airbag.

PubMed

Gaylor, Luke; Junge, Mirko; Abanteriba, Sylvester

2018-05-19

Thoracic side airbags (tSABs) were integrated into the vehicle fleet to attenuate and distribute forces on the occupant's chest and abdomen, dissipate the impact energy, and move the occupant away from the intruding structure, all of which reduce the risk of injury. This research piece investigates and evaluates the safety performance of the airbag unit by cross-correlating data from a controlled collision environment with field data. We focus exclusively on vehicle-vehicle lateral impacts from the NHTSA's Vehicle Crash Test Database and NASS-CDS database, which are replicated in the controlled environment by the (crabbed) barrier impact. Similar collisions with and without seat-embedded tSABs are matched to each other and the injury risks are compared. Results indicated that dummy-based thoracic injury metrics were significantly lower with tSAB exposure (P <.001). Yet, when the controlled collision environment data were cross-correlated with NASS-CDS collisions, deployment of the tSAB indicated no association with thoracic injury (tho. MAIS 2+ unadjusted relative risk [RR] = 1.14; 90% confidence interval [CI], 0.80-1.62; tho. MAIS 3+ unadjusted RR = 1.12; 90% CI, 0.76-1.65). The data from the controlled collision environment indicated an unequivocal benefit provided by the thoracic side airbag for the crash dummy; however, the real-world collisions demonstrate that no benefit is provided to the occupant. This has resulted from a noncorrelation between the crash test/dummy-based design taking the abstracting process too far to represent the real-world collision scenario.

Torsion bar stabilizer for a vehicle and method for mounting the stabilizer on the vehicle frame

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sauber, C.J.

This patent describes a method of mounting a stabilizing mechanism on a vehicle frame which is supported and biased on a suspension assembly at opposite sides of the frame. The frame includes overload stops riveted to opposite sides of the frame and the suspension assembly includes bracket assemblies which secure the vehicle's suspension springs to a wheel axle. The method comprises the following steps: removing an overload stop from each side of the vehicle frame; mounting a modified overload stop on each side of the frame which serves as both an overload stop and a support for the stabilizing mechanismmore » wherein the modified overload stop is mounted into the holes in the frame left from the removal of the overload stop; removing from each side of the vehicle the top bracket from the bracket assembly; inserting a modified top bracket into each bracket assembly wherein the top bracket assembly is modified to couple with the stabilizing mechanism; and mounting on the modified overload stops a torsion bar whose opposite ends are coupled to the modified top bracket by way of linkages.« less

Application of lap laser welding technology on stainless steel railway vehicles

NASA Astrophysics Data System (ADS)

Wang, Hongxiao; Wang, Chunsheng; He, Guangzhong; Li, Wei; Liu, Liguo

2016-10-01

Stainless steel railway vehicles with so many advantages, such as lightweight, antirust, low cost of maintenance and simple manufacturing process, so the production of high level stainless steel railway vehicles has become the development strategy of European, American and other developed nations. The current stainless steel railway vehicles body and structure are usually assembled by resistance spot welding process. The weak points of this process are the poor surface quality and bad airtight due to the pressure of electrodes. In this study, the partial penetration lap laser welding process was investigated to resolve the problems, by controlling the laser to stop at the second plate in the appropriate penetration. The lap laser welding joint of stainless steel railway vehicle car body with partial penetration has higher strength and surface quality than those of resistance spot welding joint. The biggest problem of lap laser welding technology is to find the balance of the strength and surface quality with different penetrations. The mechanism of overlap laser welding of stainless steel, mechanical tests, microstructure analysis, the optimization of welding parameters, analysis of fatigue performance, the design of laser welding stainless steel railway vehicles structure and the development of non-destructive testing technology were systematically studied before lap laser welding process to be applied in manufacture of railway vehicles. The results of the experiments and study show that high-quality surface state and higher fatigue strength can be achieved by the partial penetration overlap laser welding of the side panel structure, and the structure strength of the car body can be higher than the requirements of En12663, the standard of structural requirements of railway vehicles bodies. Our company has produced the stainless steel subway and high way railway vehicles by using overlap laser welding technology. The application of lap laser welding will be a big change of railway vehicles manufacturing technology.

32 CFR 935.131 - Right-hand side of the road.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 32 National Defense 6 2011-07-01 2011-07-01 false Right-hand side of the road. 935.131 Section 935... INSULAR REGULATIONS WAKE ISLAND CODE Motor Vehicle Code § 935.131 Right-hand side of the road. Each person driving a motor vehicle on Wake Island shall drive on the right-hand side of the road, except where...

32 CFR 935.131 - Right-hand side of the road.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 32 National Defense 6 2014-07-01 2014-07-01 false Right-hand side of the road. 935.131 Section 935... INSULAR REGULATIONS WAKE ISLAND CODE Motor Vehicle Code § 935.131 Right-hand side of the road. Each person driving a motor vehicle on Wake Island shall drive on the right-hand side of the road, except where...

32 CFR 935.131 - Right-hand side of the road.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 32 National Defense 6 2010-07-01 2010-07-01 false Right-hand side of the road. 935.131 Section 935... INSULAR REGULATIONS WAKE ISLAND CODE Motor Vehicle Code § 935.131 Right-hand side of the road. Each person driving a motor vehicle on Wake Island shall drive on the right-hand side of the road, except where...

32 CFR 935.131 - Right-hand side of the road.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 32 National Defense 6 2013-07-01 2013-07-01 false Right-hand side of the road. 935.131 Section 935... INSULAR REGULATIONS WAKE ISLAND CODE Motor Vehicle Code § 935.131 Right-hand side of the road. Each person driving a motor vehicle on Wake Island shall drive on the right-hand side of the road, except where...

32 CFR 935.131 - Right-hand side of the road.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 32 National Defense 6 2012-07-01 2012-07-01 false Right-hand side of the road. 935.131 Section 935... INSULAR REGULATIONS WAKE ISLAND CODE Motor Vehicle Code § 935.131 Right-hand side of the road. Each person driving a motor vehicle on Wake Island shall drive on the right-hand side of the road, except where...

49 CFR 585.76 - Reporting requirements.

Code of Federal Regulations, 2014 CFR

2014-10-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) PHASE-IN REPORTING REQUIREMENTS Side Impact Protection... certified as meeting the moving deformable barrier test requirements of S7.2 of Standard No. 214, Side..., Side Impact Protection (49 CFR 571.214), and the number of vehicles that meet the vehicle-to-pole test...

49 CFR 585.76 - Reporting requirements.

Code of Federal Regulations, 2013 CFR

2013-10-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) PHASE-IN REPORTING REQUIREMENTS Side Impact Protection... certified as meeting the moving deformable barrier test requirements of S7.2 of Standard No. 214, Side..., Side Impact Protection (49 CFR 571.214), and the number of vehicles that meet the vehicle-to-pole test...

49 CFR 585.76 - Reporting requirements.

Code of Federal Regulations, 2012 CFR

2012-10-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) PHASE-IN REPORTING REQUIREMENTS Side Impact Protection... certified as meeting the moving deformable barrier test requirements of S7.2 of Standard No. 214, Side..., Side Impact Protection (49 CFR 571.214), and the number of vehicles that meet the vehicle-to-pole test...

Is passenger vehicle incompatibility still a problem?

PubMed

Teoh, Eric R; Nolan, Joseph M

2012-01-01

Passenger cars often are at a disadvantage when colliding with light trucks (sport utility vehicles [SUVs] and pickups) due to differences in mass, vehicle structural alignment, and stiffness. In 2003, vehicle manufacturers agreed to voluntary measures to improve compatibility, especially in front-to-front and front-to-side crashes, with full adherence to be achieved by September 2009. This study examined whether fatality rates are consistent with the expected benefit of this agreement. Analyses examined 2 death rates for 1- to 4-year-old passenger vehicles during 2000-2001 and 2008-2009 in the United States: occupant deaths per million registered vehicle years in these vehicles and deaths in other cars that collided with these vehicles in 2-vehicle crashes per million registered vehicle years. These rates were computed for each study period and for cars/minivans (referred to as cars), SUVs, and pickups by curb weight (in 500-pound increments). The latter death rate, referred to as the car crash partner death rate, also was computed for front-to-front crashes and front-to-side crashes where the front of the 1- to 4-year-old vehicle struck the side of the partner car. In both study periods, occupant death rates generally decreased for each vehicle type both with increasing curb weight and over time. SUVs experienced the greatest declines compared with cars and pickups. This is due in part to the early fitment of electronic stability control in SUVs, which drastically reduced the incidence of single-vehicle rollover crashes. Pickups had the highest death rates in both study periods. Car crash partner death rates generally declined over time for all vehicle categories but more steeply for SUVs and pickups colliding with cars than for cars colliding with cars. In fact, the car crash partner death rates for SUVs and cars were nearly identical during 2008-2009, suggesting that the voluntary design changes for compatibility have been effective. Car crash partner death rates also declined for pickups, but their rates were consistently the highest in both study periods. It is impossible to disentangle the individual contributions of the compatibility agreement, improved crashworthiness of cars, and other factors in reducing car crash partner fatality rates. However, the generally larger reductions in car crash partner death rates for SUVs and pickups indicate the likely benefits of the agreement. Overall, this study finds that the system of regulatory testing, voluntary industry initiatives, and consumer information testing has led to a passenger vehicle fleet that is much more compatible in crashes.

Road Accident Prevention with Instant Emergency Warning Message Dissemination in Vehicular Ad-Hoc Network.

PubMed

Gokulakrishnan, P; Ganeshkumar, P

2015-01-01

A Road Accident Prevention (RAP) scheme based on Vehicular Backbone Network (VBN) structure is proposed in this paper for Vehicular Ad-hoc Network (VANET). The RAP scheme attempts to prevent vehicles from highway road traffic accidents and thereby reduces death and injury rates. Once the possibility of an emergency situation (i.e. an accident) is predicted in advance, instantly RAP initiates a highway road traffic accident prevention scheme. The RAP scheme constitutes the following activities: (i) the Road Side Unit (RSU) constructs a Prediction Report (PR) based on the status of the vehicles and traffic in the highway roads, (ii) the RSU generates an Emergency Warning Message (EWM) based on an abnormal PR, (iii) the RSU forms a VBN structure and (iv) the RSU disseminates the EWM to the vehicles that holds the high Risk Factor (RF) and travels in High Risk Zone (HRZ). These vehicles might reside either within the RSU's coverage area or outside RSU's coverage area (reached using VBN structure). The RAP scheme improves the performance of EWM dissemination in terms of increase in notification and decrease in end-to-end delay. The RAP scheme also reduces infrastructure cost (number of RSUs) by formulating and deploying the VBN structure. The RAP scheme with VBN structure improves notification by 19 percent and end-to-end delay by 14.38 percent for a vehicle density of 160 vehicles. It is also proved from the simulation experiment that the performance of RAP scheme is promising in 4-lane highway roads.

Road Accident Prevention with Instant Emergency Warning Message Dissemination in Vehicular Ad-Hoc Network

PubMed Central

P, Gokulakrishnan; P, Ganeshkumar

2015-01-01

A Road Accident Prevention (RAP) scheme based on Vehicular Backbone Network (VBN) structure is proposed in this paper for Vehicular Ad-hoc Network (VANET). The RAP scheme attempts to prevent vehicles from highway road traffic accidents and thereby reduces death and injury rates. Once the possibility of an emergency situation (i.e. an accident) is predicted in advance, instantly RAP initiates a highway road traffic accident prevention scheme. The RAP scheme constitutes the following activities: (i) the Road Side Unit (RSU) constructs a Prediction Report (PR) based on the status of the vehicles and traffic in the highway roads, (ii) the RSU generates an Emergency Warning Message (EWM) based on an abnormal PR, (iii) the RSU forms a VBN structure and (iv) the RSU disseminates the EWM to the vehicles that holds the high Risk Factor (RF) and travels in High Risk Zone (HRZ). These vehicles might reside either within the RSU’s coverage area or outside RSU’s coverage area (reached using VBN structure). The RAP scheme improves the performance of EWM dissemination in terms of increase in notification and decrease in end-to-end delay. The RAP scheme also reduces infrastructure cost (number of RSUs) by formulating and deploying the VBN structure. The RAP scheme with VBN structure improves notification by 19 percent and end-to-end delay by 14.38 percent for a vehicle density of 160 vehicles. It is also proved from the simulation experiment that the performance of RAP scheme is promising in 4-lane highway roads. PMID:26636576

Third Generation RLV Structural Seal Development Programs at NASA GRC

NASA Technical Reports Server (NTRS)

Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; DeMange, Jeffrey J.

2002-01-01

NASA GRC's work on high temperature structural seal development began in the late 1980's and early 1990's under the NASP (National Aero-Space Plane) project. Bruce Steinetz led the in-house propulsion system seal development program and oversaw industry efforts for propulsion system and airframe seal development for this vehicle. a propulsion system seal location in the NASP engine is shown. The seals were located along the edge of a movable panel in the engine to seal the gap between the panel and adjacent engine sidewalls. More recently, we worked with Rocketdyne on high temperature seals for the linear aerospike engine ramps. In applications such as the former X-33 program, multiple aerospike engine modules would be installed side by side on the vehicle. Seals are required in between adjacent engine modules along the edges and base of the engines. The seals have to withstand the extreme temperatures produced byt he thrusters at the top of the ramps while accommodating large deflections between adjacent ramps. We came up with several promising seal concepts for this application and shared them with Rocketdyne.

Loading Deformation Characteristic Simulation Study of Engineering Vehicle Refurbished Tire

NASA Astrophysics Data System (ADS)

Qiang, Wang; Xiaojie, Qi; Zhao, Yang; Yunlong, Wang; Guotian, Wang; Degang, Lv

2018-05-01

The paper constructed engineering vehicle refurbished tire computer geometry model, mechanics model, contact model, finite element analysis model, did simulation study on load-deformation property of engineering vehicle refurbished tire by comparing with that of the new and the same type tire, got load-deformation of engineering vehicle refurbished tire under the working condition of static state and ground contact. The analysis result shows that change rules of radial-direction deformation and side-direction deformation of engineering vehicle refurbished tire are close to that of the new tire, radial-direction and side-direction deformation value is a little less than that of the new tire. When air inflation pressure was certain, radial-direction deformation linear rule of engineer vehicle refurbished tire would increase with load adding, however, side-direction deformation showed linear change rule, when air inflation pressure was low; and it would show increase of non-linear change rule, when air inflation pressure was very high.

Air Vehicle Integration and Technology Research (AVIATR). Delivery Order 0002: Condition-Based Maintenance Plus Structural Integrity (CBM+SI) Strategy Development

DTIC Science & Technology

2010-11-01

material. The rubber is laser -etched with rows of tiny, interconnected channels or galleries, to which air pressure is applied. Any propagating crack... clad one side. The Upper Lobe has a radius of approximately 85” (compound curvature) in the region of interest. As stated previously, the skin is...7079-T6 sheet; clad one side with a varying thickness of 0.050” to 0.071” (varies according to stability requirements for compression combined with

Lead/acid battery development for heat engine/electric hybrid vehicles. Final report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Giner, J.; Taylor, A.H.; Goebel, F.

A program was undertaken to develop a lead/acid battery system for use in a hybrid heat engine/electric vehicle. The basic requirements are that the battery be capable of supplying high-rate power pulses and of accepting high-rate charge pulses, both of short duration. The feasibility of developing a bipolar lead/acid battery system which conforms to these specifications was investigated by using a modular approach to system design. In the preferred design, a vertical array of lead strips placed on either side of each substrate are connected with adjacent strips on the opposite side only over the top of the substrate tomore » provide electrical conduction through the substrate. The following topics are discussed concerning this system: study of electrochemical problem areas relevant to design of a high-power-density battery; corrosion of substrate materials; development and mechanical testing of structures; life testing; design and preliminary cost analysis.« less

3. VIEW OF EAST SIDE AND NORTH FRONT OF BUILDING ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. VIEW OF EAST SIDE AND NORTH FRONT OF BUILDING #2205 (AREA CONTAINING VEHICLE REPAIR SHOP AND VEHICLE MANAGEMENT OFFICE), FACING SOUTHWEST. - Medford Service Center, Warehouse, 1319 McAndrews Road, Medford, Jackson County, OR

14. VEHICLE STORAGE BUILDING NORTHWEST SIDE AND NORTHEAST REAR. VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

14. VEHICLE STORAGE BUILDING NORTHWEST SIDE AND NORTHEAST REAR. VIEW TO SOUTHEAST. - Minuteman III ICBM Launch Control Facility November-1, 1.5 miles North of New Raymer & State Highway 14, New Raymer, Weld County, CO

13. VEHICLE STORAGE BUILDING SOUTHWEST FRONT AND SOUTHEAST SIDE. VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

13. VEHICLE STORAGE BUILDING SOUTHWEST FRONT AND SOUTHEAST SIDE. VIEW TO NORTHWEST. - Minuteman III ICBM Launch Control Facility November-1, 1.5 miles North of New Raymer & State Highway 14, New Raymer, Weld County, CO

Crash test rating and likelihood of major thoracoabdominal injury in motor vehicle crashes: the new car assessment program side-impact crash test, 1998-2010.

PubMed

Figler, Bradley D; Mack, Christopher D; Kaufman, Robert; Wessells, Hunter; Bulger, Eileen; Smith, Thomas G; Voelzke, Bryan

2014-03-01

The National Highway Traffic Safety Administration's New Car Assessment Program (NCAP) implemented side-impact crash testing on all new vehicles since 1998 to assess the likelihood of major thoracoabdominal injuries during a side-impact crash. Higher crash test rating is intended to indicate a safer car, but the real-world applicability of these ratings is unknown. Our objective was to determine the relationship between a vehicle's NCAP side-impact crash test rating and the risk of major thoracoabdominal injury among the vehicle's occupants in real-world side-impact motor vehicle crashes. The National Automotive Sampling System Crashworthiness Data System contains detailed crash and injury data in a sample of major crashes in the United States. For model years 1998 to 2010 and crash years 1999 to 2010, 68,124 occupants were identified in the Crashworthiness Data System database. Because 47% of cases were missing crash severity (ΔV), multiple imputation was used to estimate the missing values. The primary predictor of interest was the occupant vehicle's NCAP side-impact crash test rating, and the outcome of interest was the presence of major (Abbreviated Injury Scale [AIS] score ≥ 3) thoracoabdominal injury. In multivariate analysis, increasing NCAP crash test rating was associated with lower likelihood of major thoracoabdominal injury at high (odds ratio [OR], 0.8; 95% confidence interval [CI], 0.7-0.9; p < 0.01) and medium (OR, 0.9; 95% CI, 0.8-1.0; p < 0.05) crash severity (ΔV), but not at low ΔV (OR, 0.95; 95% CI, 0.8-1.2; p = 0.55). In our model, older age and absence of seat belt use were associated with greater likelihood of major thoracoabdominal injury at low and medium ΔV (p < 0.001), but not at high ΔV (p ≥ 0.09). Among adults in model year 1998 to 2010 vehicles involved in medium and high severity motor vehicle crashes, a higher NCAP side-impact crash test rating is associated with a lower likelihood of major thoracoabdominal trauma. Epidemiologic study, level III.

KSC-05pd2349

NASA Image and Video Library

2005-10-25

KENNEDY SPACE CENTER, FLA. - A piece of metal lies on the ground near the NASA Kennedy Space Center’s Vehicle Assembly Building following the wrath of hurricane Wilma as it crossed the state Oct. 24. Kennedy’s facilities sustained minor structural damage, primarily to roofs or from water intrusion. The Vehicle Assembly Building lost some panels on the east and west sides. Some facilities lost power. A total of 13.6 inches of rain was recorded at the Shuttle Landing Facility. The highest wind gust recorded was 94 mph from the north-northwest at Launch Pad 39B, while the maximum sustained wind was 76 mph from the north-northwest at the top of the 492-foot weather tower located north of the Vehicle Assembly Building.

KSC-05pd2352

NASA Image and Video Library

2005-10-25

KENNEDY SPACE CENTER, FLA. - Pieces of metal lie alongside a fence near NASA Kennedy Space Center’s Vehicle Assembly Building following the wrath of hurricane Wilma as it crossed the state Oct. 24. Kennedy’s facilities sustained minor structural damage, primarily to roofs or from water intrusion. The Vehicle Assembly Building lost some panels on the east and west sides. Some facilities lost power. A total of 13.6 inches of rain was recorded at the Shuttle Landing Facility. The highest wind gust recorded was 94 mph from the north-northwest at Launch Pad 39B, while the maximum sustained wind was 76 mph from the north-northwest at the top of the 492-foot weather tower located north of the Vehicle Assembly Building.

Factors affecting pelvic and thoracic forces in near-side impact crashes: a study of US-NCAP, NASS, and CIREN data.

PubMed

Tencer, Allan F; Kaufman, Robert; Mack, Christopher; Mock, Charles

2005-03-01

The goal of this study was to identify variables related to vehicle design which are associated with pelvic and thoracic accelerations as measured by the driver's (near side) crash dummy during new car assessment program (NCAP) testing of motor vehicles. Vehicle specific parameters were analyzed using NCAP side impact test results. Data from national automotive sampling system, crashworthiness data system (NASS-CDS) and crash injury research and engineering network (CIREN) (both National Highway Traffic Safety Administration (NHTSA) injury databases) were assessed to confirm NCAP test observations. In addition, door armrest stiffness measurements were performed using a mechanical tester on a sample of 40 vehicles. NCAP data showed that of 10 variables tested using multiple linear regression, vehicle weight and door crush correlated with pelvic acceleration of the driver's crash dummy (overall, r2=0.58, p=0.002, n=165). For thoracic trauma index (TTI) vehicle weight and peak door velocity correlated, significantly (overall, r2=0.41, p=0.03, n=165). Mean TTI was 63.7 g with no side airbag (n=108) and 55.6 g with a thoracic side airbag (n=54), p=0.01. The mean vehicle weight and door crush between airbag and no airbag groups were not significantly different. NASS-CDS data demonstrated a direct relationship between increased door crush and increased abbreviated injury score (AIS). CIREN data showed that occupants who sustained pelvic injuries had a median AIS of 3 with 24.9 cm of door crush, with abdominal injuries, a median AIS of 3 and 30 cm of crush, and with thoracic injuries, a median AIS of 4 and 34 cm of door crush. In addition, the frequency of bilateral pelvic injuries was significantly higher for subjects in CIREN crashes who were in a vehicle with a center console, but only if door intrusion was greater than 15 cm. This information may be useful in design of vehicles with greater protection in side impact crashes.

The influence of tyre transient side force properties on vehicle lateral acceleration for a time-varying vertical force

NASA Astrophysics Data System (ADS)

Takahashi, Toshimichi

2018-05-01

The tyre model which formerly developed by the author et al. and describes the tyre transient responses of side force and aligning moment under the time-varying vertical force was implemented to the vehicle dynamics simulation software and the influence of tyre side force transient property on the vehicle behaviour was investigated. The vehicle responses with/without tyre transient property on sinusoidally undulated road surfaces were simulated and compared. It was found that the average lateral acceleration of the vehicle at the sinusoidal steering wheel angle input decreases on the undulated road of long wavelength (3 m) for both cases, but when the wavelength becomes shorter (1 m), the average lateral acceleration increases only in the case that the transient property is considered. The cause of those changes is explained by using the tyre-related variables. Also the steady-state turning behaviour of the vehicle on undulated roads are shown and discussed.

Severity of vehicle bumper location in vehicle-to-pedestrian impact accidents.

PubMed

Matsui, Yasuhiro; Hitosugi, Masahito; Mizuno, Koji

2011-10-10

Pedestrian protection is one of the key topics for safety measures in traffic accidents all over the world. To analyze the relation between the collision site of the vehicle bumper and the severity of the lower extremity injuries, we performed biomechanical experiments. We compared the applied external force and the risks of subsequent injuries between the impact of the center and side positions of the front bumper. These comparisons were performed by practical impact tests with eight typical different types of cars which were typical of the current vehicle fleets. The tests were made using the TRL legform impactor which was a mechanical substitute of a pedestrian lower extremity. The TRL impactor is used all over the world for assessing the safety of car bumpers. It was found that the risks of lower extremity injuries in the impacts at the side positions, in front of the vehicle's side member, were significantly higher than those at the center. In the tests, we found that foam materials around the rigid front cross member had a significant effect on reducing the lower extremity injury risks and especially tibia fracture risk against vehicle bumper center collisions, but had little effect at the sides of the bumper over the vehicle's side members where the foam was thinner. We also found that the front shape of the vehicle affected the risk of ligaments injuries. According to these results, the information of impact locations of cars in vehicle-to-pedestrian traffic accidents is valuable for clinicians to diagnose patients with lower extremity injuries in traffic accidents and for forensic pathologists to analyze the accident reconstruction. Furthermore, the results suggest that testing of the bumper area in front of the main longitudinal beams should be included in the car safety legislation to require pedestrian safety. Copyright © 2011 Elsevier Ireland Ltd. All rights reserved.

Potential of a precrash lateral occupant movement in side collisions of (electric) minicars.

PubMed

Hierlinger, T; Lienkamp, M; Unger, J; Unselt, T

2015-01-01

In minicars, the survival space between the side structure and occupant is smaller than in conventional cars. This is an issue in side collisions. Therefore, in this article a solution is studied in which a lateral seat movement is imposed in the precrash phase. It generates a pre-acceleration and an initial velocity of the occupant, thus reducing the loads due to the side impact. The assessment of the potential is done by numerical simulations and a full-vehicle crash test. The optimal parameters of the restraint system including the precrash movement, time-to-fire of head and side airbag, etc., are found using metamodel-based optimization methods by minimizing occupant loads according to European New Car Assessment Programme (Euro NCAP). The metamodel-based optimization approach is able to tune the restraint system parameters. The numerical simulations show a significant averaged reduction of 22.3% in occupant loads. The results show that the lateral precrash occupant movement offers better occupant protection in side collisions.

Contrast model for three-dimensional vehicles in natural lighting and search performance analysis

NASA Astrophysics Data System (ADS)

Witus, Gary; Gerhart, Grant R.; Ellis, R. Darin

2001-09-01

Ground vehicles in natural lighting tend to have significant and systematic variation in luminance through the presented area. This arises, in large part, from the vehicle surfaces having different orientations and shadowing relative to the source of illumination and the position of the observer. These systematic differences create the appearance of a structured 3D object. The 3D appearance is an important factor in search, figure-ground segregation, and object recognition. We present a contrast metric to predict search and detection performance that accounts for the 3D structure. The approach first computes the contrast of the front (or rear), side, and top surfaces. The vehicle contrast metric is the area-weighted sum of the absolute values of the contrasts of the component surfaces. The 3D structure contrast metric, together with target height, account for more than 80% of the variance in probability of detection and 75% of the variance in search time. When false alarm effects are discounted, they account for 89% of the variance in probability of detection and 95% of the variance in search time. The predictive power of the signature metric, when calibrated to half the data and evaluated against the other half, is 90% of the explanatory power.

A comparative evaluation of in-vehicle side view displays layouts in critical lane changing situation.

PubMed

Beck, Donghyun; Lee, Minho; Park, Woojin

2017-12-01

This study conducted a driving simulator experiment to comparatively evaluate three in-vehicle side view displays layouts for camera monitor systems (CMS) and the traditional side view mirror arrangement. The three layouts placed two electronic side view displays near the traditional mirrors positions, on the dashboard at each side of the steering wheel and on the centre fascia with the two displays joined side-by-side, respectively. Twenty-two participants performed a time- and safety-critical driving task that required rapidly gaining situation awareness through the side view displays/mirrors and making a lane change to avoid collision. The dependent variables were eye-off-the-road time, response time, and, ratings of perceived workload, preference and perceived safety. Overall, the layout placing the side view displays on the dashboard at each side of the steering wheel was found to be the best. The results indicated that reducing eye gaze travel distance and maintaining compatibility were both important for the design of CMS displays layout. Practitioner Summary: A driving simulator study was conducted to comparatively evaluate three in-vehicle side view displays layouts for camera monitor systems (CMS) and the traditional side view mirror arrangement in critical lane changing situation. Reducing eye movement and maintaining compatibility were found to be both important for the ergonomics design of CMS displays layout.

The Very Specific Vortex Shedding Test on VEGA Launch Vehicle

NASA Astrophysics Data System (ADS)

Leofanti, Jose Luis; Fotio, Domenico; Grillenbeck, Anton; Dillinger, Stephan; Scaccia, Aldo

2012-07-01

When tall structures are subjected to lateral wind flow, under certain conditions, vortices are shed from alternate sides of the structure inducing periodic cross wind loads on the structure. The periodic loads, in a relatively narrow and stable frequency band, can couple with the structure’s natural frequencies. To avoid this effect the VEGA Launch System (LS) comprised a decoupling device at the launch vehicle (LV) base called Anti Vortex Shedding (AVS). During the LV-Ground Segment combined test campaign in Kourou, the LV mounted on AVS was experimentally verified, including a modal characterization test, a verification under artificial operational loads and finally tested under real wind environment. The paper gives an overview on the particular aspects of test planning, the test setup preparation inside the launch pad gantry, the test performance, test results and the conclusion for the VEGA launch system’s operational readiness.

Volvo and Infiniti drivers' experiences with select crash avoidance technologies.

PubMed

Braitman, Keli A; McCartt, Anne T; Zuby, David S; Singer, Jeremiah

2010-06-01

Vehicle-based crash avoidance systems can potentially reduce crashes, but success depends on driver acceptance and understanding. This study gauged driver use, experience, and acceptance among early adopters of select technologies. Telephone interviews were conducted in early 2009 with 380 owners of Volvo vehicles equipped with forward collision warning with autobrake, lane departure warning, side-view assist, and/or active bi-xenon headlights and 485 owners of Infiniti vehicles with lane departure warning/prevention. Most owners kept systems turned on most of the time, especially forward collision warning with autobrake and side-view assist. The exception was lane departure prevention; many owners were unaware they had it, and the system must be activated each time the vehicle is started. Most owners reported being safer with the technologies and would want them again on their next vehicles. Perceived false or unnecessary warnings were fairly common, particularly with side-view assist. Some systems were annoying, especially lane departure warning. Many owners reported safer driving behaviors such as greater use of turn signals (lane departure warning), increased following distance (forward collision warning), and checking side mirrors more frequently (side-view assist), but some reported driving faster at night (active headlights). Despite some unnecessary or annoying warnings, most Volvo and Infiniti owners use crash avoidance systems most of the time. Among early adopters, the first requirement of effective warning systems (that owners use the technology) seems largely met. Systems requiring activation by drivers for each trip are used less often. Owner experience with the latest technologies from other automobile manufacturers should be studied, as well as for vehicles on which technologies are standard (versus optional) equipment. The effectiveness of technologies in preventing and mitigating crashes and injuries, and user acceptance of interfaces, should be examined as more vehicles with advanced technologies penetrate the fleet.

Inflatable Re-Entry Vehicle Experiment (IRVE) Design Overview

NASA Technical Reports Server (NTRS)

Hughes, Stephen J.; Dillman, Robert A.; Starr, Brett R.; Stephan, Ryan A.; Lindell, Michael C.; Player, Charles J.; Cheatwood, F. McNeil

2005-01-01

Inflatable aeroshells offer several advantages over traditional rigid aeroshells for atmospheric entry. Inflatables offer increased payload volume fraction of the launch vehicle shroud and the possibility to deliver more payload mass to the surface for equivalent trajectory constraints. An inflatable s diameter is not constrained by the launch vehicle shroud. The resultant larger drag area can provide deceleration equivalent to a rigid system at higher atmospheric altitudes, thus offering access to higher landing sites. When stowed for launch and cruise, inflatable aeroshells allow access to the payload after the vehicle is integrated for launch and offer direct access to vehicle structure for structural attachment with the launch vehicle. They also offer an opportunity to eliminate system duplication between the cruise stage and entry vehicle. There are however several potential technical challenges for inflatable aeroshells. First and foremost is the fact that they are flexible structures. That flexibility could lead to unpredictable drag performance or an aerostructural dynamic instability. In addition, durability of large inflatable structures may limit their application. They are susceptible to puncture, a potentially catastrophic insult, from many possible sources. Finally, aerothermal heating during planetary entry poses a significant challenge to a thin membrane. NASA Langley Research Center and NASA's Wallops Flight Facility are jointly developing inflatable aeroshell technology for use on future NASA missions. The technology will be demonstrated in the Inflatable Re-entry Vehicle Experiment (IRVE). This paper will detail the development of the initial IRVE inflatable system to be launched on a Terrier/Orion sounding rocket in the fourth quarter of CY2005. The experiment will demonstrate achievable packaging efficiency of the inflatable aeroshell for launch, inflation, leak performance of the inflatable system throughout the flight regime, structural integrity when exposed to a relevant dynamic pressure and aerodynamic stability of the inflatable system. Structural integrity and structural response of the inflatable will be verified with photogrammetric measurements of the back side of the aeroshell in flight. Aerodynamic stability as well as drag performance will be verified with on board inertial measurements and radar tracking from multiple ground radar stations. The experiment will yield valuable information about zero-g vacuum deployment dynamics of the flexible inflatable structure with both inertial and photographic measurements. In addition to demonstrating inflatable technology, IRVE will validate structural, aerothermal, and trajectory modeling techniques for the inflatable. Structural response determined from photogrammetrics will validate structural models, skin temperature measurements and additional in-depth temperature measurements will validate material thermal performance models, and on board inertial measurements along with radar tracking from multiple ground radar stations will validate trajectory simulation models.

Design Multi-Sides System Unmanned Surface Vehicle (USV) Rocket

NASA Astrophysics Data System (ADS)

Syam, Rafiudin; Sutresman, Onny; Mappaita, Abdullah; Amiruddin; Wiranata, Ardi

2018-02-01

This study aims to design and test USV multislide forms. This system is excellent for maneuvering on the x-y-z coordinates. The disadvantage of a single side USV is that it is very difficult to maneuver to achieve very dynamic targets. While for multi sides system easily maneuvered though x-y-z coordinates. In addition to security defense purposes, multi-side system is also good for maritime intelligence, surveillance. In this case, electric deducted fan with Multi-Side system so that the vehicle can still operate even in reverse condition. Multipleside USV experiments have done with good results. In a USV study designed to use two propulsions.

Community-based education and public awareness for all-terrain vehicle (ATV) and side-by-side (SxS) safety to reduce roadway deaths and injuries : preventing roadway deaths and injuries from off-road vehicle crashes : research report summary.

DOT National Transportation Integrated Search

2017-06-30

ATVs and SxSs are designed for off-road use only. Vehicle design, lack of operator training, and other factors, like roadway speeds, all contribute to the risk of a crash. In fact, more than half of all ATV and SxS fatalities occur on public roads. A...

Design and fabrication of brazed Rene 41 honeycomb sandwich structural panels for advanced space transportation systems

NASA Technical Reports Server (NTRS)

Hepler, A. K.; Swegle, A. R.

1981-01-01

The design and fabrication of two large brazed Rene 41 honeycomb panels, the establishment of a test plan, the design and fabrication of a test fixture to subject the panels to cyclic thermal gradients and mechanical loads equivalent to those imposed on an advanced space transportation vehicle during its boost and entry trajectories are discussed. The panels will be supported at four points, creating three spans. The outer spans are 45.7 cm (18 in.) and the center span 76.2 cm (30 in). Specimen width is 30.5 cm (12 in.). The panels were primarily designed by boost conditions simulated by subjecting the panels to liquid nitrogen, 77K (-320 F) on one side and 455K (360 F) on the other side and by mechanically imposing loads representing vehicle fuel pressure loads. Entry conditions were simulated by radiant heating to 1034K (1400 F). The test program subjected the panels to 500 boost thermal conditions. Results are presented.

Injury and side impact air bag deployment in near and far sided motor vehicle crashes, United States, 2000-2005.

PubMed

Stadter, Greg; Grabowski, Jurek G; Burke, Christine; Aldaghlas, Tayseer A; Robinson, Linda; Fakhry, Samir M

2008-12-01

Side impact crashes, the most lethal type, account for 26% of all motor vehicle crashes in the United States. The purpose of this study is to delineate side impact airbag (SIAB) deployment rates, injury rates, and analyze crash factors associated with SIAB deployment and occupant injury. All passenger vehicles equipped with SIABs that were involved in a side impact crash were identified from the National Automotive Sampling System database. Crashes with multiple impacts, ejections, unbelted drivers or rollovers were excluded from the study. The outcome variables of interest were SIAB deployment and driver injury. SIAB deployment was compared in similar crashes to analyze the impact on driver's injury severity score. Other crash factors were also examined to analyze what role they play in SIAB deployment rates and injury rates, such as plane of contact, striking object and Delta-V. The data set for this study contained 247 drivers in near and far side crashes in vehicles with installed SIABs. Overall SIAB deployment was 43% in side impact crashes. A significant factor associated with both the SIAB deployment rate and the driver's injury rate was increased Delta-V. SIABs do not deploy consistently in crashes with a high Delta-V or with a lateral primary direction of force and a front plane of contact. In these two scenarios, further research is warranted on SIAB deployments. With SIAB deployment, it appears drivers are able to sustain a higher Delta-V impact without serious injury.

Evaluation of kinematics and injuries to restrained occupants in far-side crashes using full-scale vehicle and human body models.

PubMed

Arun, Mike W J; Umale, Sagar; Humm, John R; Yoganandan, Narayan; Hadagali, Prasanaah; Pintar, Frank A

2016-09-01

The objective of the current study was to perform a parametric study with different impact objects, impact locations, and impact speeds by analyzing occupant kinematics and injury estimations using a whole-vehicle and whole-body finite element-human body model (FE-HBM). To confirm the HBM responses, the biofidelity of the model was validated using data from postmortem human surrogate (PMHS) sled tests. The biofidelity of the model was validated using data from sled experiments and correlational analysis (CORA). Full-scale simulations were performed using a restrained Global Human Body Model Consortium (GHBMC) model seated on a 2001 Ford Taurus model using a far-side lateral impact condition. The driver seat was placed in the center position to represent a nominal initial impact condition. A 3-point seat belt with pretensioner and retractor was used to restrain the GHBMC model. A parametric study was performed using 12 simulations by varying impact locations, impacting object, and impact speed using the full-scale models. In all 12 simulations, the principal direction of force (PDOF) was selected as 90°. The impacting objects were a 10-in.-diameter rigid vertical pole and a movable deformable barrier. The impact location of the pole was at the C-pillar in the first case, at the B-pillar in the second case, and, finally, at the A-pillar in the third case. The vehicle and the GHBMC models were defined an initial velocity of 35 km/h (high speed) and 15 km/h (low speed). Excursion of the head center of gravity (CG), T6, and pelvis were measured from the simulations. In addition, injury risk estimations were performed on head, rib cage, lungs, kidneys, liver, spleen, and pelvis. The average CORA rating was 0.7. The shoulder belt slipped in B- and C-pillar impacts but somewhat engaged in the A-pillar case. In the B-pillar case, the head contacted the intruding struck-side structures, indicating higher risk of injury. Occupant kinematics depended on interaction with restraints and internal structures-especially the passenger seat. Risk analysis indicated that the head had the highest risk of sustaining an injury in the B-pillar case compared to the other 2 cases. Higher lap belt load (3.4 kN) may correspond to the Abbreviated Injury Scale (AIS) 2 pelvic injury observed in the B-pillar case. Risk of injury to other soft anatomical structures varied with impact configuration and restraint interaction. The average CORA rating was 0.7. In general, the results indicated that the high-speed impacts against the pole resulted in severe injuries, higher excursions followed by low-speed pole, high-speed moving deformable barrier (MDB), and low-speed MDB impacts. The vehicle and occupant kinematics varied with different impact setups and the latter kinematics were likely influenced by restraint effectiveness. Increased restraint engagement increased the injury risk to the corresponding anatomic structure, whereas ineffective restraint engagement increased the occupant excursion, resulting in a direct impact to the struck-side interior structures.

Driver Mortality in Paired Side Impact Collisions Due to Incompatible Vehicle Types

PubMed Central

Crandall, C.S.

2003-01-01

Using a matched case control design, this study measured the mortality associated with paired passenger car-sport utility vehicle side impact (‘T-bone’) collisions using FARS data. Survival versus fatal outcome within the matched crash pairs was measured with matched pair odds ratios. Conditional logistic regression adjusted for multiple effects. Overall, passenger car drivers experienced greater mortality than did SUV drivers, regardless if they were in the struck or striking vehicle (odds ratio: 10.0; 95% confidence interval: 7.9, 12.5). Differential mortality persisted after adjustment for confounders. Efforts should be sought to improve passenger car side impact crashworthiness and to reduce SUV aggressivity. PMID:12941243

Study of Running Stability in Side-Suspended HTS-PMG Maglev Circular Line System

NASA Astrophysics Data System (ADS)

Zhou, Dajin; Zhao, Lifeng; Li, Linbo; Cui, Chenyu; Hsieh, Chang-Chun; Zhang, Yong; Guo, Jianqiang; Zhao, Yong

2017-07-01

A research on stability of the side-suspended HTS-PMG maglev circular line system is carried out through simulation experiment. The results show that the maglev vehicle will gradually get close to the track surface during acceleration under the action of centrifugal force, leading to decay of guidance force and occurrence of vertical eccentric motion. In case of linear array of YBa2Cu3O7-x (YBCO) bulks, the guidance force will be changed with the decreasing of the levitation gap. It can be suppressed through the complex arrangement of YBCO bulks. Fortunately, triangle array of YBCO bulks can effectively keep the guidance force constant and realize stable running during accelerating process of the prototype vehicle. Based on the research on stability of side-suspended maglev vehicle, a side-suspended PMG circular test track with diameter of 6.5 m and circumference of 20.4 m is successfully designed and established, enabling the prototype vehicle to run stably at up to 82.5 km/h under open atmosphere (9.6 × 104 Pa).

Efficacy of side air bags in reducing driver deaths in driver-side collisions.

PubMed

Braver, Elisa R; Kyrychenko, Sergey Y

2004-03-15

Side air bags, a relatively new technology designed to protect the head and/or torso in side-impact collisions, are becoming increasingly common in automobiles. Their efficacy in preventing US driver deaths among cars struck on the near (driver's) side was examined using data from the Fatality Analysis Reporting System and the General Estimates System. Risk ratios for driver death per nearside collision during 1999-2001 were computed for head/torso and torso-only side air bags in cars from model years 1997-2002, relative to cars without side air bags. Confounding was addressed by adjusting nearside risk ratios for front- and rear-impact mortality, which is unaffected by side air bags. Risk ratios were 0.55 (95% confidence interval: 0.43, 0.71) for head/torso air bags and 0.89 (95% confidence interval: 0.79, 1.01) for torso-only air bags. Risk was reduced when cars with head/torso air bags were struck by cars/minivans (significant) or pickup trucks/sport utility vehicles (nonsignificant). Risk was reduced in two-vehicle collisions and among male drivers and drivers aged 16-64 years. Protective effects associated with torso-only air bags were observed in single-vehicle crashes and among male and 16- to 64-year-old drivers. Head/torso side air bags appear to be very effective in reducing nearside driver deaths, whereas torso-only air bags appear less protective.

J-2X Turbopump Cavitation Diagnostics

NASA Technical Reports Server (NTRS)

Santi, I. Michael; Butas, John P.; Tyler, Thomas R., Jr.; Aguilar, Robert; Sowers, T. Shane

2010-01-01

The J-2X is the upper stage engine currently being designed by Pratt & Whitney Rocketdyne (PWR) for the Ares I Crew Launch Vehicle (CLV). Propellant supply requirements for the J-2X are defined by the Ares Upper Stage to J-2X Interface Control Document (ICD). Supply conditions outside ICD defined start or run boxes can induce turbopump cavitation leading to interruption of J-2X propellant flow during hot fire operation. In severe cases, cavitation can lead to uncontained engine failure with the potential to cause a vehicle catastrophic event. Turbopump and engine system performance models supported by system design information and test data are required to predict existence, severity, and consequences of a cavitation event. A cavitation model for each of the J-2X fuel and oxidizer turbopumps was developed using data from pump water flow test facilities at Pratt & Whitney Rocketdyne (PWR) and Marshall Space Flight Center (MSFC) together with data from Powerpack 1A testing at Stennis Space Center (SSC) and from heritage systems. These component models were implemented within the PWR J-2X Real Time Model (RTM) to provide a foundation for predicting system level effects following turbopump cavitation. The RTM serves as a general failure simulation platform supporting estimation of J-2X redline system effectiveness. A study to compare cavitation induced conditions with component level structural limit thresholds throughout the engine was performed using the RTM. Results provided insight into system level turbopump cavitation effects and redline system effectiveness in preventing structural limit violations. A need to better understand structural limits and redline system failure mitigation potential in the event of fuel side cavitation was indicated. This paper examines study results, efforts to mature J-2X turbopump cavitation models and structural limits, and issues with engine redline detection of cavitation and the use of vehicle-side abort triggers to augment the engine redline system.

Ceramic-ceramic shell tile thermal protection system and method thereof

NASA Technical Reports Server (NTRS)

Riccitiello, Salvatore R. (Inventor); Smith, Marnell (Inventor); Goldstein, Howard E. (Inventor); Zimmerman, Norman B. (Inventor)

1986-01-01

A ceramic reusable, externally applied composite thermal protection system (TPS) is proposed. The system functions by utilizing a ceramic/ceramic upper shell structure which effectively separates its primary functions as a thermal insulator and as a load carrier to transmit loads to the cold structure. The composite tile system also prevents impact damage to the atmospheric entry vehicle thermal protection system. The composite tile comprises a structurally strong upper ceramic/ceramic shell manufactured from ceramic fibers and ceramic matrix meeting the thermal and structural requirements of a tile used on a re-entry aerospace vehicle. In addition, a lightweight high temperature ceramic lower temperature base tile is used. The upper shell and lower tile are attached by means effective to withstand the extreme temperatures (3000 to 3200F) and stress conditions. The composite tile may include one or more layers of variable density rigid or flexible thermal insulation. The assembly of the overall tile is facilitated by two or more locking mechanisms on opposing sides of the overall tile assembly. The assembly may occur subsequent to the installation of the lower shell tile on the spacecraft structural skin.

A randomized, double-blind, vehicle-controlled study of a preparation containing undecylenoyl phenylalanine 2% in the treatment of solar lentigines.

PubMed

Katoulis, A C; Alevizou, A; Bozi, E; Makris, M; Zafeiraki, A; Mantas, N; Kousta, F; Mistidou, M; Kanelleas, A; Stavrianeas, N G

2010-07-01

Solar lentigines are common, benign, cosmetically disfiguring lesions. Available physical treatments are effective, but they are costly and carry risks of side-effects. To evaluate the efficacy and safety of a preparation containing undecylenoyl phenylalanine 2% in the topical treatment of solar lentigines. In total, 36 patients with solar lentigines of the hands were randomly assigned to apply the active preparation on one side and the vehicle alone on the other side, twice daily for 12 weeks. Patients were evaluated monthly for efficacy and safety. In all, 30 patients (28 women and 2 men; age range 47-75 years) completed the study. The duration of lesions ranged from 8 months to > 10 years. All patients responded partially on the side of the active treatment. Of the partial responders, 19 (63.3%) had moderate improvement and 11 (36.6%) had marked improvement. Improvement was evident from the first follow-up visit. On the side of the vehicle, 26 remained stable (86.6%) and 4 (13.3%) had partial improvement. There was a significant difference (P < 0.01) in efficacy of the active preparation vs. the vehicle. Using patient assessment ratings, 80% were 'much more satisfied/more satisfied' with the result. The reported side-effects were minor and included erythema and itching or burning on the side of active treatment. Undecylenoyl phenylalanine 2% is a novel depigmenting agent, which possibly acts as an alpha-melanocyte-stimulating hormone antagonist, thus inhibiting melaninogenesis. It achieved a significant lightening of the lesions with minimal side-effects. Most patients were satisfied with the improvement. Undecylenoyl phenylalanine 2% may represent a safe, effective and inexpensive therapeutic alternative for solar lentigines.

49 CFR 571.214 - Standard No. 214; Side impact protection.

Code of Federal Regulations, 2010 CFR

2010-10-01

... of the cushion with the seat adjusted to its rearmost position. (4) Any side door that is designed to... exclusively have doors that are designed to be easily attached or removed so the vehicle can be operated... have doors that are designed to be easily attached or removed so that the vehicle can be operated...

49 CFR 571.214 - Standard No. 214; Side impact protection.

Code of Federal Regulations, 2013 CFR

2013-10-01

... of the cushion with the seat adjusted to its rearmost position. (4) Any side door that is designed to... exclusively have doors that are designed to be easily attached or removed so the vehicle can be operated... have doors that are designed to be easily attached or removed so that the vehicle can be operated...

49 CFR 571.214 - Standard No. 214; Side impact protection.

Code of Federal Regulations, 2012 CFR

2012-10-01

... of the cushion with the seat adjusted to its rearmost position. (4) Any side door that is designed to... exclusively have doors that are designed to be easily attached or removed so the vehicle can be operated... have doors that are designed to be easily attached or removed so that the vehicle can be operated...

49 CFR 571.214 - Standard No. 214; Side impact protection.

Code of Federal Regulations, 2014 CFR

2014-10-01

... of the cushion with the seat adjusted to its rearmost position. (4) Any side door that is designed to... exclusively have doors that are designed to be easily attached or removed so the vehicle can be operated... have doors that are designed to be easily attached or removed so that the vehicle can be operated...

Nonlinear analysis of collapse mechanism in superstructure vehicle

NASA Astrophysics Data System (ADS)

Nor, M. K. Mohd; Ho, C. S.; Ma'at, N.

2017-04-01

The EU directive 2001/85/EC is an official European text which describes the specifications for "single deck class II and III vehicles" required to be approved by the regulation UN/ECE no.66 (R66). To prevent the catastrophic consequences by occupant during an accident, the Malaysian government has reinforced the same regulation upon superstructure construction. This paper discusses collapse mechanism analysis of a superstructure vehicle using a Crash D nonlinear analysis computer program based on this regulation. The analysis starts by hand calculation to define the required energy absorption by the chosen structure. Simple calculations were then performed to define the weakest collapse mechanism after undesirable collapse modes are eliminated. There are few factors highlighted in this work to pass the regulation. Using the selected cross section, Crash D simulation showed a good result. Generally, the deformation is linearly correlates to the energy absorption for the structure with low stiffness. Failure of critical members such as vertical lower side wall must be avoided to sustain safety of the passenger compartment and prevent from severe and fatal injuries to the trapped occupant.

Comparing motor-vehicle crash risk of EU and US vehicles.

PubMed

Flannagan, Carol A C; Bálint, András; Klinich, Kathleen D; Sander, Ulrich; Manary, Miriam A; Cuny, Sophie; McCarthy, Michael; Phan, Vuthy; Wallbank, Caroline; Green, Paul E; Sui, Bo; Forsman, Åsa; Fagerlind, Helen

2018-08-01

This study examined the hypotheses that passenger vehicles meeting European Union (EU) safety standards have similar crashworthiness to United States (US) -regulated vehicles in the US driving environment, and vice versa. The first step involved identifying appropriate databases of US and EU crashes that include in-depth crash information, such as estimation of crash severity using Delta-V and injury outcome based on medical records. The next step was to harmonize variable definitions and sampling criteria so that the EU data could be combined and compared to the US data using the same or equivalent parameters. Logistic regression models of the risk of a Maximum injury according to the Abbreviated Injury Scale of 3 or greater, or fatality (MAIS3+F) in EU-regulated and US-regulated vehicles were constructed. The injury risk predictions of the EU model and the US model were each applied to both the US and EU standard crash populations. Frontal, near-side, and far-side crashes were analyzed together (termed "front/side crashes") and a separate model was developed for rollover crashes. For the front/side model applied to the US standard population, the mean estimated risk for the US-vehicle model is 0.035 (sd = 0.012), and the mean estimated risk for the EU-vehicle model is 0.023 (sd = 0.016). When applied to the EU front/side population, the US model predicted a 0.065 risk (sd = 0.027), and the EU model predicted a 0.052 risk (sd = 0.025). For the rollover model applied to the US standard population, the US model predicted a risk of 0.071 (sd = 0.024), and the EU model predicted 0.128 risk (sd = 0.057). When applied to the EU rollover standard population, the US model predicted a 0.067 risk (sd = 0.024), and the EU model predicted 0.103 risk (sd = 0.040). The results based on these methods indicate that EU vehicles most likely have a lower risk of MAIS3+F injury in front/side impacts, while US vehicles most likely have a lower risk of MAIS3+F injury in llroovers. These results should be interpreted with an understanding of the uncertainty of the estimates, the study limitations, and our recommendations for further study detailed in the report. Copyright © 2018 The Authors. Published by Elsevier Ltd.. All rights reserved.

Assessment of the efficacy and safety of a combination of 2 topical retinoids (RetinSphere) in maintaining post-treatment response of acne to oral isotretinoin.

PubMed

Truchuelo, M T; Jiménez, N; Mavura, D; Jaén, P

2015-03-01

The high rate of relapse of acne lesions following oral isotretinoin treatment is a common problem which remains unsolved. To avoid or minimize relapses, topical retinoids have been used for many years as maintenance treatment. However, adverse effects frequently occur. To determine the efficacy and safety of a new retinoid combination (Retinsphere technology) in maintaining post-treatment response to oral isotretinoin. Prospective, randomized, double-blind and vehicle-controlled study of 30 patients with acne previously treated with isotretinoin. Treatment with the retinoid combination was applied to one side of the face and vehicle was applied to the other, once daily, for 3 months. Standardized photographs were taken using RBX technology at baseline, 1.5 months and 3 months. The primary efficacy endpoint was the appearance of relapse on the treated side compared to the vehicle-treated side. Other endpoints included lesion count, investigator-reported improvement, patient-reported improvement, impact on quality-of-life, and side effects. Although the majority of patients did not reach the total target dose of oral isotretinoin, the relapse rate was significantly lower on the retinoid-treated side compared to the vehicle-treated side. Likewise, improved lesion count and excellent tolerance were observed. This new retinoid combination (Retinsphere technology) were effective and safe as maintenance therapy after post-treatment response to oral isotretinoin in patients with acne. Copyright © 2014 Elsevier España, S.L.U. and AEDV. All rights reserved.

Implications of Vehicle Roll Direction on Occupant Ejection and Injury Risk

PubMed Central

Gloeckner, D. Claire; Moore, Tara L. A.; Steffey, Duane; Bare, Cleve; Corrigan, Catherine Ford

2006-01-01

Vehicle roll direction and occupant position have been shown to affect occupant kinematics. Data from NASS-CDS were analyzed for risk of serious or greater injuries and ejection with respect to the position of the occupant (near side or far side). The risk of AIS 3+ injuries was higher for unrestrained occupants, for ejected occupants, for occupants involved in rollovers with higher numbers of quarter turns, and for far side occupants. Near side occupants had an increased risk of partial ejection in rollovers consisting of one complete roll or less. Occupant roll direction did not affect risk of complete ejection. PMID:16968635

49 CFR 38.73 - Doorways.

Code of Federal Regulations, 2010 CFR

2010-10-01

.... Vertical alignment may be accomplished by vehicle air suspension, automatic ramps or lifts, or any... SPECIFICATIONS FOR TRANSPORTATION VEHICLES Light Rail Vehicles and Systems § 38.73 Doorways. (a) Clear width—(1) All passenger doorways on vehicle sides shall have minimum clear openings of 32 inches when open. (2...

Articulated suspension system

NASA Technical Reports Server (NTRS)

Bickler, Donald B. (Inventor)

1989-01-01

The invention provides a rough terrain vehicle which maintains a substantially constant weight, and therefore traction, on all wheels, despite one wheel moving considerably higher or lower than the others, while avoiding a very soft spring suspension. The vehicle includes a chassis or body to be supported and a pair of side suspensions at either side of the body. In a six wheel vehicle, each side suspension includes a middle wheel, and front and rear linkages respectively coupling the front and rear wheels to the middle wheel. A body link pivotally connects the front and rear linkages together, with the middle of the body link rising or falling by only a fraction of the rise or fall of any of the three wheels. The body link pivotally supports the middle of the length of the body. A transverse suspension for suspending the end of the body on the side suspensions includes a middle part pivotally connected to the body about a longitudinal axis and opposite ends each pivotally connected to one of the side suspensions along at least a longitudinal axis.

On the failure behaviour to striking bow penetration of impacted marine-steel structures

NASA Astrophysics Data System (ADS)

Prabowo, Aditya Rio; Muttaqie, Teguh; Sohn, Jung Min; Bae, Dong Myung; Setiyawan, Agus

2018-04-01

Demands for water transportation modes are continuously increasing as rapid economic and industrial growths in the recent decade. Ship as representative of the water transportation is generally needed to carry various products from one location to another. Besides as product carrier, ship also acts as public facility to transport human across islands for number of reasons, such as tourism and vehicle. Considering its importance, structural damage due to accidental loads or so-called impact can cause unacceptable casualties which threat ship passenger, shipping industry and maritime environment in same time. The most frequent impact phenomena occur in forms of collision and grounding, which are targeting side structure and double bottom consecutively. However, since responses of the impacts on structure are highly nonlinear and vary due to development of ship structures, sustainable analysis as an update of pioneer calculation can be beneficial as rational reference for improving safety and navigational instruments. This work aims to assess failures of the side structures subjected to penetration of striking bow in ship-ship collision scenario. Locations of impact are idealized to happen on after-end, midsection and fore-end to provide complete assessment. Striking bow is to be deployed by varying input velocity to observe significance of the fractures on the side structure. This configuration is implemented on the designed collision scenario, and later calculated using nonlinear finite element method (NLFEM). Summary of the solution indicated that the midsection produced the highest resistance against side collision. Breaching of the inner shell was successfully avoided on the fore-end, but the critical damage to the cargo was observed during bow penetration to the after-end region. This location was recommended to be added by longitudinal framing to increase its resistance against ship collision.

Side impact crashes--factors affecting incidence and severity: review of the literature.

PubMed

Chipman, Mary L

2004-03-01

Many traffic crashes are side impact collisions resulting in significant death and injury. A review was conducted of the evidence of driver, road, and vehicle characteristics affecting either the risk of occurrence or the severity of injury in such crashes for papers published from 1996 to early 2003. For drivers, evidence was found of increased crash risk or injury severity only for age and age-related medical conditions (e.g., dementia). Traffic roundabouts and other traffic control devices--stop signs, traffic lights, and so on--had mixed results; traffic controls were better than no controls, but their effectiveness varied with circumstance. Most vehicle characteristics have had little or no effect on crash occurrence. Antilock braking systems (ABS) in the striking vehicle had been anticipated to reduce the risk of crashes, but so far have demonstrated little effect. The primary emphasis in vehicle design has been on protective devices to reduce the severity of injury. Disparity in the size of the two vehicles, especially when the struck vehicle is smaller and lighter, is almost a consistent risk factor for occupant injury. The occupants of light trucks, however, when struck by passengers cars on the opposite side, were at higher risk of injury. Wearing seat belts had a consistently protective effect; airbags did not, but there were few studies, and no field studies, of lateral airbags found. Of all the characteristics examined, vehicle design, including occupant restraints, is the most easily modified in the short term, although road design, traffic control, and the monitoring of older drivers may also prove effective in reducing side impact crashes in the longer term.

View of the forward section, port side, of the Orbiter ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

View of the forward section, port side, of the Orbiter Discovery at ground level in the Vehicle Assembly Building at NASA's Kennedy Space Center. Note the exposed panels for systems access during ground support and vehicle turn-around processes. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

49 CFR 393.120 - What are the rules for securing metal coils?

Code of Federal Regulations, 2011 CFR

2011-10-01

....100 through 393.114. (b) Securement of coils transported with eyes vertical on a flatbed vehicle, in a...), across the eye of the coil, to the right side of the vehicle or intermodal container (near the rearmost... intermodal container (near the forwardmost part of the coil), across the eye of the coil, to the left side of...

Dual-sided coded-aperture imager

DOEpatents

Ziock, Klaus-Peter [Clinton, TN

2009-09-22

In a vehicle, a single detector plane simultaneously measures radiation coming through two coded-aperture masks, one on either side of the detector. To determine which side of the vehicle a source is, the two shadow masks are inverses of each other, i.e., one is a mask and the other is the anti-mask. All of the data that is collected is processed through two versions of an image reconstruction algorithm. One treats the data as if it were obtained through the mask, the other as though the data is obtained through the anti-mask.

Device for reducing vehicle aerodynamic resistance

DOEpatents

Graham, Sean C.

2006-08-22

A device for reducing vehicle aerodynamic resistance for vehicles having a generally rectangular body disposed above rear wheels, comprising a plurality of load bearing struts attached to the bottom of the rectangular body adjacent its sides, a plurality of opposing flat sheets attached to the load bearing struts, and angled flaps attached to the lower edge of the opposing sheets defining an obtuse angle with the opposing flat sheets extending inwardly with respect to the sides of the rectangular body to a predetermined height above the ground, which, stiffen the opposing flat sheets, bend to resist damage when struck by the ground, and guide airflow around the rear wheels of the vehicle to reduce its aerodynamic resistance when moving.

49 CFR 38.53 - Doorways.

Code of Federal Regulations, 2010 CFR

2010-10-01

... accomplished by vehicle air suspension or other suitable means of meeting the requirement. (2) Exception. New... SPECIFICATIONS FOR TRANSPORTATION VEHICLES Rapid Rail Vehicles and Systems § 38.53 Doorways. (a) Clear width. (1) Passenger doorways on vehicle sides shall have clear openings at least 32 inches wide when open. (2) If...

Examination of the impact of airbags on renal injury using a national database.

PubMed

Smith, Thomas G; Wessells, Hunter B; Mack, Chris D; Kaufman, Robert; Bulger, Eileen M; Voelzke, Bryan B

2010-09-01

Little is known about preventative measures to lessen solid organ injury in motor vehicle collisions (MVCs). To evaluate the efficacy of airbags in reducing renal injuries in MVC, we analyzed renal injury rates in vehicles with and without airbags using the Crash Injury Research and Engineering Network (CIREN) database. The CIREN database was queried for MVC and renal injury from 1996 to September 2008. CIREN is weighted toward late model vehicles and selects more severely injured patients. Search fields were primary direction of force (PDOF), presence of airbags, and location of airbags (steering wheel, instrument panel, seat back, door panel, and roof-side curtain). Abdominal Abbreviated Injury Score was converted to AAST renal injury grade. Renal injury rates were compared between vehicles with and without frontal and side airbags. We reviewed 2,864 records and identified 139 renal injuries (28.9% AAST grade III to V). In MVCs with renal injuries, frontal impact was 54.7% of total (n = 76) and side impact was 45.3% of total (n = 63). Most occupants in frontal impact MVCs had exposure to a steering wheel airbag (74.9%); 16.6% had an instrument panel (passenger) airbags. In side impact MVCs, 32.2% of occupants had a side airbag. Compared with the non-airbags cohort, frontal airbags and side airbags were associated with a 45.3% and 52.8% reduction in renal injury, respectively. Passengers in automobiles with frontal and side airbags have a reduced rate of renal injury compared with those without airbags. Our data support further study of the role of airbags in reducing renal injury after MVC. Copyright 2010 American College of Surgeons. Published by Elsevier Inc. All rights reserved.

An Algorithm for Autonomous Formation Obstacle Avoidance

NASA Astrophysics Data System (ADS)

Cruz, Yunior I.

The level of human interaction with Unmanned Aerial Systems varies greatly from remotely piloted aircraft to fully autonomous systems. In the latter end of the spectrum, the challenge lies in designing effective algorithms to dictate the behavior of the autonomous agents. A swarm of autonomous Unmanned Aerial Vehicles requires collision avoidance and formation flight algorithms to negotiate environmental challenges it may encounter during the execution of its mission, which may include obstacles and chokepoints. In this work, a simple algorithm is developed to allow a formation of autonomous vehicles to perform point to point navigation while avoiding obstacles and navigating through chokepoints. Emphasis is placed on maintaining formation structures. Rather than breaking formation and individually navigating around the obstacle or through the chokepoint, vehicles are required to assemble into appropriately sized/shaped sub-formations, bifurcate around the obstacle or negotiate the chokepoint, and reassemble into the original formation at the far side of the obstruction. The algorithm receives vehicle and environmental properties as inputs and outputs trajectories for each vehicle from start to the desired ending location. Simulation results show that the algorithm safely routes all vehicles past the obstruction while adhering to the aforementioned requirements. The formation adapts and successfully negotiates the obstacles and chokepoints in its path while maintaining proper vehicle separation.

Vehicle autonomous localization in local area of coal mine tunnel based on vision sensors and ultrasonic sensors

PubMed Central

Yang, Wei; You, Kaiming; Li, Wei; Kim, Young-il

2017-01-01

This paper presents a vehicle autonomous localization method in local area of coal mine tunnel based on vision sensors and ultrasonic sensors. Barcode tags are deployed in pairs on both sides of the tunnel walls at certain intervals as artificial landmarks. The barcode coding is designed based on UPC-A code. The global coordinates of the upper left inner corner point of the feature frame of each barcode tag deployed in the tunnel are uniquely represented by the barcode. Two on-board vision sensors are used to recognize each pair of barcode tags on both sides of the tunnel walls. The distance between the upper left inner corner point of the feature frame of each barcode tag and the vehicle center point can be determined by using a visual distance projection model. The on-board ultrasonic sensors are used to measure the distance from the vehicle center point to the left side of the tunnel walls. Once the spatial geometric relationship between the barcode tags and the vehicle center point is established, the 3D coordinates of the vehicle center point in the tunnel’s global coordinate system can be calculated. Experiments on a straight corridor and an underground tunnel have shown that the proposed vehicle autonomous localization method is not only able to quickly recognize the barcode tags affixed to the tunnel walls, but also has relatively small average localization errors in the vehicle center point’s plane and vertical coordinates to meet autonomous unmanned vehicle positioning requirements in local area of coal mine tunnel. PMID:28141829

Vehicle autonomous localization in local area of coal mine tunnel based on vision sensors and ultrasonic sensors.

PubMed

Xu, Zirui; Yang, Wei; You, Kaiming; Li, Wei; Kim, Young-Il

2017-01-01

This paper presents a vehicle autonomous localization method in local area of coal mine tunnel based on vision sensors and ultrasonic sensors. Barcode tags are deployed in pairs on both sides of the tunnel walls at certain intervals as artificial landmarks. The barcode coding is designed based on UPC-A code. The global coordinates of the upper left inner corner point of the feature frame of each barcode tag deployed in the tunnel are uniquely represented by the barcode. Two on-board vision sensors are used to recognize each pair of barcode tags on both sides of the tunnel walls. The distance between the upper left inner corner point of the feature frame of each barcode tag and the vehicle center point can be determined by using a visual distance projection model. The on-board ultrasonic sensors are used to measure the distance from the vehicle center point to the left side of the tunnel walls. Once the spatial geometric relationship between the barcode tags and the vehicle center point is established, the 3D coordinates of the vehicle center point in the tunnel's global coordinate system can be calculated. Experiments on a straight corridor and an underground tunnel have shown that the proposed vehicle autonomous localization method is not only able to quickly recognize the barcode tags affixed to the tunnel walls, but also has relatively small average localization errors in the vehicle center point's plane and vertical coordinates to meet autonomous unmanned vehicle positioning requirements in local area of coal mine tunnel.

Progress in the development of shallow-water mapping systems

USGS Publications Warehouse

Bergeron, E.; Worley, C.R.; O'Brien, T.

2007-01-01

The USGS (US Geological Survey) Coastal and Marine Geology has deployed an advance autonomous shallow-draft robotic vehicle, Iris, for shallow-water mapping in Apalachicola Bay, Florida. The vehicle incorporates a side scan sonar system, seismic-reflection profiler, single-beam echosounder, and global positioning system (GPS) navigation. It is equipped with an onboard microprocessor-based motor controller, delivering signals for speed and steering to hull-mounted brushless direct-current thrusters. An onboard motion sensor in the Sea Robotics vehicle control system enclosure has been integrated in the vehicle to measure the vehicle heave, pitch, roll, and heading. Three water-tight enclosures are mounted along the vehicle axis for the Edgetech computer and electronics system including the Sea Robotics computer, a control and wireless communications system, and a Thales ZXW real-time kinematic (RTK) GPS receiver. The vehicle has resulted in producing high-quality seismic reflection and side scan sonar data, which will help in developing the baseline oyster habitat maps.

HIAD on ULA (HULA) Orbital Reentry Flight Experiment Concept

NASA Technical Reports Server (NTRS)

Dinonno, J. M.; Cheatwood, F. M.; Hughes, S. J.; Ragab, M. M.; Dillman, R. A.; Bodkin, R. J.; Zumwalt, C. H.; Johnson, R. K.

2016-01-01

This paper describes a proposed orbital velocity reentry flight test of a Hypersonic Inflatable Aerodynamic Decelerator (HIAD). The flight test builds upon ground development activities that continue to advance the materials, design, and manufacturing techniques for the inflatable structure and flexible thermal protection system (F-TPS) that comprise the inflatable heat shield. While certain aspects of material and system performance can be assessed using a variety of ground testing capabilities, only orbital velocity energy on a trajectory through the gradient density of the atmosphere can impart the combined aerodynamic and aeroheating design environments in real time. To achieve this at limited cost, the HIAD would be delivered to a spin-stabilized entry trajectory as a secondary payload on the Centaur stage of a United Launch Alliance (ULA) Atlas V launch vehicle. Initial trajectory studies indicate that the combination of launch vehicle capability and achievable reentry vehicle ballistic numbers make this a strategic opportunity for technology development. This 4 to 6 meter diameter scale aeroshell flight, referred to as HIAD on ULA (HULA), would also contribute to ULA asset recovery development. ULA has proposed that a HIAD be utilized as part of the Sensible, Modular, Autonomous Return Technology (SMART) initiative to enable recovery of the Vulcan launch vehicle booster main engines [1], including a Mid-Air Recovery (MAR) to gently return these assets for reuse. Whereas HULA will attain valuable aerothermal and structural response data toward advancing HIAD technology, it may also provide a largest-to-date scaled flight test of the MAR operation, which in turn would allow the examination of a nearly pristine post-entry aeroshell. By utilizing infrared camera imaging, HULA will also attain aft-side thermal response data, enhancing understanding of the aft side aerothermal environment, an area of high uncertainty. The aeroshell inflation will utilize a heritage design compressed gas system to minimize development costs. The data will be captured to both an onboard recorder and a recorder that is jettisoned and recovered separately from the reentry vehicle to mitigate risk. This paper provides an overview, including the architecture and flight concept of operations, for the proposed HULA flight experiment.

Comparison of Transformer Winding Methods for Contactless Power Transfer Systems of Electric Vehicle

NASA Astrophysics Data System (ADS)

Kaneko, Yasuyoshi; Ehara, Natsuki; Iwata, Takuya; Abe, Shigeru; Yasuda, Tomio; Ida, Kazuhiko

This paper describes the comparison of the characteristics of double- and single-sided windings of contactless power transfer systems used in electric vehicles. The self-inductance changes with the electric current when the gap length is fixed in single-sided windings. The issue is resolved by maintaining the secondary voltage constant. In the case of double-sided windings, the transformer can be miniaturized in comparison with the single-sided winding transformer. However, the coupling factor is small, and appropriate countermeasures must be adopted to reduce the back leakage flux. The leakage flux is reduced by placing an aluminum board behind the transformer. Thus, the coupling factor increases.

78 FR 51271 - Michelin North America, Inc., Moot of Petition for Decision of Inconsequential Noncompliance

Federal Register 2010, 2011, 2012, 2013, 2014

2013-08-20

... tires sidewall markings on the opposite side of the full DOT TIN are lacking the designation ``Extra... tires lack the marking ``Extra Load'' on the sidewall opposite of the full DOT TIN as required by FMVSS... subject tires are mounted on a vehicle, the left side tires on the vehicle will show the full DOT TIN and...

117. PNEUMATIC SUPPLY PANEL IN CENTER OF VEHICLE MECHANICAL SYSTEMS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

117. PNEUMATIC SUPPLY PANEL IN CENTER OF VEHICLE MECHANICAL SYSTEMS ROOM (111), LSB (BLDG. 770), FACING NORTH. CONTROLS FOR FLOW AND PRESSURE REGULATION OF HELIUM ON LEFT SIDE OF PANEL; CONTROLS FOR NITROGEN ON RIGHT SIDE OF PANEL (AT RIGHT EDGE OF PHOTO). - Vandenberg Air Force Base, Space Launch Complex 3, Launch Pad 3 West, Napa & Alden Roads, Lompoc, Santa Barbara County, CA

116. PNEUMATIC SUPPLY PANEL IN CENTER OF VEHICLE MECHANICAL SYSTEMS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

116. PNEUMATIC SUPPLY PANEL IN CENTER OF VEHICLE MECHANICAL SYSTEMS ROOM (111) OF LSB (BLDG. 770), FACING NORTH. CONTROLS FOR FLOW AND PRESSURE REGULATION OF NITROGEN ON RIGHT SIDE OF PANEL; CONTROLS FOR HELIUM ON LEFT SIDE OF PANEL (AT LEFT EDGE OF PHOTO). - Vandenberg Air Force Base, Space Launch Complex 3, Launch Pad 3 West, Napa & Alden Roads, Lompoc, Santa Barbara County, CA

Device for reducing vehicle aerodynamic resistance

DOEpatents

Graham, Sean C.

2006-03-07

A device for reducing vehicle aerodynamic resistance for vehicles having a generally rectangular flat front face comprising a plurality of load bearing struts of a predetermined size attached to the flat front face adjacent the sides and top thereof, a pair of pliable opposing flat sheets having an outside edge portion attached to the flat front face adjacent the sides thereof and an upper edge with a predetermined curve; the opposing flat sheets being bent and attached to the struts to form effective curved airfoil shapes, and a top pliable flat sheet disposed adjacent the top of the flat front face and having predetermined curved side edges, which, when the top sheet is bent and attached to the struts to form an effective curved airfoil shape, mate with the curved upper edges of the opposing sheets to complete the aerodynamic device.

The Effectiveness of the Component Impact Test Method for the Side Impact Injury Assessment of the Door Trim

NASA Astrophysics Data System (ADS)

Youn, Younghan; Koo, Jeong-Seo

The complete evaluation of the side vehicle structure and the occupant protection is only possible by means of the full scale side impact crash test. But, auto part manufacturers such as door trim makers can not conduct the test especially when the vehicle is under the developing process. The main objective of this study is to obtain the design guidelines by a simple component level impact test. The relationship between the target absorption energy and impactor speed were examined using the energy absorbed by the door trim. Since each different vehicle type required different energy levels on the door trim. A simple impact test method was developed to estimate abdominal injury by measuring reaction force of the impactor. The reaction force will be converted to a certain level of the energy by the proposed formula. The target of absorption energy for door trim only and the impact speed of simple impactor are derived theoretically based on the conservation of energy. With calculated speed of dummy and the effective mass of abdomen, the energy allocated in the abdomen area of door trim was calculated. The impactor speed can be calculated based on the equivalent energy of door trim absorbed during the full crash test. With the proposed design procedure for the door trim by a simple impact test method was demonstrated to evaluate the abdominal injury. This paper describes a study that was conducted to determine sensitivity of several design factors for reducing abdominal injury values using the matrix of orthogonal array method. In conclusion, with theoretical considerations and empirical test data, the main objective, standardization of door trim design using the simple impact test method was established.

Injury Risk for Rear-Seated Occupants in Small Overlap Crashes

PubMed Central

Arbogast, Kristy B.; Locey, Caitlin M.; Hammond, Rachel; Belwadi, Aditya

2013-01-01

Small overlap crashes, where the primary crash engagement is outboard from the longitudinal energy absorbing structures of the vehicle, have received recent interest as a crash dynamic that results in high likelihood of injury. Previous analyses of good performing vehicles showed that 24% of crashes with AIS 3+ injuries to front seat occupants were small overlap crashes. However, similar evaluations have not been conducted for those rear seated. Vehicle dynamics suggest that rear seat occupants may be at greater risk due to lack of lateral seating support and a steering wheel to hold, making them more sensitive to lateral movement seen in these crashes. Thus, the objective was to calculate injury risk for rear-seated occupants in small overlap collisions. AIS 2+ and AIS 3+ injury risk was calculated from NASS-CDS data from 2000–2011. Inclusion criteria were vehicles of model year 2000 or later, with CDC codes of “FL” or “FR”, and an occupant in the second or third row. AIS2+ injury risk was 5.1%, and AIS3+ injury risk was 2.4%. Of note, half of the occupants were <15 years of age indicating rear seat protection should emphasize the young. Occupants seated near side were nearly three times as likely to sustain an AIS2+ injury than occupants seated far side. Particular attention should be paid to the prominence of head injuries in this crash dynamic and consideration given to their mitigation. Additional research should determine whether countermeasures being implemented for front seat occupants can be beneficial to rear seat occupants. PMID:24406964

An exploratory study of the relationship between socioeconomic status and motor vehicle safety features.

PubMed

Girasek, Deborah C; Taylor, Brett

2010-04-01

The purpose of this study was to assess the association between motor vehicle owners' socioeconomic status (SES) and the safety of their motor vehicles. Truncated vehicle identification numbers (VINs) were obtained from the Maryland Motor Vehicle Administration office. ZIP code-level income and educational data were assigned to each VIN. Software was used to identify safety-related vehicle characteristics including crash test rating, availability of electronic stability control and side impact air bags, age, and weight. Correlations and analyses of variance were performed to assess whether a ZIP code's median household income and educational level were associated with its proportion of registered vehicles with safety features. For 13 of the 16 correlations performed, SES was significantly associated with the availability of vehicle safety features in a direction that favored upper-income individuals. Vehicle weight was not associated with income or education. When ZIP codes were divided into median household income quintiles, their mean proportions of safety features also differed significantly, in the same direction, for availability of electronic stability control, side impact air bags, vehicle age, and crash test ratings. Safer motor vehicles appear to be distributed along socioeconomic lines, with lower income groups experiencing more risk. This previously unidentified mechanism of disparity merits further study and the attention of policy makers.

Responses of the Q6/Q6s ATD Positioned in Booster Seats in the Far-Side Seat Location of Side Impact Passenger Car and Sled Tests.

PubMed

Tylko, Suzanne; Bohman, Katarina; Bussières, Alain

2015-11-01

Passenger car side impact crash tests and sled tests were conducted to investigate the influence of booster seats, near-side occupant characteristics and vehicle interiors on the responses of the Q6/Q6s child ATD positioned in the rear, far-side seating location. Data from nine side impact sled tests simulating a EuroNCAP AEMD barrier test were analyzed with data obtained from 44 side impact crash tests. The crash tests included: FMVSS 214 and IIHS MDB, moving car-to-stationary car and moving car-to-moving car. A Q6 or prototype Q6s ATD was seated on the far-side, using a variety of low and high back booster seats. Head and chest responses were recorded and ATD motions were tracked with high-speed videos. The vehicle lateral accelerations resulting from MDB tests were characterized by a much earlier and more rapid rise to peak than in tests where the bullet was another car. The near-side seating position was occupied by a Hybrid III 10-year-old ATD in the sled tests, and a rear or front facing child restraint or a 5th percentile side impact ATD in the crash tests. Head impacts occurred more frequently in vehicles where a forward facing child restraint was present behind the driver seat for both the low and high back booster seats. Pretensioners were found to reduce lateral head displacements in all sled test configurations but the greatest reduction in lateral excursion was obtained with a high back booster seat secured with LATCH and tested in combination with pretensioners.

Optical microsystem for analyzing engine lubricants

NASA Astrophysics Data System (ADS)

Scott, Andrew J.; Mabesa, Jose R., Jr.; Gorsich, David; Rathgeb, Brian; Said, Ali A.; Dugan, Mark; Haddock, Tom F.; Bado, Philippe W.

2004-12-01

It is possible to dramatically improve the performance, reliability, and maintainability of vehicles and other similarly complex equipment if improved sensing and diagnostics systems are available. Each year military and commercial maintenance personnel unnecessarily replace, at scheduled intervals, significant amounts of lubricant fluids in vehicles, weapon systems, and supporting equipment. Personnel draw samples of fluids and send them to test labs for analysis to determine if replacement is necessary. Systematic use of either on-board (embedded) lubricant quality analysis capabilities will save millions of dollars each year in avoided fluid changes, saved labor, prevented damage to mechanical components while providing associated environmental benefits. This paper discusses the design, the manufacturing, and the evaluation of robust optical sensors designed to monitor the condition of industrial fluids. The sensors reported are manufactured from bulk fused silica substrates. They incorporate three-dimensional micro fluidic circuitry side-by-side with three-dimensional wave guided optical networks. The manufacturing of the optical waveguides are completed using a direct-write process based on the use of femtosecond laser pulses to locally alter the structure of the glass substrate at the nano-level. The microfluidic circuitry is produced using the same femtosecond laser based process, followed by an anisotropic wet chemical etching step. Data will be presented regarding the use of these sensors to monitor the quality of engine oil and possibly some other vehicle lubricants such as hydraulic oil.

Simulation of demand management and grid balancing with electric vehicles

NASA Astrophysics Data System (ADS)

Druitt, James; Früh, Wolf-Gerrit

2012-10-01

This study investigates the potential role of electric vehicles in an electricity network with a high contribution from variable generation such as wind power. Electric vehicles are modelled to provide demand management through flexible charging requirements and energy balancing for the network. Balancing applications include both demand balancing and vehicle-to-grid discharging. This study is configured to represent the UK grid with balancing requirements derived from wind generation calculated from weather station wind speeds on the supply side and National Grid data from on the demand side. The simulation models 1000 individual vehicle entities to represent the behaviour of larger numbers of vehicles. A stochastic trip generation profile is used to generate realistic journey characteristics, whilst a market pricing model allows charging and balancing decisions to be based on realistic market price conditions. The simulation has been tested with wind generation capacities representing up to 30% of UK consumption. Results show significant improvements to load following conditions with the introduction of electric vehicles, suggesting that they could substantially facilitate the uptake of intermittent renewable generation. Electric vehicle owners would benefit from flexible charging and selling tariffs, with the majority of revenue derived from vehicle-to-grid participation in balancing markets.

Demonstration of Smart Fluorescent and Self-Healing Coatings for Severely Corrosive Environments at Vehicle Wash Facilities

DTIC Science & Technology

2009-08-01

as well as pipe and tank exteriors providing early detection of coating erosion, cracks , and intercoat blistering. A fluorescing coating used ERDC...poor with widespread areas of peeling and cracking on the exterior siding. Areas of exposed galvanizing were rusting. Structural steel elements...and application of TT-P-86 Type 2 red lead paint and red and white colored alkyd enamel topcoats. The average dry film thickness on the exterior

41 CFR 102-34.100 - Where is motor vehicle identification displayed?

Code of Federal Regulations, 2010 CFR

2010-07-01

... Government motor vehicles may display motor vehicle identification on a decal in the rear window, or centered on both front doors if the vehicle is without a rear window, or where identification on the rear window would not be easily seen. (b) For trailers, on both sides of the front quarter of the trailer in a...

Head impact contact points for restrained child occupants.

PubMed

Arbogast, Kristy B; Wozniak, Samantha; Locey, Caitlin M; Maltese, Matthew R; Zonfrillo, Mark R

2012-01-01

Head injuries are the most common injuries sustained by children in motor vehicle crashes regardless of age, restraint, and crash direction. For rear seat occupants, the interaction of the subject with the seat back and the vehicle side interior structures has been previously highlighted. In order to advance this knowledge to the development of countermeasures, a summary of vehicle components that contributed to these injuries is needed. Therefore, the objective of this study was to create a contact map of the vehicle interior for head and face injuries to rear-seated restrained children in front crashes. The Crash Injury Research and Engineering Network (CIREN) was queried for rear-seated, restrained child occupants (age 0-15 years) in forward-facing child restraints, booster seats, or lap and shoulder belts who sustained an AIS2+ head and/or face injury in a frontal motor vehicle crash. Cases were analyzed to describe injury patterns and injury causation scenarios. A contact point map was developed to summarize the vehicle components related to injury causation of the head/face injury. Twenty-one cases met the combined inclusion and exclusion criteria. Seven of the child occupants were restrained in forward-facing child restraints, 2 in belt-positioning booster seats, and 12 in lap and shoulder belts. There were 28 head and 17 facial injuries. For left rear occupants, the most common contact point was the pillar in front of the occupant's seat row; that is, B-pillar for second-row occupants, indicating a leftward kinematics. For right rear occupants, due to differences in crash dynamics, the most common contact point location was the passenger's seat back, suggesting that these occupants moved predominantly forward. Contact points associated with head/face injury for restrained children 0 to 15 years in frontal crashes have been delineated. In a majority of the cases, the head/face injury was the most severe injury and severe injuries to other body regions were uncommon, suggesting that efforts to mitigate head injuries for these occupants would greatly improve their overall safety. The majority of the head/face contact points were to the first row seat back and B-pillar. In these frontal crashes, the importance of head/face contact with the vehicle side structure suggests that deploying a curtain air bag in frontal impacts may help manage the energy of impact. These data advance the current understanding of injury patterns and causation in frontal crashes involving restrained rear-row occupants and can be used to develop solutions to mitigate the injuries sustained. Copyright © 2012 Taylor & Francis Group, LLC

Dynamic Wireless Charging of Electric Vehicle Demonstrated at Oak Ridge National Laboratory: Benefit of Electrochemical Capacitor Smoothing

DOE Office of Scientific and Technical Information (OSTI.GOV)

Miller, John M; Onar, Omer C; White, Cliff P

2014-01-01

Abstract Wireless charging of an electric vehicle while in motion presents challenges in terms of low latency communications for roadway coil excitation sequencing, and maintenance of lateral alignment, plus the need for power flow smoothing. This paper summarizes the experimental results on power smoothing of in-motion wireless EV charging performed at Oak Ridge National Laboratory using various combinations of electrochemical capacitors at the grid-side and in-vehicle. Electrochemical capacitors of the symmetric carbon-carbon type from Maxwell Technologies comprised the in-vehicle smoothing of wireless charging current to the EV battery pack. Electro Standards Laboratories fabricated the passive and active parallel lithium-capacitor unitmore » used to smooth grid-side power. Power pulsation reduction was 81% on grid by LiC, and 84% on vehicle for both lithium-capacitor and the carbon ultracapacitors.« less

Fine-Tuning ADAS Algorithm Parameters for Optimizing Traffic Safety and Mobility in Connected Vehicle Environment

EPA Science Inventory

With the development of Connected Vehicle Technology that facilitates wireless communication among vehicles and road-side infrastructure, the Advanced Driver Assistance Systems (ADAS) can be adopted as an effective tool for accelerating traffic safety and mobility optimization at...

Combined Loads Test Fixture for Thermal-Structural Testing Aerospace Vehicle Panel Concepts

NASA Technical Reports Server (NTRS)

Fields, Roger A.; Richards, W. Lance; DeAngelis, Michael V.

2004-01-01

A structural test requirement of the National Aero-Space Plane (NASP) program has resulted in the design, fabrication, and implementation of a combined loads test fixture. Principal requirements for the fixture are testing a 4- by 4-ft hat-stiffened panel with combined axial (either tension or compression) and shear load at temperatures ranging from room temperature to 915 F, keeping the test panel stresses caused by the mechanical loads uniform, and thermal stresses caused by non-uniform panel temperatures minimized. The panel represents the side fuselage skin of an experimental aerospace vehicle, and was produced for the NASP program. A comprehensive mechanical loads test program using the new test fixture has been conducted on this panel from room temperature to 500 F. Measured data have been compared with finite-element analyses predictions, verifying that uniform load distributions were achieved by the fixture. The overall correlation of test data with analysis is excellent. The panel stress distributions and temperature distributions are very uniform and fulfill program requirements. This report provides details of an analytical and experimental validation of the combined loads test fixture. Because of its simple design, this unique test fixture can accommodate panels from a variety of aerospace vehicle designs.

The effect of recent trends in vehicle design on U.S. societal fatality risk per vehicle mile traveled, and their projected future relationship with vehicle mass.

PubMed

Wenzel, Tom

2013-07-01

The National Highway Traffic Safety Administration (NHTSA) recently updated its 2003 and 2010 logistic regression analyses of the effect of a reduction in light-duty vehicle mass on US fatality risk per vehicle mile traveled (VMT). The current NHTSA analysis is the most thorough investigation of this issue to date. LBNL's assessment of the analysis indicates that the estimated effect of mass reduction on risk is smaller than in the previous studies, and statistically non-significant for all but the lightest cars. The effects three recent trends in vehicle designs and technologies have on societal fatality risk per VMT are estimated, and whether these changes might affect the relationship between vehicle mass and fatality risk in the future. Side airbags are found to reduce fatality risk in cars, but not necessarily light trucks or CUVs/minivans, struck in the side by another light-duty vehicle; reducing the number of fatalities in cars struck in the side is predicted to reduce the estimated detrimental effect of footprint reduction, but increase the detrimental effect of mass reduction, in cars on societal fatality risk. Better alignment of light truck bumpers with those of other vehicles appears to result in a statistically significant reduction in risk imposed on car occupants; however, reducing this type of fatality will likely have little impact on the estimated effect of mass or footprint reduction on risk. Finally, shifting light truck drivers into safer, car-based vehicles, such as sedans, CUVs, and minivans, would result in larger reductions in societal fatalities than expected from even substantial reductions in the masses of light trucks. A strategy of shifting drivers from truck-based to car-based vehicles would reduce fuel use and greenhouse gas emissions, while improving societal safety. Copyright © 2013 Elsevier Ltd. All rights reserved.

Mars sample return power supply

NASA Technical Reports Server (NTRS)

Hoang, Don; Ludwigs, Sharon; Schmitz, Paul; Wright, John

1988-01-01

A power supply is designed for a vehicle able to operate on the surface of Mars for a period of 5 to 10 years. This vehicle will be used for sample and data collection. The design is based on the assumption that the vehicle will be unmanned. Also, there will be no means by which components could be repaired or replaced while on the Martian surface. A consequence of this is that all equipment must meet high standards of reliability and, if possible, redundancy. Power will be supplied to the vehicle by means of a General Purpose Heat Source capable of producing a minimum of 7 kW of thermal power. The heat generated from the General Purpose Heat Source will be transferred to a Stirling engine via hot side heat pipes. The Stirling engine will then convert this heat into 2 kW of electrical power. Cold side heat pipes will be used to carry away waste heat, which will be released to the Martian environment via radiators connected to the end of the cold side heat pipes.

Tanks Versus Infantry in a Smoke Environment (TISE)

DTIC Science & Technology

1978-08-01

maneuvering toward stationary armor vehicles in an attempt to detect and recognize them. Finally, Part IV trials were limited free - play , two-sided...long. Each armor vehicle lane (average 40 meters in width) was marked on the ground by white tape. These markings were removed for part IV free - play trials...recognize them. Data were collected from both sides. (4) Part IV was free - play , force-on-force engagement trials. Defensive positions were tactically

Mapping snow depth distribution in forested terrain using unmanned aerial vehicles and structure-from-motion

NASA Astrophysics Data System (ADS)

Webster, C.; Bühler, Y.; Schirmer, M.; Stoffel, A.; Giulia, M.; Jonas, T.

2017-12-01

Snow depth distribution in forests exhibits strong spatial heterogeneity compared to adjacent open sites. Measurement of snow depths in forests is currently limited to a) manual point measurements, which are sparse and time-intensive, b) ground-penetrating radar surveys, which have limited spatial coverage, or c) airborne LiDAR acquisition, which are expensive and may deteriorate in denser forests. We present the application of unmanned aerial vehicles in combination with structure-from-motion (SfM) methods to photogrammetrically map snow depth distribution in forested terrain. Two separate flights were carried out 10 days apart across a heterogeneous forested area of 900 x 500 m. Corresponding snow depth maps were derived using both, LiDAR-based and SfM-based DTM data, obtained during snow-off conditions. Manual measurements collected following each flight were used to validate the snow depth maps. Snow depths were resolved at 5cm resolution and forest snow depth distribution structures such as tree wells and other areas of preferential melt were represented well. Differential snow depth maps showed maximum ablation in the exposed south sides of trees and smaller differences in the centre of gaps and on the north side of trees. This new application of SfM to map snow depth distribution in forests demonstrates a straightforward method for obtaining information that was previously only available through manual spatially limited ground-based measurements. These methods could therefore be extended to more frequent observation of snow depths in forests as well as estimating snow accumulation and depletion rates.

Severity of child pedestrian injuries due to bonnet-type-vehicle collision.

PubMed

Hitosugi, Masahito; Kawato, Hitoshi; Gomei, Sayaka; Mizuno, Koji; Tokudome, Shogo

2013-10-01

The aim of this study was to clarify the pattern of child pedestrian injury, injury severity, and its relation to collision velocity in bonnet-type-vehicle collision. In-depth data were retrospectively collected from the Institute for Traffic Accident Research and Data Analysis on pedestrians younger than 13 years old with any bodily injuries from collisions with bonnet-type vehicles between 1993 and 2004. Forty-seven patients from 43 collisions with a mean age of 6.9 ± 2.5 years were included in the study. Injury severity was not significantly different between patients who were hit by the front of the vehicle and those who were hit by the side of the vehicle. In front collisions, impact with the vehicle was associated with significantly higher Abbreviated Injury Scale (AIS) scores than those for impact with the road, especially for the lower extremities (mean: 1.2 vs 0.2, P < 0.001). Injury severity of the lower extremities and collision velocity were examined. The estimated collision velocity of the vehicle was not significantly different between patients with lower extremity AIS scores of 0 or 1 and those of 2 or 3. Some pediatric pedestrians suffer from collisions with bonnet-type vehicles without lower extremity fractures owing to the characteristics of child pedestrians. Providing injury prevention programs for children in communities and schools, developing active safety devices in the vehicle, and modifying the vehicle body to a pediatric pedestrian-friendly structure may increase pedestrian protection. © 2013 The Authors. Pediatrics International © 2013 Japan Pediatric Society.

6. MOBILE LAUNCHER SIDE 4, SHOWING MILK STOOL AND LUT. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. MOBILE LAUNCHER SIDE 4, SHOWING MILK STOOL AND LUT. PROTRUSION ON UPPER RIGHT HAND SIDE OF LUT IS SWING ARM NINE WHICH PROVIDED ACCESS TO CAPSULE OF LAUNCH VEHICLE WHILE ON LAUNCHER. - Mobile Launcher One, Kennedy Space Center, Titusville, Brevard County, FL

Improved All-Terrain Suspension System

NASA Technical Reports Server (NTRS)

Bickler, Donald B.

1994-01-01

Redesigned suspension system for all-terrain vehicle exhibits enhanced ability to negotiate sand and rocks. Improved six-wheel suspension system includes only two links on each side. Bogie tends to pull rear wheels with it as it climbs. Designed for rover vehicle for exploration of Mars, also has potential application in off-road vehicles, military scout vehicles, robotic emergency vehicles, and toys. Predecessors of suspension system described in "Articulated Suspension Without Springs" (NPO-17354), "Four-Wheel Vehicle Suspension System" (NPO-17407), and "High-Clearance Six-Wheel Suspension" (NPO-17821).

A double-blind, randomized, vehicle-controlled study evaluating the efficacy and safety of naftifine 2% cream in tinea cruris.

PubMed

Parish, Lawrence Charles; Parish, Jennifer L; Routh, Hirak B; Avakian, Edward; Olayinka, Babajide; Pappert, Eric J; Plaum, Stefan; Fleischer, Alan B; Hardas, Bhushan

2011-10-01

Naftifine HCl 2% cream (NAFT-2%) is a topical allylamine antifungal preparation under development in the U.S. The objective of this randomized, double-blind, vehicle-controlled study was to evaluate the efficacy and safety of a two-week course of once-daily NAFT-2% vs. vehicle in the treatment of Tinea cruris ("jock itch"). A total of 334 subjects with T. cruris were enrolled and randomly assigned to NAFT-2% (n=166) or vehicle (n=168), which was applied once daily for 14 days. Efficacy and safety were evaluated at week 2 (end of treatment) and week 4. Efficacy measures included complete cure, treatment effectiveness, mycological cure, clinical cure, and clinical success and were analyzed only in subjects with a positive potassium hydroxide (KOH) and dermatophyte culture at baseline (n=75, naftifine; n=71, vehicle). Safety was assessed by adverse events and changes from baseline in clinical status and laboratory studies. At week 4, 25 percent of naftifine-treated subjects achieved complete cure vs. three percent of vehicle subjects and 72 percent achieved mycological cure vs. 16 percent of vehicle treated subjects (one-sided, P<0.001). Treatment effectiveness was achieved in 60 percent of NAFT-2% subjects vs. 10 percent of vehicle subjects (one-sided, P<0.001). Clinical cure rate and clinical success rate were 33 percent and 84 percent in NAFT-2% subjects, respectively vs. 10 percent and 46 percent in vehicle subjects (both P is less than 0.001, 2-sided). Week 2 efficacy response rates in NAFT-2% subjects were all lower than at week 4 but were significantly higher than week 2 vehicle-treated counterparts (P<0.025). Treatment-related AE occurred in 11 subjects (7 NAFT-2%, 4 vehicle) during the study. The most common AE in both groups were contact dermatitis (2 NAFT-2%), pruritus (2 vehicle), and application site reaction (1 per group). NAFT-2% applied once daily for two weeks (one-half the treatment duration for naftifine 1% cream) is efficacious and safe for the treatment of T. cruris.

49 CFR 572.111 - General description.

Code of Federal Regulations, 2010 CFR

2010-10-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) ANTHROPOMORPHIC TEST DEVICES Side Impact Hybrid Dummy... before being used in vehicle tests specified in Standard 201. (c) Disassembly, inspection and assembly..., “Sign Convention for Vehicle Crash Testing.” ...

49 CFR 585.71 - Scope.

Code of Federal Regulations, 2011 CFR

2011-10-01

... OF TRANSPORTATION (CONTINUED) PHASE-IN REPORTING REQUIREMENTS Side Impact Protection Phase-in... requirements of S7 of Standard No. 214, Side impact protection (49 CFR 571.214), and the vehicle-to-pole test...

49 CFR 585.71 - Scope.

Code of Federal Regulations, 2013 CFR

2013-10-01

... OF TRANSPORTATION (CONTINUED) PHASE-IN REPORTING REQUIREMENTS Side Impact Protection Phase-in... requirements of S7 of Standard No. 214, Side impact protection (49 CFR 571.214), and the vehicle-to-pole test...

49 CFR 585.71 - Scope.

Code of Federal Regulations, 2014 CFR

2014-10-01

... OF TRANSPORTATION (CONTINUED) PHASE-IN REPORTING REQUIREMENTS Side Impact Protection Phase-in... requirements of S7 of Standard No. 214, Side impact protection (49 CFR 571.214), and the vehicle-to-pole test...

49 CFR 585.71 - Scope.

Code of Federal Regulations, 2012 CFR

2012-10-01

... OF TRANSPORTATION (CONTINUED) PHASE-IN REPORTING REQUIREMENTS Side Impact Protection Phase-in... requirements of S7 of Standard No. 214, Side impact protection (49 CFR 571.214), and the vehicle-to-pole test...

Fine-scale relief related to late holocene channel shifting within the floor of the upper Redondo Fan, offshore Southern California

USGS Publications Warehouse

Normark, W.R.; Paull, C.K.; Caress, D.W.; Ussler, W.; Sliter, R.

2009-01-01

Erosional and depositional bedforms have been imaged at outcrop scale in the upper Redondo Fan, in the San Pedro Basin of offshore Southern California in ???600 m water depths, using an Autonomous Underwater Vehicle developed by the Monterey Bay Aquarium Research Institute. The Autonomous Underwater Vehicle is equipped with multibeam and chirp sub-bottom sonars. Sampling and photographic images using the Monterey Bay Aquarium Research Institute Remotely Operated Vehicle Tiburon provide groundtruth for the Autonomous Underwater Vehicle survey. The 0??3 m vertical and 1??5 m lateral bathymetric resolution and 0??1 m sub-bottom profile resolution provide unprecedented detail of bedform morphology and structure. Multiple channels within the Redondo Fan have been active at different times during the Late Holocene (0 to 3000 yr bp). The currently active channel extending from Redondo Canyon makes an abrupt 90?? turn at the canyon mouth before resuming a south-easterly course along the east side of the Redondo Fan. This channel is floored by sand and characterized by small steps generally <1 m in relief, spaced 10 to 80 m in the down-channel direction. A broader channel complex lies along the western side of the fan valley that was last active more than 850 years ago. Two distinct trains of large scours, with widths ranging from tens to a few hundred metres and depths of 20 m, occur on the floor of the western channel complex, which has a thin mud drape. If observed in cross-section only, these large scours would probably be misidentified as the thalweg of an active channel. ?? 2009 The Authors. Journal compilation ?? 2009 International Association of Sedimentologists.

Method and system for detecting explosives

DOEpatents

Reber, Edward L [Idaho Falls, ID; Jewell, James K [Idaho Falls, ID; Rohde, Kenneth W [Idaho Falls, ID; Seabury, Edward H [Idaho Falls, ID; Blackwood, Larry G [Idaho Falls, ID; Edwards, Andrew J [Idaho Falls, ID; Derr, Kurt W [Idaho Falls, ID

2009-03-10

A method of detecting explosives in a vehicle includes providing a first rack on one side of the vehicle, the rack including a neutron generator and a plurality of gamma ray detectors; providing a second rack on another side of the vehicle, the second rack including a neutron generator and a plurality of gamma ray detectors; providing a control system, remote from the first and second racks, coupled to the neutron generators and gamma ray detectors; using the control system, causing the neutron generators to generate neutrons; and performing gamma ray spectroscopy on spectra read by the gamma ray detectors to look for a signature indicative of presence of an explosive. Various apparatus and other methods are also provided.

Explosives detection system and method

DOEpatents

Reber, Edward L.; Jewell, James K.; Rohde, Kenneth W.; Seabury, Edward H.; Blackwood, Larry G.; Edwards, Andrew J.; Derr, Kurt W.

2007-12-11

A method of detecting explosives in a vehicle includes providing a first rack on one side of the vehicle, the rack including a neutron generator and a plurality of gamma ray detectors; providing a second rack on another side of the vehicle, the second rack including a neutron generator and a plurality of gamma ray detectors; providing a control system, remote from the first and second racks, coupled to the neutron generators and gamma ray detectors; using the control system, causing the neutron generators to generate neutrons; and performing gamma ray spectroscopy on spectra read by the gamma ray detectors to look for a signature indicative of presence of an explosive. Various apparatus and other methods are also provided.

32 CFR 636.24 - Driving on right side of roadway; use of roadway.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 32 National Defense 4 2014-07-01 2013-07-01 true Driving on right side of roadway; use of roadway... INSTALLATIONS) Fort Stewart, Georgia § 636.24 Driving on right side of roadway; use of roadway. (a) All drivers will use the right side of roadways, except: (1) When passing a vehicle proceeding in the same...

32 CFR 636.24 - Driving on right side of roadway; use of roadway.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 32 National Defense 4 2011-07-01 2011-07-01 false Driving on right side of roadway; use of roadway... INSTALLATIONS) Fort Stewart, Georgia § 636.24 Driving on right side of roadway; use of roadway. (a) All drivers will use the right side of roadways, except: (1) When passing a vehicle proceeding in the same...

32 CFR 636.24 - Driving on right side of roadway; use of roadway.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 32 National Defense 4 2012-07-01 2011-07-01 true Driving on right side of roadway; use of roadway... INSTALLATIONS) Fort Stewart, Georgia § 636.24 Driving on right side of roadway; use of roadway. (a) All drivers will use the right side of roadways, except: (1) When passing a vehicle proceeding in the same...

32 CFR 636.24 - Driving on right side of roadway; use of roadway.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 32 National Defense 4 2013-07-01 2013-07-01 false Driving on right side of roadway; use of roadway... INSTALLATIONS) Fort Stewart, Georgia § 636.24 Driving on right side of roadway; use of roadway. (a) All drivers will use the right side of roadways, except: (1) When passing a vehicle proceeding in the same...

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2014 CFR

2014-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2012 CFR

2012-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2011 CFR

2011-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2013 CFR

2013-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

49 CFR 575.105 - Vehicle rollover.

Code of Federal Regulations, 2010 CFR

2010-10-01

... sun visor, at the manufacturer's option, at the driver's seating position. The label must conform in... required by paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor... paragraph S4.5.1(b) of 49 CFR 571.208 are affixed to the same side of the driver side sun visor the...

Head impact mechanisms of a child occupant seated in a child restraint system as determined by impact testing.

PubMed

Yoshida, Ryoichi; Okada, Hiroshi; Nomura, Mitsunori; Mizuno, Koji; Tanaka, Yoshinori; Hosokawa, Naruyuki

2011-11-01

In side collision accidents, the head is the most frequently injured body region for child occupants seated in a child restraint system (CRS). Accident analyses show that a child's head can move out of the CRS shell, make hard contact with the vehicle interior, and thus sustain serious injuries. In order to improve child head protection in side collisions, it is necessary to understand the injury mechanism of a child in the CRS whose head makes contact with the vehicle interior. In this research, an SUV-to-car oblique side crash test was conducted to reconstruct such head contacts. A Q3s child dummy was seated in a CRS in the rear seat of the target car. The Q3s child dummy's head moved out beyond the CRS side wing, moved laterally, and made contact with the side window glass and the doorsill. It was demonstrated that the hard head contact, which produced a high HIC value, could occur in side collisions. A series of sled tests was carried out to reproduce the dummy kinematic behavior observed in the SUV-to-car crash test, and the sled test conditions such as sled angle, ECE seat slant angle and velocity-time history that duplicated the kinematic behavior were determined. A parametric study also was conducted with the sled tests; and it was found that the impact angle, harness slack, chest clip, and the CRS side wing shape affected the torso motion and head contact with the vehicle interior.

ORION - Crew Module Side Hatch: Proof Pressure Test Anomaly Investigation

NASA Technical Reports Server (NTRS)

Evernden, Brent A.; Guzman, Oscar J.

2018-01-01

The Orion Multi-Purpose Crew Vehicle program was performing a proof pressure test on an engineering development unit (EDU) of the Orion Crew Module Side Hatch (CMSH) assembly. The purpose of the proof test was to demonstrate structural capability, with margin, at 1.5 times the maximum design pressure, before integrating the CMSH to the Orion Crew Module structural test article for subsequent pressure testing. The pressure test was performed at lower pressures of 3 psig, 10 psig and 15.75 psig with no apparent abnormal behavior or leaking. During pressurization to proof pressure of 23.32 psig, a loud 'pop' was heard at 21.3 psig. Upon review into the test cell, it was noted that the hatch had prematurely separated from the proof test fixture, thus immediately ending the test. The proof pressure test was expected be a simple verification but has since evolved into a significant joint failure investigation from both Lockheed Martin and NASA.

View of front and side of garage, bay 7, facing ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

View of front and side of garage, bay 7, facing east. - Presidio of San Francisco, Officers' Vehicles Garage, 1055 General Kennedy Avenue, Letterman Hospital Complex, San Francisco, San Francisco County, CA

Rollover Injury in Vehicles with High Strength-to-Weight Ratio (SWR) Roofs, Curtain and Side Airbags and Other Safety Improvements.

PubMed

Viano, David C; Parenteau, Chantal S

2018-06-21

This study investigated trends in severe injury and ejection in rollover crashes involving lap-shoulder belted drivers and right-front passengers. It was conducted because of changes in 2009 to consumer information programs and regulations related to rollover protection. The data is presented by model year (MY) of the vehicle in groups from 1995-2016. NASS-CDS cases with 2010-16 MY vehicles were also evaluated to determine the crash circumstances and causes for severe injury of belted occupants in vehicles with a high strength-to-weight (SWR) roof, curtain and side airbags and other safety improvements. 1997-2015 NASS-CDS data was evaluated for severe injury and ejection of lap-shoulder belted front-outboard occupants in light vehicles. Crashes were grouped by front, side, rear and rollover. The injury and ejection data was grouped by vehicle MY: 1995-99, 2000-04, 2005-09 and 2010-16. Only drivers and right-front passengers were included if they were lap-shoulder belted and 15+ years old. Severely injured occupants were defined as those with MAIS 4-6 or fatality (MAIS 4+F). National estimates were made with weighted data using the ratio weight in NASS-CDS. All NASS-CDS electronic cases were evaluated for belted occupants with MAIS 4+F injury in rollovers involving 2010-16 MY vehicles. The crash circumstances and injuries were studied. These vehicles had high SWR roofs to meet IIHS ratings and FMVSS 216. The 1997-2015 NASS-CDS included 2,083,776 belted front occupants in rollover crashes with 24,466 (1.17%) MAIS 4+F injuries. The frequency of rollover crashes has decreased with modern vehicles (p < 0.0001). The 1995-1999 MY vehicles involved in a rollover accounted for 7.03% of all crashes (756,228/10,760,000). The corresponding proportion was 3.57% with 2010-2016 MY vehicles (81,406 v 2,282,062). The risk for MAIS 4+F was 1.325 ± 0.347% in rollover crashes with 1995-99 MY vehicles. It was 27.2% lower in 2010-16 MY vehicles at 0.964 ± 0.331% (p < 0.001). There were 42,567 (2.002%) ejections of belted occupants in rollover crashes, irrespective of injury outcome. The risk for ejection was 3.042 ± 1.44% in rollover crashes with 1995-99 MY vehicles. It was 43.6% lower in 2004-2009 MY vehicle at 1.715 ± 0.660% (p <0.001) and 83.4% lower in 2010-16 MY vehicle at 0.505 ± 0.336% (p < 0.001). There were 17 rollovers with MAIS 4+F in 2010-16 MY vehicles in NASS-CDS. Their roof strength was SWR = 4.15 ± 1.05 based on 15 vehicles. Many of the collisions involved front or side impacts and then a rollover. Four cases involved 16-30 year old drivers in extremely high-speed loss of control crashes resulting in >10 cm vertical roof deformation or substantial roof deformation based on photos. The roof strength (SWR) of 4.20 ± 1.0 was not sufficient to prevent roof deformation in these crashes. This study found a reduction in severe injury and ejection risk with modern vehicles. It indicates vehicle safety has improved in response to IIHS and NHTSA efforts to expand the array of safety requirements and increase performance so that newer models are safer than earlier ones. There has been an incremental improvement in safety by these advances.

Methylotroph cloning vehicle

DOEpatents

Hanson, Richard S.; Allen, Larry N.

1989-04-25

A cloning vehicle comprising: a replication determinant effective for replicating the vehicle in a non-C.sub.1 -utilizing host and in a C.sub.1 -utilizing host; DNA effective to allow the vehicle to be mobilized from the non-C.sub.1 -utilizing host to the C.sub.1 -utilizing host; DNA providing resistance to two antibiotics to which the wild-type C.sub.1 -utilizing host is susceptible, each of the antibiotic resistance markers having a recognition site for a restriction endonuclease; a cos site; and a means for preventing replication in the C.sub.1 -utilizing host. The vehicle is used for complementation mapping as follows. DNA comprising a gene from the C.sub.1 -utilizing organism is inserted at the restriction nuclease recognition site, inactivating the antibiotic resistance marker at that site. The vehicle can then be used to form a cosmid structure to infect the non-C.sub.1 -utilizing (e.g., E. coli) host, and then conjugated with a selected C.sub.1 -utilizing mutant. Resistance to the other antibiotic by the mutant is a marker of the conjugation. Other phenotypical changes in the mutant, e.g., loss of an auxotrophic trait, is attributed to the C.sub.1 gene. The vector is also used to inactivate genes whose protein products catalyze side reactions that divert compounds from a biosynthetic pathway to a desired product, thereby producing an organism that makes the desired product in higher yields.

Lubricating oil dominates primary organic aerosol emissions from motor vehicles.

PubMed

Worton, David R; Isaacman, Gabriel; Gentner, Drew R; Dallmann, Timothy R; Chan, Arthur W H; Ruehl, Christopher; Kirchstetter, Thomas W; Wilson, Kevin R; Harley, Robert A; Goldstein, Allen H

2014-04-01

Motor vehicles are major sources of primary organic aerosol (POA), which is a mixture of a large number of organic compounds that have not been comprehensively characterized. In this work, we apply a recently developed gas chromatography mass spectrometry approach utilizing "soft" vacuum ultraviolet photoionization to achieve unprecedented chemical characterization of motor vehicle POA emissions in a roadway tunnel with a mass closure of >60%. The observed POA was characterized by number of carbon atoms (NC), number of double bond equivalents (NDBE) and degree of molecular branching. Vehicular POA was observed to predominantly contain cycloalkanes with one or more rings and one or more branched alkyl side chains (≥80%) with low abundances of n-alkanes and aromatics (<5%), similar to "fresh" lubricating oil. The gas chromatography retention time data indicates that the cycloalkane ring structures are most likely dominated by cyclohexane and cyclopentane rings and not larger cycloalkanes. High molecular weight combustion byproducts, that is, alkenes, oxygenates, and aromatics, were not present in significant amounts. The observed carbon number and chemical composition of motor vehicle POA was consistent with lubricating oil being the dominant source from both gasoline and diesel-powered vehicles, with an additional smaller contribution from unburned diesel fuel and a negligible contribution from unburned gasoline.

Investigating Response from Attached and Separated Flow Excitations on a Real Launch Vehicle using SEA

NASA Technical Reports Server (NTRS)

Harrison, Phil; LaVerde, Bruce; Teague,David

2009-01-01

Statistical Energy Analysis (SEA) response has been fairly well anchored to test observations for Diffuse Acoustic Field (DAF) loading by others. Meanwhile, not many examples can be found in the literature anchoring the SEA vehicle panel response results to Turbulent Boundary Layer (TBL) fluctuating pressure excitations. This deficiency is especially true for supersonic trajectories such as those required by this nation s launch vehicles. Response and excitation data from vehicle flight measurements gathered during the development flight era of the Space Shuttle have been used in a trial to assess the sensitivity of response analysis to certain known and unknown parameters of the flight. This assessment compares vibration response predictions for TBL excitations produced by the SEA tool to flight measurements. A secondary, but perhaps more important objective, is to provide more clarity concerning the accuracy and conservatism that can be expected from response estimates to TBL-excited vehicle models in SEA. What range of parameters must be included in such an analysis in order to land on the conservative side in response predictions? What is the variability produced in the results with changes in these parameters? The TBL fluid structure loading model used for this study is provided from the SEA module of the commercial code VA One.

Base Passive Porosity for Vehicle Drag Reduction

NASA Technical Reports Server (NTRS)

Bauer, Steven X. S. (Inventor); Wood, Richard M. (Inventor)

2003-01-01

A device for controlling drag on a ground vehicle. The device consists of a porous skin or skins mounted on the trailing surface and/or aft portions of the ground vehicle. The porous skin is separated from the vehicle surface by a distance of at least the thickness of the porous skin. Alternately, the trailing surface, sides, and/or top surfaces of the ground vehicle may be porous. The device minimizes the strength of the separation in the base and wake regions of the ground vehicle, thus reducing drag.

Changes in the Severity and Injury Sources of Thoracic Aorta Injuries due to Vehicular Crashes

PubMed Central

Ryb, Gabriel; Dischinger, Patricia; Kerns, Timothy; Burch, Cynthia; Rabin, Joseph; Ho, Shiu

2013-01-01

Research using the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) suggested a decreased adjusted risk of thoracic aorta injuries (TAI) for newer vehicles during near-side crashes and an increased adjusted TAI risk during frontal crashes. This study attempted to explore possible explanations of these findings. Adult front seat occupants in the Crash Injury Research and Engineering Network (CIREN) database through June 2012 were studied. TAI cases were compared with remaining cases in relation to crash and vehicular characteristics. TAI cases of later crash year (CY) (2004–2012) were compared to those in earlier CY (1996–2003) in relation to TAI severity (minor, moderate, severe and non-survivable). TAI cases in newer model year (MY) vehicles (1999–2012) were compared to those in older vehicles (1988–98) in relation to injury source (steering wheel, front, left, seat belt, air bag and other or unknown). Analysis was stratified by direction of impact (frontal and near-side) and the use of restraints. The similar TAI severity of earlier and later CY among frontal crashes suggests that the observed changes in the adjusted odds of injury seen in NASS-CDS are not due to an increase in injury detection. The decrease in TAI severity among newer vehicles in near-side crashes of later CY is consistent with a beneficial effect of crashworthiness improvements for this crash configuration. A shift of injury source in frontal crashes from the steering wheel in older vehicles to “front of vehicle structures”, “seat belts” and “unknown and other” in newer vehicles should suggest potential sites for crashworthiness improvements. PMID:24406956

Side-suspended High-Tc Superconducting Maglev Prototype Vehicle Running at a High Speed in an Evacuated Circular Test Track

NASA Astrophysics Data System (ADS)

Zhou, Dajin; Zhao, Lifeng; Cui, Chenyu; Zhang, Yong; Guo, Jianqiang; Zhao, Yong

2017-07-01

High-T c superconductor (HTS) and permanent magnetic guideway (PMG) based maglev train is intensively studied in China, Japan, Germany and Brazil, mainly through static or vibration test. Amongst these studies, only a few of reports are available for the direct and effective assessment on the dynamic performance of the HTS maglev vehicle by running on a straight or circular PMG track. The highest running speed of these experiments is lower than 50 km/h. In this paper, a side-suspended HTS permanent magnetic guideway maglev system was proposed and constructed in order to increase the running speed in a circular track. By optimizing the arrangement of YBCO bulks besides the PMG, the side-suspended HTS maglev prototype vehicle was successfully running stably at a speed as high as 150 km/h in a circular test track with 6.5 m in diameter, and in an evacuated tube environment, in which the pressure is 5 × 103 Pa.

Factors associated with rear seating of children in motor vehicles: a study in two low-income, predominantly Hispanic communities.

PubMed

Greenberg-Seth, Jennifer; Hemenway, David; Gallagher, Susan S; Lissy, Karen S; Ross, Julie B

2004-07-01

This study examined child seating patterns in two predominantly low-income, Hispanic communities in Massachusetts. The purpose was to determine the factors associated with child rear seating in the community as a whole and for a subset of Hispanic motorists. Five hundred and five vehicles carrying child passengers and no adult other than the driver were observed in parking lots of fast food restaurants and grocery stores. Four hundred and thirty-two vehicle drivers agreed to be interviewed. A child was defined as a passenger younger than age 12 as determined by appearance and height (head below the vehicle headrest when seated). Variables under study included driver gender, age, ethnicity, and educational attainment; driver shoulder belt use; driver perception of passenger-side airbag presence; and the number and ages of children in the car. Overall, 51% of vehicles were observed with all children seated in the rear. In a bivariate analysis, child rear seating was strongly associated with female drivers ( P = 0.01), younger drivers ( P = 0.02) driver shoulder belt use ( P < 0.00), perceived presence of a passenger-side airbag ( P < 0.00), all children in the vehicle

Computational Investigations on the Aerodynamics of a Generic Car Model in Proximity to a Side Wall

NASA Astrophysics Data System (ADS)

Mallapragada, Srivatsa

A moving road vehicle is subjected to many fluid interferences caused by a number of external agents apart from the vehicle itself. Vehicles moving in proximity to a side wall is an interesting aspect that has been little investigated in the literature. This is of great interest in motorsports, more specifically in NASCAR racing. The aim of this thesis is to develop a Computational Fluid Dynamics (CFD) model that can simulate the motion of a race car moving close to a side wall with an objective of understanding the influence of this side barrier on the overall aerodynamic characteristics of the vehicle, like the force and moment coefficients. Additionally, flow visualization tools are used to gain insights into the flow field and to explain the causes of the observed aerodynamic characteristics of the vehicle. This is accomplished by using a generic car model, a 25-degree slant angle Ahmed Body, in proximity to a side wall in a virtual wind tunnel where the vehicle body is allowed to move at constant velocity. This methodology is different from the traditional CFD approach where the air is blown over a stationary vehicle. The simulation process used in this thesis requires the use of a recently developed meshing methodology called the Overset mesh. All simulations were run using a commercial finite volume CFD code called StarCCM+ where the Unsteady Reynolds Averaged Navier-Stokes URANS fluid flow solver was used to model turbulence. However, the existing literature suggests that no URANS model can correctly predict the flow field around a 25-degree slant Ahmed body model; all models under-predict turbulence in the initial separated shear layer and over-predict the separation region. Subsequently, the first phase of this thesis involved the determination of a modeling methodology that can accurately predict the flow-field over a 25-degree Ahmed body. Two two-equation eddy-viscosity turbulence models, the AKN and SST preferred by many researchers for CFD simulations of massively separated flows, were tested. It turned out that only the latter with modified model coefficients was capable of reproducing the experimental results with a reasonable accuracy. Compared to the eddy viscosity CFD simulations of an isolated 25-degree slant angle Ahmed body seen in existing literature, the results presented in this thesis show significantly better correlations with experiments. The wall proximity studies show a strong influence of the presence of the wall on the overall aerodynamic characteristics of the vehicle body. When compared with the experimental studies, although both show similar trends, however, there exists a significant difference between the experimental and CFD predicted results which tend to worsen as one approaches the wall. These differences can be attributed to fact that the CFD emulation of the flow around the side-wall is more realistic compared to the experimental implementation.

Direction based Hazard Routing Protocol (DHRP) for disseminating road hazard information using road side infrastructures in VANETs.

PubMed

Berlin, M A; Anand, Sheila

2014-01-01

This paper presents Direction based Hazard Routing Protocol (DHRP) for disseminating information about fixed road hazards such as road blocks, tree fall, boulders on road, snow pile up, landslide, road maintenance work and other obstacles to the vehicles approaching the hazardous location. The proposed work focuses on dissemination of hazard messages on highways with sparse traffic. The vehicle coming across the hazard would report the presence of the hazard. It is proposed to use Road Side fixed infrastructure Units for reliable and timely delivery of hazard messages to vehicles. The vehicles can then take appropriate safety action to avoid the hazardous location. The proposed protocol has been implemented and tested using SUMO simulator to generate road traffic and NS 2.33 network simulator to analyze the performance of DHRP. The performance of the proposed protocol was also compared with simple flooding protocol and the results are presented.

View of front and side of garage, bays 67, facing ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

View of front and side of garage, bays 6-7, facing northeast. - Presidio of San Francisco, Officers' Vehicles Garage, 1055 General Kennedy Avenue, Letterman Hospital Complex, San Francisco, San Francisco County, CA

32 CFR 636.24 - Driving on right side of roadway; use of roadway.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 32 National Defense 4 2010-07-01 2010-07-01 true Driving on right side of roadway; use of roadway... (CONTINUED) LAW ENFORCEMENT AND CRIMINAL INVESTIGATIONS MOTOR VEHICLE TRAFFIC SUPERVISION (SPECIFIC INSTALLATIONS) Fort Stewart, Georgia § 636.24 Driving on right side of roadway; use of roadway. (a) All drivers...

Aortic injuries in newer vehicles.

PubMed

Ryb, Gabriel E; Dischinger, Patricia C; Kleinberger, Michael; McGwin, Gerald; Griffin, Russell L

2013-10-01

The occurrence of AI was studied in relation to vehicle model year (MY) among front seat vehicular occupants, age≥16 in vehicles MY≥1994, entered in the National Automotive Sampling System Crashworthiness Data System between 1997 and 2010 to determine whether newer vehicles, due to their crashworthiness improvements, are linked to a lower risk of aortic injuries (AI). MY was categorized as 1994-1997, 1998-2004, or 2005-2010 reflecting the introduction of newer occupant protection technology. Logistic regression was used to calculate odds ratios (OR) and 95% confidence intervals for the association between AI and MY independent of possible confounders. Analysis was repeated, stratified by frontal and near lateral impacts. AI occurred in 19,187 (0.06%) of the 31,221,007 (weighted) cases, and contributed to 11% of all deaths. AIs were associated with advanced age, male gender, high BMI, near-side impact, rollover, ejection, collision against a fixed object, high ΔV, vehicle mismatch, unrestrained status, and forward track position. Among frontal crashes, MY 98-04 and MY 05-10 showed increased adjusted odds of AI when compared to MY 94-97 [OR 1.84 (1.02-3.32) and 1.99 (0.93-4.26), respectively]. In contrast, among near-side impact crashes, MY 98-04 and MY 05-10 showed decreased adjusted odds of AI [OR 0.50 (0.25-0.99) and 0.27 (0.06-1.31), respectively]. While occupants of newer vehicles experience lower odds of AI in near side impact crashes, a higher AI risk is present in frontal crashes. Copyright © 2013 Elsevier Ltd. All rights reserved.

Cambridge Safer Truck Initiative : Vehicle-Based Strategies to Protect Pedestrians and Bicyclists

DOT National Transportation Integrated Search

2016-03-01

This report summarizes Volpe, The National Transportation Systems Centers (Volpes) research and recommendations for the City of Cambridge for implementing a number of proven vehicle safety strategies, including truck side guards, blind spot mir...

1. NORTH AND EAST SIDES OF BUILDING 627. VIEW TO ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. NORTH AND EAST SIDES OF BUILDING 627. VIEW TO SOUTHWEST. - Rocky Mountain Arsenal, Vehicle Maintenance Shop, 2130 feet North of Sixth Avenue; 300 feet West of B Street, Commerce City, Adams County, CO

8. 320 FOOT LEVEL, SWING ARM NINE SHOWING BACK SIDE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

8. 320 FOOT LEVEL, SWING ARM NINE SHOWING BACK SIDE OF ENVIRONMENTAL CHAMBER (WHITE ROOM). WHITE ROOM MADE CONNECTION WITH CAPSULE ON LAUNCH VEHICLE. - Mobile Launcher One, Kennedy Space Center, Titusville, Brevard County, FL

GRAIL Mission Comes Together

NASA Image and Video Library

2011-08-18

NASA twin Gravity Recovery and Interior Laboratory GRAIL spacecraft are lowered onto the second stage of their Delta II launch vehicle. At top is the spacecraft adapter ring which holds the two lunar probes in their side-by-side launch configuration.

Crash compatibility between cars and light trucks: benefits of lowering front-end energy-absorbing structure in SUVs and pickups.

PubMed

Baker, Bryan C; Nolan, Joseph M; O'Neill, Brian; Genetos, Alexander P

2008-01-01

Passenger vehicles are designed to absorb crash energy in frontal crashes through deformation or crush of energy-absorbing structures forward of the occupant compartment. In collisions between cars and light trucks (i.e., pickups and SUVs), however, the capacity of energy-absorption structures may not be fully utilized because mismatches often exist between the heights of these structures in the colliding vehicles. In 2003 automakers voluntarily committed to new design standards aimed at reducing the height mismatches between cars and light trucks. By September 2009 all new light trucks will have either the primary front structure (typically the frame rails) or a secondary structure connected to the primary structure low enough to interact with the primary structures in cars, which for most cars is about the height of the front bumper. To estimate the overall benefit of the voluntary commitment, the real-world crash experience of light trucks already meeting the height-matching criteria was compared with that of light trucks not meeting the criteria for 2000-2003 model light trucks in collisions with passenger cars during calendar years 2001-2004. The estimated benefits of lower front energy-absorbing structure were a 19 percent reduction (p<0.05) in fatality risk to belted car drivers in front-to-front crashes with light trucks and a 19 percent reduction (p<0.05) in fatality risk to car drivers in front-to-driver-side crashes with light trucks.

Research in biomechanics of occupant protection.

PubMed

King, A I; Yang, K H

1995-04-01

This paper discusses the biomechanical bases for occupant protection against frontal and side impact. Newton's Laws of Motion are used to illustrate the effect of a crash on restrained and unrestrained occupants, and the concept of ride down is discussed. Occupant protection through the use of energy absorbing materials is described, and the mechanism of injury of some of the more common injuries is explained. The role of the three-point belt and the airbag in frontal protection is discussed along with the potential injuries that can result from the use of these restraint systems. Side impact protection is more difficult to attain but some protection can be derived from the use of padding or a side impact airbag. It is concluded that the front seat occupants are adequately protected against frontal impact if belts are worn in an airbag equipped vehicle. Side impact protection may not be uniform in all vehicles.

Characteristics of the Injury Environment in Far-Side Crashes

PubMed Central

Digges, K.; Gabler, H; Mohan, P.; Alonso, B.

2005-01-01

The population of occupants in far-side crashes that are documented in the US National database (NASS/CDS) was studied. The annual number of front seat occupants with serious or fatal injuries in far-side planar and rollover crashes was 17,194. The crash environment that produces serious and fatal injuries to belted front seat occupants in planar far-side crashes was investigated in detail. It was found that both the change in velocity and extent of damage were important factors that relate to crash severity. The median severity for crashes with serious or fatal injuries was a lateral delta-V of 28 kph and an extent of damage of CDC 3.6. Vehicle-to-vehicle impacts were simulated by finite element models to determine the intrusion characteristics associated with the median crash condition. These simulations indicated that the side damage caused by the IIHS barrier was representative of the damage in crashes that produce serious injuries in far-side crashes. Occupant simulations of the IIHS barrier crash at 28 kph showed that existing dummies lack biofidelity in upper body motion. The analysis suggested test conditions for studying far-side countermeasures and supported earlier studies that showed the need for an improved dummy to evaluate safety performance in the far-side crash environment. PMID:16179148

Comparison and validation of injury risk classifiers for advanced automated crash notification systems.

PubMed

Kusano, Kristofer; Gabler, Hampton C

2014-01-01

The odds of death for a seriously injured crash victim are drastically reduced if he or she received care at a trauma center. Advanced automated crash notification (AACN) algorithms are postcrash safety systems that use data measured by the vehicles during the crash to predict the likelihood of occupants being seriously injured. The accuracy of these models are crucial to the success of an AACN. The objective of this study was to compare the predictive performance of competing injury risk models and algorithms: logistic regression, random forest, AdaBoost, naïve Bayes, support vector machine, and classification k-nearest neighbors. This study compared machine learning algorithms to the widely adopted logistic regression modeling approach. Machine learning algorithms have not been commonly studied in the motor vehicle injury literature. Machine learning algorithms may have higher predictive power than logistic regression, despite the drawback of lacking the ability to perform statistical inference. To evaluate the performance of these algorithms, data on 16,398 vehicles involved in non-rollover collisions were extracted from the NASS-CDS. Vehicles with any occupants having an Injury Severity Score (ISS) of 15 or greater were defined as those requiring victims to be treated at a trauma center. The performance of each model was evaluated using cross-validation. Cross-validation assesses how a model will perform in the future given new data not used for model training. The crash ΔV (change in velocity during the crash), damage side (struck side of the vehicle), seat belt use, vehicle body type, number of events, occupant age, and occupant sex were used as predictors in each model. Logistic regression slightly outperformed the machine learning algorithms based on sensitivity and specificity of the models. Previous studies on AACN risk curves used the same data to train and test the power of the models and as a result had higher sensitivity compared to the cross-validated results from this study. Future studies should account for future data; for example, by using cross-validation or risk presenting optimistic predictions of field performance. Past algorithms have been criticized for relying on age and sex, being difficult to measure by vehicle sensors, and inaccuracies in classifying damage side. The models with accurate damage side and including age/sex did outperform models with less accurate damage side and without age/sex, but the differences were small, suggesting that the success of AACN is not reliant on these predictors.

Assessing Uncertainties in Boundary Layer Transition Predictions for HIFiRE-1 at Non-zero Angles of Attack

NASA Technical Reports Server (NTRS)

Marek, Lindsay C.

2011-01-01

Boundary layer stability was analyzed for the HIFiRE-1 flight vehicle geometry for ground tests conducted at the CUBRC LENS I hypersonic shock test facility and the Langley Research Center (LaRC) 20- inch Mach 6 Tunnel. Boundary layer stability results were compared to transition onset location obtained from discrete heat transfer measurements from thin film gauges during the CUBRC test and spatially continuous heat transfer measurements from thermal phosphor paint data during the LaRC test. The focus of this analysis was on conditions at non-zero angles of attack as stability analysis has already been performed at zero degrees angle of attack. Also, the transition onset data obtained during flight testing was at nonzero angles of attack, so this analysis could be expanded in the future to include the results of the flight test data. Stability analysis was performed using the 2D parabolized stability software suite STABL (Stability and Transition Analysis for Hypersonic Boundary Layers) developed at the University of Minnesota and the mean flow solutions were computed using the DPLR finite volume Navier-Stokes computational fluid dynamics (CFD) solver. A center line slice of the 3D mean flow solution was used for the stability analysis to incorporate the angle of attack effects while still taking advantage of the 2D STABL software suite. The N-factors at transition onset and the value of Re(sub theta)/M(sub e), commonly used to predict boundary layer transition onset, were compared for all conditions analyzed. Ground test data was analyzed at Mach 7.2 and Mach 6.0 and angles of attack of 1deg, 3deg and 5deg. At these conditions, the flow was found to be second mode dominant for the HIFiRE-1 slender cone geometry. On the leeward side of the vehicle, a strong trend of transition onset location with angle of attack was observed as the boundary layer on the leeward side of the vehicle developed inflection points at streamwise positions on the vehicle that correlated to angle of attack. Inflection points are a strong instability mechanism that lead to rapid breakdown and transition to turbulence. The transition onset location on the windward side of the vehicle displayed no trend with angle of attack or freestream Reynolds number and transition was observed farther down the vehicle than observed on the leeward side of the vehicle. In analysis of both windward and leeward sides of the vehicle, use of the N factor methodology to develop trends to predict boundary layer transition onset showed improvements over the Re(sub theta)/M(sub e) empirical correlation methodology. Stronger correlations and less scatter in the data were observed when using the N factor method for these cases.

77 FR 15843 - Petition for Exemption From the Vehicle Theft Prevention Standard; Nissan

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-16

... vehicle and the vehicle itself from being stolen when the back door and all of the side doors are closed... automatically when the ignition key is turned to the ``OFF'' position and all the doors are closed and locked through the use of the key or the remote control mechanism. Deactivation occurs when all the doors are...

Tanadgusix Foundation Hydrogen / Plug In Electric Vehicle Project

DOE Office of Scientific and Technical Information (OSTI.GOV)

Miller, Martin

2013-09-27

TDX Foundation undertook this project in an effort to evaluate alternative transportation options and their application in the community of Saint Paul, Alaska an isolated island community in the Bering Sea. Both hydrogen and electric vehicle technology was evaluated for technical and economic feasibility. Hydrogen technology was found to be cost prohibitive. TDX demonstrated the implementation of various types of electric vehicles on St. Paul Island, including side-by-side all terrain vehicles, a Chevrolet Volt (sedan), and a Ford Transit Connect (small van). Results show that electric vehicles are a promising solution for transportation needs on St. Paul Island. Limited batterymore » range and high charging time requirements result in decreased usability, even on a small, isolated island. These limitations were minimized by the installation of enhanced charging stations for the car and van. In collaboration with the University of Alaska Fairbanks (UAF), TDX was able to identify suitable technologies and demonstrate their applicability in the rural Alaskan environment. TDX and UAF partnered to engage and educate the entire community of Saint Paul – fom school children to elders – through presentation of research, findings, demonstrations, first hand operation of alternative fuel vehicles.« less

Advancing electric-vehicle development with pure-lead-tin battery technology

NASA Astrophysics Data System (ADS)

O'Brien, W. A.; Stickel, R. B.; May, G. J.

Electric-vehicle (EV) development continues to make solid progress towards extending vehicle range, reliability and ease of use, aided significantly by technological advances in vehicle systems. There is, however, a widespread misconception that current battery technologies are not capable of meeting even the minimum user requirements that would launch EVs into daily use. Existing pure-lead-tin technology is moving EVs out of research laboratories and onto the streets, in daily side-by-side operation with vehicles powered by conventional gasoline and alternative fuels. This commercially available battery technology can provide traffic-compatible performance in a reliable and affordable manner, and can be used for either pure EVs or hybrid electric vehicles (HEVs). Independent results obtained when applying lead-tin batteries in highly abusive conditions, both electrically and environmentally, are presented. The test fleet of EVs is owned and operated by Arizona Public Service (APS), an electric utility in Phoenix, AZ, USA. System, charger and battery development will be described. This gives a single charge range of up to 184 km at a constant speed of 72 km h -1, and with suitable opportunity charging, a 320 km range in a normal 8 h working day.

Thoracic aortic injury in motor vehicle crashes: the effect of impact direction, side of body struck, and seat belt use.

PubMed

Fitzharris, Michael; Franklyn, Melanie; Frampton, Richard; Yang, King; Morris, Andrew; Fildes, Brian

2004-09-01

Using in-depth, real-world motor vehicle crash data from the United States and the United Kingdom, we aimed to assess the incidence and risk factors associated with thoracic aorta injuries. De-identified National Automotive Sampling System Crashworthiness Data System (U.S.) and Co-operative Crash Injury Study (U.K.) data formed the basis of this retrospective analysis. Logistic regression was used to assess the level of risk of thoracic aorta injury associated with impact direction, seat belt use and, given the asymmetry of the thoracic cavity, whether being struck toward the left side of the body was associated with increased risk in side-impact crashes. A total of 13,436 U.S. and 3,756 U.K. drivers and front seat passengers were analyzed. The incidence of thoracic aorta injury in the U.S. and U.K. samples was 1.5% (n = 197) and 1.9% (n = 70), respectively. The risk was higher for occupants seated on the side closest to the impact than for occupants involved in frontal impact crashes. This was the case irrespective of whether the force was applied toward the left (belted: relative risk [RR], 4.6; 95% confidence interval [CI], 2.9-7.1; p < 0.001) or the right side (belted: RR, 2.6; 95% CI, 1.4-5.1; p < 0.004) of the occupant's body. For occupants involved in side-impact crashes, there was no difference in the risk of thoracic aorta injury whether the impacting force was applied toward the left or toward the right side of the occupant's body. Seat belt use provided a protective benefit such that the risk of thoracic aorta injury among unbelted occupants was three times higher than among belted occupants (RR, 3.0; 95% CI, 2.2-4.3; p < 0.001); however, the benefit varied across impact direction. Thoracic aorta injuries were found to be associated with high impact severity, and being struck by a sports utility vehicle relative to a passenger vehicle (RR, 1.7; 95% CI, 1.2-2.3; p = 0.001). Aortic injuries have been conventionally associated with frontal impacts. However, emergency clinicians should be aware that occupants of side-impact crashes are at greater risk, particularly if the occupant was unbelted and involved in a crash of high impact severity.

Analysis of vehicle dynamics under sadden cross wind

NASA Astrophysics Data System (ADS)

Walczak, S.

2016-09-01

In this paper, the way of calculating aerodynamic forces acting on a vehicle passing in the region of sadden cross wind was presented. The CarDyn, a vehicle dynamics simulation program, developed by the author was used. The effects of the cross wind were studied with a fixed steering wheel simulation. On the base of computer simulations the car cross wind sensitivity were determined, and vehicle responses such as lateral offset, side acceleration and yaw angular velocity are presented.

Device for reducing vehicle aerodynamic resistance

DOEpatents

Graham, Sean C.

2005-02-15

A device for a vehicle with a pair of swinging rear doors, which converts flat sheets of pliable material hinged to the sides of the vehicle adjacent the rear thereof into effective curved airfoils that reduce the aerodynamic resistance of the vehicle, when the doors are closed by hand, utilizing a plurality of stiffeners disposed generally parallel to the doors and affixed to the sheets and a plurality of collapsible tension bearings struts attached to each stiffener and the adjacent door.

Pelvic ring fractures: implications of vehicle design, crash type, and occupant characteristics.

PubMed

Rowe, Stephen A; Sochor, Mark S; Staples, Kurtis S; Wahl, Wendy L; Wang, Stewart C

2004-10-01

Pelvic ring fractures (PRFs) are a major cause of morbidity and mortality in motor vehicle collisions (MVCs). Understanding the factors leading to PRFs may help improve vehicle design and safety. This study sought to determine the vehicular, crash, and occupant characteristics that contribute to PRFs. From 1997 to 2003, 240 adult patients involved in lateral or frontal crashes were prospectively studied. Comprehensive crash reconstructions, vehicle analysis, and occupant data were compiled and analyzed as part of the national Crash Injury Research Engineering Network project. Of 240 study patients, 38 had PRFs. The incidence of PRFs was significantly associated with female gender, lateral impact crashes, vehicle incompatibility, and severity of crash. Seat belts and airbags were not protective against PRFs in either lateral or frontal crashes. All vehicles in the current study were less than 6 years old at the time of the MVC and thus reflect newer safety designs. Compared with studies of PRFs in MVCs before the widespread adoption of modern safety standards, our series suggests there has been a modest decrease in the incidence of PRFs in newer vehicles. Current safety standards do not adequately protect against PRFs, especially in lateral MVCs involving incompatibility and female occupants. New technology needs to be developed and implemented. Our data suggest that side impact airbags, alteration of vehicle geometry, and increased reinforcement of side panels and doors may result in fewer PRFs.

Risk management algorithm for rear-side collision avoidance using a combined steering torque overlay and differential braking

NASA Astrophysics Data System (ADS)

Lee, Junyung; Yi, Kyongsu; Yoo, Hyunjae; Chong, Hyokjin; Ko, Bongchul

2015-06-01

This paper describes a risk management algorithm for rear-side collision avoidance. The proposed risk management algorithm consists of a supervisor and a coordinator. The supervisor is designed to monitor collision risks between the subject vehicle and approaching vehicle in the adjacent lane. An appropriate criterion of intervention, which satisfies high acceptance to drivers through the consideration of a realistic traffic, has been determined based on the analysis of the kinematics of the vehicles in longitudinal and lateral directions. In order to assist the driver actively and increase driver's safety, a coordinator is designed to combine lateral control using a steering torque overlay by motor-driven power steering and differential braking by vehicle stability control. In order to prevent the collision while limiting actuator's control inputs and vehicle dynamics to safe values for the assurance of the driver's comfort, the Lyapunov theory and linear matrix inequalities based optimisation methods have been used. The proposed risk management algorithm has been evaluated via simulation using CarSim and MATLAB/Simulink.

Artificial Manduca sexta forewings for flapping-wing micro aerial vehicles: how wing structure affects performance.

PubMed

Moses, K C; Michaels, S C; Willis, M; Quinn, R D

2017-09-26

A novel approach to fabricating and testing artificial insect wings has been developed. Utilizing these new techniques, locally harvested hawk moth (Manduca sexta) forewings are compared to engineered forewings with varying wing structures. A number of small, flexible engineered forewings were fabricated with identical planform size and shape but with variations in camber, ribbing, thickness and composition. A series of static and dynamic assessments compares the forewings in terms of structure and performance. Data from these experiments show that the fabrication method can produce artificial forewings with similar properties to that of M. sexta. Flexural stiffness (EI) data shows a maximum percent difference of 41% between the left and right natural M. sexta forewings, whereas engineered forewings have a maximum percent difference of 18%. When deflection is induced from the ventral side of the forewing, EI values are at least 9.1% higher than when it is induced from the dorsal side. According to simulations, approximately 57% of this difference can be attributed to the camber of the forewings. Fabricated forewings produced comparable amounts of lift to natural M. sexta forewings (1.00 g F and 0.96 g F at 25 Hz flapping frequency respectively).

Analysis of Electric Vehicle DC High Current Conversion Technology

NASA Astrophysics Data System (ADS)

Yang, Jing; Bai, Jing-fen; Lin, Fan-tao; Lu, Da

2017-05-01

Based on the background of electric vehicles, it is elaborated the necessity about electric energy accurate metering of electric vehicle power batteries, and it is analyzed about the charging and discharging characteristics of power batteries. It is needed a DC large current converter to realize accurate calibration of power batteries electric energy metering. Several kinds of measuring methods are analyzed based on shunts and magnetic induction principle in detail. It is put forward power batteries charge and discharge calibration system principle, and it is simulated and analyzed ripple waves containing rate and harmonic waves containing rate of power batteries AC side and DC side. It is put forward suitable DC large current measurement methods of power batteries by comparing different measurement principles and it is looked forward the DC large current measurement techniques.

Collapse Mechanism Analysis in the Design of Superstructure Vehicle

NASA Astrophysics Data System (ADS)

Mohd Nor, M. K.

2016-11-01

The EU directive 2001/85/EC is an official European text which describes the specifications for “single deck class II and III vehicles” required to be approved by the regulation UN/ECE no.66 (R66). To prevent the catastrophic consequences by occupant during an accident, the Malaysian government has reinforced the same regulation upon superstructure construction. This paper discusses collapse mechanism analysis of a superstructure vehicle using a Crash D nonlinear analysis computer program based on this regulation. The analysis starts by hand calculation to define the required energy absorption by the chosen structure. Simple calculations were then performed to define the weakest collapse mechanism after undesirable collapse modes are eliminated. There are few factors highlighted in this work to pass the regulation. Using the selected cross section, Crash D simulation showed a good result. Generally, the deformation is linearly correlates to the energy absorption for the structure with low stiffness. Failure of critical members such as vertical lower side wall must be avoided to sustain safety of the passenger compartment and prevent from severe and fatal injuries to the trapped occupant.

Vision-based vehicle detection and tracking algorithm design

NASA Astrophysics Data System (ADS)

Hwang, Junyeon; Huh, Kunsoo; Lee, Donghwi

2009-12-01

The vision-based vehicle detection in front of an ego-vehicle is regarded as promising for driver assistance as well as for autonomous vehicle guidance. The feasibility of vehicle detection in a passenger car requires accurate and robust sensing performance. A multivehicle detection system based on stereo vision has been developed for better accuracy and robustness. This system utilizes morphological filter, feature detector, template matching, and epipolar constraint techniques in order to detect the corresponding pairs of vehicles. After the initial detection, the system executes the tracking algorithm for the vehicles. The proposed system can detect front vehicles such as the leading vehicle and side-lane vehicles. The position parameters of the vehicles located in front are obtained based on the detection information. The proposed vehicle detection system is implemented on a passenger car, and its performance is verified experimentally.

Methylotroph cloning vehicle

DOEpatents

Hanson, R.S.; Allen, L.N.

1989-04-25

A cloning vehicle comprising: a replication determinant effective for replicating the vehicle in a non-C[sub 1]-utilizing host and in a C[sub 1]-utilizing host; DNA effective to allow the vehicle to be mobilized from the non-C[sub 1]-utilizing host to the C[sub 1]-utilizing host; DNA providing resistance to two antibiotics to which the wild-type C[sub 1]-utilizing host is susceptible, each of the antibiotic resistance markers having a recognition site for a restriction endonuclease; a cos site; and a means for preventing replication in the C[sub 1]-utilizing host. The vehicle is used for complementation mapping as follows. DNA comprising a gene from the C[sub 1]-utilizing organism is inserted at the restriction nuclease recognition site, inactivating the antibiotic resistance marker at that site. The vehicle can then be used to form a cosmid structure to infect the non-C[sub 1]-utilizing (e.g., E. coli) host, and then conjugated with a selected C[sub 1]-utilizing mutant. Resistance to the other antibiotic by the mutant is a marker of the conjugation. Other phenotypical changes in the mutant, e.g., loss of an auxotrophic trait, is attributed to the C[sub 1] gene. The vector is also used to inactivate genes whose protein products catalyze side reactions that divert compounds from a biosynthetic pathway to a desired product, thereby producing an organism that makes the desired product in higher yields. 3 figs.

B-52 Flight Mission Symbology on Side of Craft

NASA Technical Reports Server (NTRS)

1993-01-01

A view of some of the mission markings, painted on the side of NASA's B-52 mothership, that tell the story of its colorful history. Just as combat aircraft would paint a bomb on the side of an aircraft for each bombing mission completed, NASA crew members painted a silhouette on the side of the B-52's fuselage to commemorate each drop of an X-15, lifting body, remotely piloted research vehicle, X-38 crew return vehicle, or other experimental vehicle or parachute system. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Assessment of the efficacy and tolerance of a new combination of retinoids and depigmenting agents in the treatment of melasma.

PubMed

Truchuelo, Maria Teresa; Jiménez, Natalia; Jaén, Pedro

2014-12-01

Melasma is a dermatosis with significant repercussions on patients' quality of life, and there is currently no standard treatment. Hydroquinone is deemed the treatment of choice, but its safety has been questioned in certain cases. To determine the efficacy and safety of a new combination of retinoids in the improvement of melasma. Prospective, double-blind, vehicle-controlled, and randomized study in 30 patients with melasma. The product was applied on one side of the face and the vehicle on the other, twice daily during 3 months. Standardized photographs were taken using RBX technology on the three visits (basal, at one and a half months and at 3 months). The main variable to determine the efficacy was the improvement of the hemifacial Melasma Area Severity Index (MASI). Other variables were determined such as improvement perceived by the investigator, improvement perceived by the patient, impact on quality of life or side effects. The MASI improvement at 3 months of treatment was significant on the treated side vs. the vehicle side, reaching an improvement of 70%, which is comparable to the percentage of improvement described with hydroquinone. No notable side effects were detected, in spite of a significant percentage of patients included in the study citing a history that could be compatible with sensitive skin. This new combination of retinoids and depigmenting agents proved to be effective and safe in the treatment of melasma. © 2014 Wiley Periodicals, Inc.

Research on traffic flow characteristics at signal intersection

NASA Astrophysics Data System (ADS)

Zeng, Jun-Wei; Yu, Sen-Bin; Qian, Yong-Sheng; Wei, Xu-Ting; Feng, Xiao; Wang, Hui

2017-09-01

Based on the cautious driving behavior and the principle of the vehicles at left-side having priority to pass in the intersection, a two-dimensional cellular automata model for planar signalized intersection (NS-STCA) is established. The different turning vehicles are regarded as the research objects and the effect of the left-turn probability, signal cycle, vehicle flow density on traffic flow at the intersection is investigated.

MANIPULATOR FOR SLAVE ROBOT

DOEpatents

Goertz, R.C.; Grimson, J.H.; Kohut, F.A.

1961-04-01

A remote-control manipulator comprising two stationary master units, two slave units on a movable vehicle, and electrical connections between the master and slave units is reported. The slave units are side by side with a minimum over-all width, which is made feasible by an arrangement of transducers producing most movements of each slave unit to one side of the support of said slave unit.

Strength Enhancement of Car Front Bumper for Slow Speed Impact by FEA Method as per IIHS Regulation

NASA Astrophysics Data System (ADS)

Sonawane, Chandrakant Rameshchandra; Shelar, Ajit Lavaji

2017-05-01

Low speed collisions happen significantly due to on road slow moving heavy traffic as well as during parking of vehicles. The bumpers are provided in front and back side of a vehicle has two main purposes: first is to absorb the energy generated during these kinds of slow speed impacts and secondly to protect the expensive parts like main engine parts, radiators and connected engine cooling mechanism, headlights, taillights, etc, by slowing down the vehicles. The problem often in various cars bumper is that they doesn't line-up vertically during low speed impact and leads to damage of various parts which are costly to repair. Many a times bumper design does not have sufficient capacity to absorb the energy generated during these impact. Guideline by International Institute Highway Safety (IIHS) regulation provides useful insight for such low speed impact study. In this paper, slow speed impact test were conducted as per IIHS regulation in three positions namely central impact, left hand corner impact and right hand corner impact. Parameters including bumper material, shape, thickness and impact condition are analyzed using fine element analysis (FEA) to enhance crashworthiness design in low speed impact. Then the vehicle front structure has been modified suitably. It has been observed that lining up the front metal bumper with suitable stiffness provides the best result which ultimately reduces the damage to the vehicle parts.

Investigating Response from Turbulent Boundary Layer Excitations on a Real Launch Vehicle using SEA

NASA Technical Reports Server (NTRS)

Harrison, Phillip; LaVerde,Bruce; Teague, David

2009-01-01

Statistical Energy Analysis (SEA) response has been fairly well anchored to test observations for Diffuse Acoustic Field (DAF) loading by others. Meanwhile, not many examples can be found in the literature anchoring the SEA vehicle panel response results to Turbulent Boundary Layer (TBL) fluctuating pressure excitations. This deficiency is especially true for supersonic trajectories such as those required by this nation s launch vehicles. Space Shuttle response and excitation data recorded from vehicle flight measurements during the development flights were used in a trial to assess the capability of the SEA tool to predict similar responses. Various known/measured inputs were used. These were supplemented with a range of assumed values in order to cover unknown parameters of the flight. This comparison is presented as "Part A" of the study. A secondary, but perhaps more important, objective is to provide more clarity concerning the accuracy and conservatism that can be expected from response estimates of TBL-excited vehicle models in SEA (Part B). What range of parameters must be included in such an analysis in order to land on the conservative side in response predictions? What is the sensitivity of changes in these input parameters on the results? The TBL fluid structure loading model used for this study is provided by the SEA module of the commercial code VA One.

Plug-in electric vehicles: future market conditions and adoption rates

EIA Publications

2017-01-01

This report, the first of four Issues in Focus articles from the International Energy Outlook 2017, analyzes the effects of uncertainties in the adoption of plug-in electric vehicles (PEVs) on worldwide transportation energy consumption. Uncertainties surrounding consumer acceptance, vehicle cost, policies, and other market conditions could affect future adoption rates of plug-in electric vehicles. Two side cases are presented in this report that assume different levels of PEV adoption and result in different levels of worldwide transportation energy consumption.

Structural Analysis and Testing of the Inflatable Re-entry Vehicle Experiment (IRVE)

NASA Technical Reports Server (NTRS)

Lindell, Michael C.; Hughes, Stephen J.; Dixon, Megan; Wiley, Cliff E.

2006-01-01

The Inflatable Re-entry Vehicle Experiment (IRVE) is a 3.0 meter, 60 degree half-angle sphere cone, inflatable aeroshell experiment designed to demonstrate various aspects of inflatable technology during Earth re-entry. IRVE will be launched on a Terrier-Improved Orion sounding rocket from NASA s Wallops Flight Facility in the fall of 2006 to an altitude of approximately 164 kilometers and re-enter the Earth s atmosphere. The experiment will demonstrate exo-atmospheric inflation, inflatable structure leak performance throughout the flight regime, structural integrity under aerodynamic pressure and associated deceleration loads, thermal protection system performance, and aerodynamic stability. Structural integrity and dynamic response of the inflatable will be monitored with photogrammetric measurements of the leeward side of the aeroshell during flight. Aerodynamic stability and drag performance will be verified with on-board inertial measurements and radar tracking from multiple ground radar stations. In addition to demonstrating inflatable technology, IRVE will help validate structural, aerothermal, and trajectory modeling and analysis techniques for the inflatable aeroshell system. This paper discusses the structural analysis and testing of the IRVE inflatable structure. Equations are presented for calculating fabric loads in sphere cone aeroshells, and finite element results are presented which validate the equations. Fabric material properties and testing are discussed along with aeroshell fabrication techniques. Stiffness and dynamics tests conducted on a small-scale development unit and a full-scale prototype unit are presented along with correlated finite element models to predict the in-flight fundamental mod

Crash characteristics and injury patterns of restrained front seat occupants in far-side impacts

PubMed Central

Yoganandan, Narayan; Arun, Mike W. J.; Halloway, Dale E.; Pintar, Frank A.; Maiman, Dennis J.; Szabo, Aniko; Rudd, Rodney W.

2015-01-01

STRUCTURED ABSTRACT Objective The study was conducted to determine the association between vehicle-, crash- and demographic-related factors and injuries to front seat far-side occupants in modern environments. Methods Field data were obtained from the United States (US) National Automotive Sampling System – Crashworthiness Data System (NASS-CDS) database, for the years 2009–2012. Inclusion factors: adult restrained front outboard seated occupants, no ejection or rollovers, and vehicle model years less than 10 years old at the time of crash. Far-side crashes were determined by using collision deformation classification. Injuries were scored using the Abbreviated Injury Scale (AIS). Injuries (MAIS2+, MAIS3+, M denotes maximum score) were examined based on demographics, change in velocity, vehicle type, direction of force, extent zone, collision partner and presence of another occupant in the front seat. Only weighted data were used in the analysis. Injuries to the head and face, thorax, abdomen, pelvis, upper extremity and lower extremity regions were studied. Odds ratios and upper and lower confidence intervals were estimated from multivariate analysis. Results Out of 519,195 far-side occupants, 17,715 were MAIS2+ and 4,387 were MAIS3+ level injured occupants. The mean age, stature, total body mass, and BMI were 40.7 years, 1.7 m, 77.2 kg, and 26.8 kg/m2, respectively. Of occupants with MAIS2+ injuries, 51% had head and 19% had thorax injuries. Of occupants with MAIS 3+ injuries, 50% had head and 69% had thorax injuries. The cumulative distribution of changes in velocities at the 50th percent level for the struck vehicle for all occupants and, MAIS2+ and MAIS3+ occupants were 19, 34 and 42 km/h, respectively. Furthermore, 73% of MAIS2+ injuries and 86% of MAIS3+ injuries occurred at a change in velocity of 24 km/h or greater. Odds of sustaining MAIS2+ and MAIS3+ injuries increased with unit increase in change in velocity, stature and age, with one exception. Odds of sustaining injuries were higher with the presence of an occupant in the front seat at the MAIS3+ level, although it was reversed at the lower level. The extent zone of 3+ increased the odds compared to the extent zones of 1 to 2 at both MAIS2+ and MAIS3+ injuries. Odds ratios and confidence interval are given. Conclusions Findings that head and thorax are more frequently injured body regions, prevalence of cranium injuries are similar at both injury severities; thoracic injuries are more prevalent at the MAIS3+ level; presence of another front seat occupant plays a role in MAIS3+ trauma; injuries continue to occur at change in velocities representative of side impact environments; mean demographic factors are close to mid-size automotive anthropometry, indicate the need to pursue this line of study. Because data were gathered from only four years, it would be important to include additional NASS-CDS database years, rescore injuries from previous years and/or analyze other international databases to reinforce these findings for advancing safety for far-side occupants. PMID:25307394

High mobility vehicle

NASA Technical Reports Server (NTRS)

Wilcox, Brian H. (Inventor); Nasif, Annette K. (Inventor)

2001-01-01

A vehicle, for driving over a ground surface, has a body with a left side, a right side, a front and a back. The vehicle includes left and right drive mechanisms. Each mechanism includes first and second traction elements for engaging the ground surface and transmitting a driving force between the vehicle and ground surface. Each mechanism includes first and second arms coupled to the first and second traction elements for relative rotation about first and second axis respectively. Each mechanism includes a rotor having a third axis, the rotor coupled to the body for rotation about the third axis and coupled to the first and second arms for relative rotation about the third axis. The mechanism includes first and second drive motors for driving the first and second traction elements and first and second transmissions, driven by the first and second motors and engaging the rotor. Driving the first and second traction elements simultaneously rotates the rotor relative to the first and second arms, respectively.

Evaluating habitat associations of a fish assemblage at multiple spatial scales in a minimally disturbed stream using low-cost remote sensing

USGS Publications Warehouse

Cheek, Brandon D.; Grabowski, Timothy B.; Bean, Preston T.; Groeschel, Jillian R.; Magnelia, Stephan J.

2016-01-01

Habitat heterogeneity at multiple scales is a major factor affecting fish assemblage structure. However, assessments that examine these relationships at multiple scales concurrently are lacking. The lack of assessments at these scales is a critical gap in understanding as conservation and restoration efforts typically work at these levels.A combination of low-cost side-scan sonar surveys, aerial imagery using an unmanned aerial vehicle, and fish collections were used to evaluate the relationship between physicochemical and landscape variables at various spatial scales (e.g. micro-mesohabitat, mesohabitat, channel unit, stream reach) and stream–fish assemblage structure and habitat associations in the South Llano River, a spring-fed second-order stream on the Edwards Plateau in central Texas during 2012–2013.Low-cost side-scan sonar surveys have not typically been used to generate data for riverscape assessments of assemblage structure, thus the secondary objective was to assess the efficacy of this approach.The finest spatial scale (micro-mesohabitat) and the intermediate scale (channel unit) had the greatest explanatory power for variation in fish assemblage structure.Many of the fish endemic to the Edwards Plateau showed similar associations with physicochemical and landscape variables suggesting that conservation and restoration actions targeting a single endemic species may provide benefits to a large proportion of the endemic species in this system.Low-cost side-scan sonar proved to be a cost-effective means of acquiring information on the habitat availability of the entire river length and allowed the assessment of how a full suite of riverscape-level variables influenced local fish assemblage structure.

An investigation of drag reduction fairings on the space shuttle vehicle 5 configuration (model 74-OTS) in the MSFC 14 inch trisonic wind tunnel (FA14)

NASA Technical Reports Server (NTRS)

Ramsey, P. E.

1976-01-01

An experimental investigation was conducted in the MSFC 14-inch TWT (FA14, TWT 600) to determine the static stability and drag on a 0.004 scale model of the shuttle ascent configuration. The primary objective was to study the possibility of reducing the launch vehicle drag by using Orbiter/ET/SRB fairings, streamlined orbiter fore and aft attach structures, SRB and ET alternative nose configurations, and devices for modifying the flow between the orbiter and ET. The secondary objective was to determine the longitudinal and directional characteristics of the ascent configuration with the most promising of the drag reduction devices installed. Data were obtained for a Mach number range of 0.6 through 4.96 and angles of attack from -5 through 5 degrees at zero degrees side slip angle.

Effective Thermal Conductivity of High Temperature Insulations for Reusable Launch Vehicles

NASA Technical Reports Server (NTRS)

Daryabeigi, Kamran

1999-01-01

An experimental apparatus was designed to measure the effective thermal conductivity of various high temperature insulations subject to large temperature gradients representative of typical launch vehicle re-entry aerodynamic heating conditions. The insulation sample cold side was maintained around room temperature, while the hot side was heated to temperatures as high as 1800 degrees Fahrenheit. The environmental pressure was varied from 0.0001 to 760 torr. All the measurements were performed in a dry gaseous nitrogen environment. The effective thermal conductivity of Saffil, Q-Fiber felt, Cerachrome, and three multi-layer insulation configurations were measured.

Horizontally progressive mirror for blind spot detection in automobiles.

PubMed

Lee, Hocheol; Kim, Dohyun; Yi, Sung

2013-02-01

The blind spot of automobiles has been a critical issue in driving safety performance. Side mirrors that use an aspheric shape to achieve a wider angle rather than conventional spherical or flat mirrors have been recently permitted from European Union safety regulations. However, these mirrors also cause difficulty in perceiving the speed and distance of an approaching vehicle in the aspheric mirror zones with their decreasing radii of curvature. We demonstrated new side mirrors showing a stable vehicle image by inserting a horizontally progressive zone between the two outer spherical zones used for the far and near views.

Surface Catalysis and Characterization of Proposed Candidate TPS for Access-to-Space Vehicles

NASA Technical Reports Server (NTRS)

Stewart, David A.

1997-01-01

Surface properties have been obtained on several classes of thermal protection systems (TPS) using data from both side-arm-reactor and arc-jet facilities. Thermochemical stability, optical properties, and coefficients for atom recombination were determined for candidate TPS proposed for single-stage-to-orbit vehicles. The systems included rigid fibrous insulations, blankets, reinforced carbon carbon, and metals. Test techniques, theories used to define arc-jet and side-arm-reactor flow, and material surface properties are described. Total hemispherical emittance and atom recombination coefficients for each candidate TPS are summarized in the form of polynomial and Arrhenius expressions.

Effect of yaw angle on steering forces for the lunar roving vehicle wheel

NASA Technical Reports Server (NTRS)

Green, A. J.

1974-01-01

A series of tests was conducted with a Lunar Roving Vehicle (LRV) wheel operating at yaw angles ranging from -5 to +90 deg. The load was varied from 42 to 82 lb (187 to 365 N), and the speed was varied from 3.5 to 10.0 ft/sec (1.07 to 3.05 m/sec). It was noted that speed had an effect on side thrust and rut depth. Side thrust, rut depth, and skid generally increased as the yaw angle increased. For the range of loads used, the effect of load on performance was not significant.

Rupture of the aorta following road traffic accidents in the United Kingdom 1992-1999. The results of the co-operative crash injury study.

PubMed

Richens, D; Kotidis, K; Neale, M; Oakley, C; Fails, A

2003-02-01

The true incidence and survivability of blunt traumatic aortic rupture following road traffic accidents in the UK is unclear. The objective of this study was to determine the extent of blunt traumatic aortic rupture in the UK after road traffic accidents and the conditions under which it occurs. Data for the study was obtained from the Co-operative Crash Injury Study database. Road traffic accidents that happened between 1992 and 1999 and included in the Co-operative Crash Injury Study database were retrospectively investigated. A total of 8285 vehicles carrying 14,435 occupants were involved in 7067 accidents. There were 132 cases of blunt traumatic aortic rupture, of which the scene survival was 9% and the overall mortality was 98%. Twenty-one percent of all fatalities had blunt traumatic aortic rupture (130/613). Twenty-nine percent were due to frontal impacts and 44% were due to side impacts. Twelve percent of the blunt traumatic aortic rupture cases in frontal vehicle impacts were wearing seat belts and had airbag protection and 19% had no restraint mechanism. The Equivalent Test Speed of the accident vehicles, (where equivalent test speed provides an estimate of the vehicle impact severity and not an estimate of the vehicle speed at the time of the accident), ranged from 30 to 110 km/h in frontal impacts and from 15 to 82 km/h in side impacts. Blunt traumatic aortic rupture carries a high mortality and occurred in 21% of car occupant deaths in this sample of road traffic accidents. Impact scenarios varied but were most common from the side. The use of an airbag or seat belt does not eliminate risk. The injury can occur at low severity impacts particularly in side impact. Copyright 2002 Elsevier Science B.V.

Microbubble-mediated ultrasound therapy: a review of its potential in cancer treatment

PubMed Central

Ibsen, Stuart; Schutt, Carolyn E; Esener, Sadik

2013-01-01

The inherently toxic nature of chemotherapy drugs is essential for them to kill cancer cells but is also the source of the detrimental side effects experienced by patients. One strategy to reduce these side effects is to limit the healthy tissue exposure by encapsulating the drugs in a vehicle that demonstrates a very low leak rate in circulation while simultaneously having the potential for rapid release once inside the tumor. Designing a vehicle with these two opposing properties is the major challenge in the field of drug delivery. A triggering event is required to change the vehicle from its stable circulating state to its unstable release state. A unique mechanical actuation type trigger is possible by harnessing the size changes that occur when microbubbles interact with ultrasound. These mechanical actuations can burst liposomes and cell membranes alike allowing for rapid drug release and facilitating delivery into nearby cells. The tight focusing ability of the ultrasound to just a few cubic millimeters allows for precise control over the tissue location where the microbubbles destabilize the vehicles. This allows the ultrasound to highlight the tumor tissue and cause rapid drug release from any carrier present. Different vehicle designs have been demonstrated from carrying drug on just the surface of the microbubble itself to encapsulating the microbubble along with the drug within a liposome. In the future, nanoparticles may extend the circulation half-life of these ultrasound triggerable drug-delivery vehicles by acting as nucleation sites of ultrasound-induced mechanical actuation. In addition to the drug delivery capability, the microbubble size changes can also be used to create imaging contrast agents that could allow the internal chemical environment of a tumor to be studied to help improve the diagnosis and detection of cancer. The ability to attain truly tumor-specific release from circulating drug-delivery vehicles is an exciting future prospect to reduce chemotherapy side effects while increasing drug effectiveness. PMID:23667309

Effect of driver's age and side of impact on crash severity along urban freeways: a mixed logit approach.

PubMed

Haleem, Kirolos; Gan, Albert

2013-09-01

This study identifies geometric, traffic, environmental, vehicle-related, and driver-related predictors of crash injury severity on urban freeways. The study takes advantage of the mixed logit model's ability to account for unobserved effects that are difficult to quantify and may affect the model estimation, such as the driver's reaction at the time of crash. Crashes of 5 years occurring on 89 urban freeway segments throughout the state of Florida in the United States were used. Examples of severity predictors explored include traffic volume, distance of the crash to the nearest ramp, and detailed driver's age, vehicle types, and sides of impact. To show how the parameter estimates could vary, a binary logit model was compared with the mixed logit model. It was found that the at-fault driver's age, traffic volume, distance of the crash to the nearest ramp, vehicle type, side of impact, and percentage of trucks significantly influence severity on urban freeways. Additionally, young at-fault drivers were associated with a significant severity risk increase relative to other age groups. It was also observed that some variables in the binary logit model yielded illogic estimates due to ignoring the random variation of the estimation. Since the at-fault driver's age and side of impact were significant random parameters in the mixed logit model, an in-depth investigation was performed. It was noticed that back, left, and right impacts had the highest risk among middle-aged drivers, followed by young drivers, very young drivers, and finally, old and very old drivers. To reduce side impacts due to lane changing, two primary strategies can be recommended. The first strategy is to conduct campaigns to convey the hazardous effect of changing lanes at higher speeds. The second is to devise in-vehicle side crash avoidance systems to alert drivers of a potential crash risk. The study provided a promising approach to screening the predictors before fitting the mixed logit model using the random forest technique. Furthermore, potential countermeasures were proposed to reduce the severity of impacts. Copyright © 2013 National Safety Council and Elsevier Ltd. All rights reserved.

Truck sideguards for Vision Zero : review and technical recommendations for Safe Fleet Transition Plan pilot deployment.

DOT National Transportation Integrated Search

2014-12-01

Large truck crashes are more likely to result in a pedestrian or bicyclist fatality than crashes involving passenger vehicles and are more likely to be side-impact crashes. Sideguards are vehicle-based safety devices that help prevent pedestrians and...

6. Photographic copy of photograph (from original 4 x 5 ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Photographic copy of photograph (from original 4 x 5 black and white print in the Army Port Contractors' 'Completion Report' at the Engineering Office, Oakland Army Base, California). Photograph taken April 6, 1942 by unknown photographer. SOUTH AND EAST SIDES OBLIQUE VIEW OF PRIVATE VEHICLE INSPECTION BUILDING (VEHICLE SHED, BLDG. 4). - Oakland Army Base, Private Vehicle Inspection Building, Africa Street & Bataan Avenue, Oakland, Alameda County, CA

Simulation analysis of the EUSAMA Plus suspension testing method including the impact of the vehicle untested side

NASA Astrophysics Data System (ADS)

Dobaj, K.

2016-09-01

The work deals with the simulation analysis of the half car vehicle model parameters on the suspension testing results. The Matlab simulation software was used. The considered model parameters are involved with the shock absorber damping coefficient, the tire radial stiffness, the car width and the rocker arm length. The consistent vibrations of both test plates were considered. Both wheels of the car were subjected to identical vibration, with frequency changed similar to the EUSAMA Plus principle. The shock absorber damping coefficient (for several values of the car width and rocker arm length) was changed on one and both sides of the vehicle. The obtained results are essential for the new suspension testing algorithm (basing on the EUSAMA Plus principle), which will be the aim of the further author's work.

Airport emissions quantification: Impacts of electrification. Final report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Geba, V.

1998-07-01

Four airports were assessed to demonstrate that electrification of economically viable air- and land-side vehicles and equipment can significantly reduce total airport emissions. Assessments were made using the FAA`s Emissions and Dispersion Modeling System and EPRI Airport Electrification Project data. Development and implementation of cost-effective airport emissions reduction strategies can be complex, requiring successful collaboration of local, state, and federal regulatory agencies with airport authorities. The methodology developed in this study helps to simplify this task. The objectives of this study were: to develop a methodology to quantify annual emissions at US airports from all sources--aircraft, vehicles, and infrastructure; andmore » to demonstrate that electrification of economically viable air- and land-side vehicles and equipment can significantly reduce total airport emissions on-site, even when allowing for emissions from the generation of electricity.« less

STS-65 Columbia, OV-102, lifts off from KSC Launch Complex (LC) Pad 39A

NASA Technical Reports Server (NTRS)

1994-01-01

Columbia, Orbiter Vehicle (OV) 102, atop its external tank (ET) rises above the Kennedy Space Center (KSC) Launch Complex (LC) Pad 39A after liftoff at 12:43 pm Eastern Daylight Time (EDT). OV-102 starboard side and one of the two solid rocket boosters (SRBs) are visible in this launch view. The retracted rotating service structure (RSS) is nearly covered in the shuttle's exhaust at the left as OV-102 clears the fixed service structure (FSS) tower. The space shuttle main engines produce a diamond shock effect. Once in orbit, STS-65's six NASA astronauts and a Japanese Payload Specialist will begin two weeks of experimentation in support of the second International Microgravity Laboratory (IML-2) mission.

Modelling the side impact of carbon fibre tubes

NASA Astrophysics Data System (ADS)

Sudharsan, Ms R.; Rolfe, B. F., Dr; Hodgson, P. D., Prof

2010-06-01

Metallic tubes have been extensively studied for their crashworthiness as they closely resemble automotive crash rails. Recently, the demand to improve fuel economy and reduce vehicle emissions has led automobile manufacturers to explore the crash properties of light weight materials such as fibre reinforced polymer composites, metallic foams and sandwich structures in order to use them as crash barriers. This paper discusses the response of carbon fibre reinforced polymer (CFRP) tubes and their failure mechanisms during side impact. The energy absorption of CFRP tubes is compared to similar Aluminium tubes. The response of the CFRP tubes during impact was modelled using Abaqus finite element software with a composite fabric material model. The material inputs were given based on standard tension and compression test results and the in-plane damage was defined based on cyclic shear tests. The failure modes and energy absorption observed during the tests were well represented by the finite element model.

Transient Three-Dimensional Analysis of Nozzle Side Load in Regeneratively Cooled Engines

NASA Technical Reports Server (NTRS)

ng, Ten-See

2005-01-01

Nozzle side loads are potentially detrimental to the integrity and life of almost all launch vehicles. the lack of a detailed prediction capability results in reducing life and increased weight for reusable nozzle systems. A clear understanding of the mechanism that contribute to side loads during engine startup, shutdown, and steady-state operations must be established. A CFD based predictive tool must be developed to aid the understanding of side load physics and development of future reusable engine.

A Combined Finite-Element/Discrete-Particle Analysis of a Side-Vent-Channel-Based Concept for Improved Blast-Survivability of Light Tactical Vehicles

DTIC Science & Technology

2013-01-01

design of side- vent-channels. The results obtained confirmed the beneficial effects of the side-vent-channels in reducing the blast momentum , although...confirmed the beneficial effects of the side-vent-channels in reducing the blast momentum , although the extent of these effects is relatively small (3...products against the surrounding medium is associated with exchange of linear momentum and various energy components (e.g. potential, thermal

Commercial-off-the-Shelf Vehicles for Towed Array Magnetometry

DTIC Science & Technology

2009-09-01

dump bed on the back, has upright seating for two adults, has the seats oriented side-by-side, and has a steering wheel and brake and accelerator... pedals like a car. By way of example, a ubiquitous side-by-side UTV is the John Deere Gator. The objective of this project was to test a number of...different angle , and one set of biases will not be able to take out all of the streaks. This raises the second issue. Because the bidirectional

76 FR 53660 - Federal Motor Vehicle Safety Standards; Seat Belt Assemblies

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-29

... further require integration of electrical signals from existing front and side crash sensor information... require additional crash sensors for rollover and rear-end crash events for vehicles without such sensors. Crash imminent sensors, or sensors that detect an impending crash, may also be needed. It is also...

Probiotic consumption decreases the number of osteoclasts during orthodontic movement in mice.

PubMed

Pazzini, Camila Alessandra; Pereira, Luciano José; da Silva, Tarcília Aparecida; Montalvany-Antonucci, Carina Cristina; Macari, Soraia; Marques, Leandro Silva; de Paiva, Saul Martins

2017-07-01

The aim of the present study was to investigate the effect of probiotic (Bacillus Subtilis) supplementation on bone remodelling induced by mechanical loading. C57BL/6 mice were divided in two groups: (1) Probiotic and (2) Vehicle (water). The probiotic (1.5×10 8 CFU/mL) was administered orally for 14 days, starting two days before the induction of orthodontic tooth movement (OTM). OTM was determined by histomorphometric analysis by comparing the right to the left side of the maxilla. The number of osteoclasts was determined by counting TRAP-positive cells. Osteoblasts were counted on Masson's trichrome-stained slides. OTM was similar between groups (with and without probiotic supplementation) (p=0.46). The number of TRAP-positive cells increased (p<0.01) on the experimental side (where the spring coil was installed) in comparison to the control side in both groups. However, the number of osteoclasts decreased (p˂0.01) in the probiotic group, in comparison to the vehicle group. There was an increase in the number of osteoblasts (p˂0.05) in both the Vehicle and Probiotic groups on the side under OTM, independent of probiotic supplementation. Oral Supplementation with a probiotic influenced the number of osteoclasts adjacent to the tooth root during orthodontic movement in mice. Copyright © 2017 Elsevier Ltd. All rights reserved.

KSC-04pd0618

NASA Image and Video Library

2004-03-24

KENNEDY SPACE CENTER, FLA. -- In the Thermal Protection System Facility, Pilar Ryan, with United Space Alliance, stitches a piece of insulation blanket for Atlantis's nose cap. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance.

Alternate retrieval technology demonstrations program - test report (ARD Environmental, Inc.)

DOE Office of Scientific and Technical Information (OSTI.GOV)

Berglin, E.J.

A prototype vehicle, control system, and waste and water scavenging system were designed and fabricated with essentially the full capabilities of the vehicle system proposed by ARD Environmental. A test tank mockup, including riser and decontamination chamber were designed and fabricated, and approximately 830 cubic feet of six varieties of waste simulants poured. The tests were performed by ARD Environmental personnel at its site in Laurel, Maryland, from 4/22/97 through 5/2/97. The capabilities tested were deployment and retrieval, extended mobility and productivity, the ability to operate the system using video viewing only, retrieval after simulated failure, and retrieval and decontamination.more » Testing commenced with deployment of the vehicle into the tank. Deployment was accomplished using a crane and auxiliary winch to position the vehicle and lower it through the decontamination chamber, into the 36`` diameter x 6` high riser, and touch down on the waste field in the tank. The initial mobility tests were conducted immediately after deployment, prior to sluicing, as the waste field exhibited the greatest amount of variation at this time. This test demonstrated the ability of the vehicle to maneuver over the simulated waste field, and the ability of the operator to work with only video viewing available. In addition, the ability of the vehicle to right itself after being turned on its side was demonstrated. The production rate was evaluated daily through the testing period by measuring the surface and estimating the amount of material removed. The test demonstrated the ability of the vehicle to reduce the waste surface using 400 psi (nominal) water jets, scavenge water and material from the work area, and move to any location, even in the relatively confined space of the 20` diameter test tank. In addition, the ability to sluice to a remote scavenging module was demonstrated. The failure mode test demonstrated the ability to retrieve a stuck vehicle by pulling on the tether, even if the vehicle wheels were locked or the vehicle was on its side. Line pull required to retrieve the vehicle was measured, and side load on the riser calculated from the line pull and line angles. Finally, the decontamination test demonstrated the ability to effectively clean the umbilical and vehicle. The issues addressed and resolved during the testing were: Feasibility of deploying a vehicle- based system, mobility, production rate and limitation of water in the tank during sluicing, mining strategy, operator efficiency, vehicle recovery, and decontamination. Water usage and waste removal rates were used to estimate the time and water usage requirements for cleaning a Hanford SST.« less

Analysis of Unmanned Undersea Vehicle (UUV) Architectures and an Assessment of UUV Integration into Undersea Applications

DTIC Science & Technology

2010-09-01

Synthetic Long Baseline SSS Side Scan Sonar TCS Time Critical Strike TRL Technology Readiness Level U.S. United States UHF Ultra High...Frequency UN United Nation USBL Ultra Short Baseline UUV Unmanned Undersea Vehicle UUVMP Unmanned Undersea Vehicle Master Plan V Volts...Wilmington, “NURC/SEGM Capabilities: Deepwater AUV,” University of North Carolina Wilmington Web site [Online], Available: http://www.uncw.edu/nurc/auv

Topical tranexamic acid as an adjuvant treatment in melasma: Side-by-side comparison clinical study.

PubMed

Chung, Jong Yoon; Lee, Jong Hee; Lee, Joo Heung

2016-08-01

Tranexamic acid (TNA) is a novel therapeutic agent for hyperpigmented skin disorders. The efficacy and safety of topical TNA in patients with melasma has not been heretofore studied. The main objective of this study is to evaluate the efficacy and safety of topical TNA combined with intense pulsed light (IPL) treatment in Asians with melasma. A randomized, split-face (internally controlled) study was conducted in 15 women who received four monthly sessions of IPL to both sides of the face. Topical TNA or vehicle was applied to a randomly assigned side during and after IPL treatment. Patients were followed up for 12 weeks after completing the IPL treatments. Baseline and follow-up melanin index (MI; measured by Mexameter®, Courage and Khazaka, Cologne, Germany) and modified melasma area and severity index (mMASI) scores were determined. Thirteen subjects completed the study without serious adverse events. MI and mMASI decreased significantly from baseline to 12 weeks after the last IPL treatment on the topical TNA side but not on the vehicle side. The efficacy of topical TNA in preventing rebound pigmentation after IPL treatment was also statistically significant. Topical TNA can be considered an effective and safe adjuvant to conventional treatment for melasma.

Truck driver informational overload, fiscal year 1992. Final report, 1 July 1991-30 September 1992

DOE Office of Scientific and Technical Information (OSTI.GOV)

MacAdam, C.C.

1992-09-01

The document represents the final project report for a study entitled 'Truck Driver Informational Overload' sponsored by the Motor Vehicle Manufacturers Association through its Motor Truck Research Committee and associated Operations/Performance Panels. As stated in an initial project statement, the objective of the work was to provide guidance for developing methods for measuring driving characteristics during information processing tasks. The contents of the report contain results from two basic project activities: (1) a literature review on multiple task performance driver information overload, and (2) a description of driving simulator side-task experiments and a discussion of findings from tests conducted withmore » eight subjects. Two of the key findings from a set of disturbance-input tests conducted with the simulator and the eight test subjects were that: (1) standard deviations of vehicle lateral position and heading (yaw) angle measurements showed the greatest sensitivity to the presence of side-task activities during basic information processing tasks, and (2) corresponding standard deviations of driver steering activity, vehicle yaw rate, and lateral acceleration measurements were seen to be largely insensitive indicators of side-task activity.« less

Design, integration and preliminary results of the IXV Catalysis experiment

NASA Astrophysics Data System (ADS)

Viladegut, Alan; Panerai, F.; Chazot, O.; Pichon, T.; Bertrand, P.; Verdy, C.; Coddet, C.

2017-06-01

The CATalytic Experiment (CATE) is an in-flight demonstration of catalysis effects at the surface of thermal protection materials. A high-catalytic coating was applied over the baseline ceramic material on the windward side of the intermediate experimental vehicle (IXV). The temperature jump due to different catalytic activities was detected during re-entry through measurements made with near-surface thermocouples on the windward side of the vehicle. The experiment aimed at contributing to the development and validation of gas/surface interaction models for re-entry applications. The present paper summarizes the design of CATE and its integration on the windward side of the IXV. Results of a qualification campaign at the Plasmatron facility of the von Karman Institute for Fluid Dynamics are presented. They provided an experimental evidence of the temperature jump at the low-to-high catalytic interface of the heat shield under aerothermal conditions relevant to the actual IXV flight. These tests also gave confidence so that the high-catalytic patch would not endanger the integrity of the vehicle and the safety of the mission. A preliminary assessment of flight data from the thermocouple measurements shows consistency with results of the qualification tests.

[Atypical injury pattern of a pedestrian run over by an unimog in the epigastric region].

PubMed

Guddat, Saskia Sabrina; Müller-Rakow, Peter; Wiedmann, Peter; Püschel, Klaus; Tsokos, Michael

2007-01-01

Strongly intoxicated, a 37-year-old man fell in front of the right back wheel of an emergency vehicle (MB Unimog) and was run over according to eye witnesses. He died in hospital shortly afterwards. The autopsy revealed that he bled to death from a traumatic liver rupture (bursting of the right hepatic lobe and severing of a piece of tissue measuring 17 x 8 x 4 cm). There were no injuries classicaly seen in victims run over by a car. The atypical injury findings in this case are due to the special features of the accident vehicle: The Unimog (an all-wheel vehicle with a fixed rear axle and flat coils) struck the right side of the body lying on the street with its rear wheel and was then lifted over the body by its fixed axle without touching the left side.

Large and Small Cars in Real-World Crashes -Patterns of Use, Collision Types and Injury Outcomes

PubMed Central

Thomas, Pete; Frampton, Richard

1999-01-01

Previous work examining the effect of vehicle mass has demonstrated the link with occupant injury severity. The principal factor has been related to Newtonian mechanics. This paper analyses data from the UK Co-operative Crash Injury Study and identifies other factors associated with car size. The mass of the car is found to have a predominant effect on injury outcome in frontal collisions only where the effect is seen most in injuries to the head, face and chest. Most fatal casualties in small cars die when in collision with another car in front or side collisions while the key group for large cars is frontal collisions with road-side objects. There are several characteristics of small car occupants that differ from those in large cars including gender, age and vehicle occupancy. New information in the analysis concerns the priorities in casualty reduction between small and large car occupants and the paper argues that vehicle design should take account of this variation to produce vehicles optimised for the complete range of crashes and car occupants.

Effect of Booster Seat Design on Children’s Choice of Seating Positions During Naturalistic Riding

PubMed Central

Andersson, Marianne; Bohman, Katarina; Osvalder, Anna-Lisa

2010-01-01

The purpose of this naturalistic study was to investigate the effect of booster seat design on the choice of children’s seating positions during naturalistic riding. Data was collected through observations of children during in-vehicle riding by means of a film camera. The children were positioned in high back boosters in the rear seat while a parent drove the car. The study included two different booster designs: one with large head and torso side supports, and one with small head side supports and no torso side supports. Six children between three and six years of age participated in the study. Each child was observed in both boosters. The duration of the seating positions that each child assumed was quantified. The design with large side head supports resulted more often in seating positions without head and shoulder contact with the booster’s back. There was shoulder-to-booster back contact during an average of 45% of riding time in the seat with the large head side supports compared to 75% in the seat with the small head supports. The children in the study were seated with the head in front of the front edge of the head side supports more than half the time, in both boosters. Laterally, the children were almost constantly positioned between the side supports of the booster in both seats. The observed seating positions probably reduce the desired protective effect by the side supports in side impact, and may increase the probability of head impact with the vehicle interior in frontal impact. PMID:21050601

Intranasal corticosteroids topical characteristics: side effects, formulation, and volume.

PubMed

Petty, David A; Blaiss, Michael S

2013-01-01

Guidelines from throughout the world recommend intranasal corticosteroids (INSs) as first-line treatment for most patients with moderate to severe allergic rhinitis. In general, limited comparative studies between different INSs have not indicated that one particular steroid moiety is more effective than another in controlling symptoms of allergic rhinitis. However, there are numerous formulations available with different ingredients that may influence a patient's adherence to treatment. This article looks at topical features with these agents, specifically, formulations, vehicles (aqueous vs aerosol), and side effects such as epistaxis and nasal septal perforation. Topical side effects are minimal with INSs with the exception of epistaxis. There are major differences in formulations, volumes, and vehicles between INSs, which could affect adherence. Physicians need to be aware of the different INS attributes to try to match patients' preferences in order to achieve better adherence and improve outcomes in sufferers of allergic rhinitis.

Evaluation of Severity Score in Patients with Lower Limb and Pelvic Fractures Injured in Motor Vehicle Front-Impact Collisions.

PubMed

Gokalp, Mehmet Ata; Hekimoglu, Yavuz; Gozen, Abdurrahim; Guner, Savas; Asirdizer, Mahmut

2016-12-01

BACKGROUND Lower limb and pelvic injuries and fractures occur at a very high incidence in motor vehicle accidents. In this study, the characteristics (e.g., body side, bone location, and fracture severity) of lower limb and pelvic fractures that occurred during front-impact collisions were correlated with the injured patients' sex, age, and position in the vehicle. MATERIAL AND METHODS We retrospectively evaluated 191 patients (136 males, 55 females) who were injured in motor vehicle accidents, specifically in frontal collisions. RESULTS This study revealed that most of lower limb and pelvic fractures occurred in males (71.2%; p=.000), 19-36 years old (55.5%; p=.000), small vehicles (86.4%; p=.000), and rear seat passengers (49.2%; p=.000). Fractures most commonly occurred in the left side of the body (46.6%; p=.000) and upper legs (37.7%; p=.000). Severity scores were higher (2.76) in males than females (2.07). No statistically significant was found in severity scores of patients and other personal characteristics and fracture features of patients with lower limb and pelvic fractures who were injured in a vehicle during front-impact collisions (p>0.05). CONCLUSIONS The results of this study will be useful for the automobile industry, forensics and criminal scientists, and for trauma research studies.

Processing of SeaMARC swath sonar imagery

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pratson, L.; Malinverno, A.; Edwards, M.

1990-05-01

Side-scan swath sonar systems have become an increasingly important means of mapping the sea floor. Two such systems are the deep-towed, high-resolution SeaMARC I sonar, which has a variable swath width of up to 5 km, and the shallow-towed, lower-resolution SeaMARC II sonar, which has a swath width of 10 km. The sea-floor imagery of acoustic backscatter output by the SeaMARC sonars is analogous to aerial photographs and airborne side-looking radar images of continental topography. Geologic interpretation of the sea-floor imagery is greatly facilitated by image processing. Image processing of the digital backscatter data involves removal of noise by medianmore » filtering, spatial filtering to remove sonar scans of anomalous intensity, across-track corrections to remove beam patterns caused by nonuniform response of the sonar transducers to changes in incident angle, and contrast enhancement by histogram equalization to maximize the available dynamic range. Correct geologic interpretation requires submarine structural fabrics to be displayed in their proper locations and orientations. Geographic projection of sea-floor imagery is achieved by merging the enhanced imagery with the sonar vehicle navigation and correcting for vehicle attitude. Co-registration of bathymetry with sonar imagery introduces sea-floor relief and permits the imagery to be displayed in three-dimensional perspectives, furthering the ability of the marine geologist to infer the processes shaping formerly hidden subsea terrains.« less

Associations between damage location and five main body region injuries of MAIS 3-6 injured occupants.

PubMed

Tang, Youming; Cao, Libo; Kan, Steven

2014-05-08

To examine the damage location distribution of five main body region injuries of maximum abbreviated injury score (MAIS) 3-6 injured occupants for nearside struck vehicle in front-to-side impact crashes. MAIS 3-6 injured occupants information was extracted from the US-National Automotive Sampling System/Crashworthiness Data System in the year 2007; it included the head/face/neck, chest, pelvis, upper extremity and lower extremity. Struck vehicle collision damage was classified in a three-dimensional system according to the J224 Collision Deformation Classification of SAE Surface Vehicle Standard. Nearside occupants seated directly adjacent to the struck side of the vehicle with MAIS 3-6 injured, in light truck vehicles-passenger cars (LTV-PC) side impact crashes. Distribution of MAIS 3-6 injured occupants by body regions and specific location of damage (lateral direction, horizontal direction and vertical direction) were examined. Injury risk ratio was also assessed. The lateral crush zone contributed to MAIS 3-6 injured occupants (n=705) and 50th centile injury risks when extended into zone 3. When the crush extended to zone 4, the injury risk ratio of MAIS 3-6 injured occupants approached 81%. The horizontal crush zones contributing to the highest injury risk ratio of MAIS 3-6 occupants were zones 'D' and 'Y', and the injury risk ratios were 25.4% and 36.9%, respectively. In contrast, the lowest injury risk ratio was 5.67% caused by zone 'B'. The vertical crush zone which contributed to the highest injury risk ratio of MAIS 3-6 occupants was zone 'E', whose injury risk ratio was 58%. In contrast, the lowest injury risk ratio was 0.14% caused by zone 'G+M'. The highest injury risk ratio of MAIS 3-6 injured occupants caused by crush intrusion between 40 and 60 cm in LTV-PC nearside impact collisions and the damage region of the struck vehicle was in the zones 'E' and 'Y'.

Design of High Altitude Long Endurance UAV: Structural Analysis of Composite Wing using Finite Element Method

NASA Astrophysics Data System (ADS)

Kholish Rumayshah, Khodijah; Prayoga, Aditya; Mochammad Agoes Moelyadi, Ing., Dr.

2018-04-01

Research on a High Altitude Long Endurance (HALE) Unmanned Aerial Vehicle (UAV) is currently being conducted at Bandung Institute of Technology (ITB). Previously, the 1st generation of HALE UAV ITB used balsa wood for most of its structure. Flight test gave the result of broken wings due to extreme side-wind that causes large bending to its high aspect ratio wing. This paper conducted a study on designing the 2nd generation of HALE UAV ITB which used composite materials in order to substitute balsa wood at some critical parts of the wing’s structure. Finite element software ABAQUS/CAE is used to predict the stress and deformation that occurred. Tsai-Wu and Von-Mises failure criteria were applied to check whether the structure failed or not. The initial configuration gave the results that the structure experienced material failure. A second iteration was done by proposing a new configuration and it was proven safe against the load given.

STS-44 MS Musgrave looks out OV-104's side hatch viewport on middeck

NASA Technical Reports Server (NTRS)

1991-01-01

STS-44 Mission Specialist (MS) F. Story Musgrave, wearing communications kit assembly lightweight headset (HDST), looks out side hatch viewport on Atlantis', Orbiter Vehicle (OV) 104's, middeck. Just behind him is the waste management compartment (WMC). The stainless steel cylinder is the temporary wet trash can.

9. DETAIL VIEW OF BRIDGE CRANE ON WEST SIDE OF ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. DETAIL VIEW OF BRIDGE CRANE ON WEST SIDE OF BUILDING. CAMERA FACING NORTHEAST. CONTAMINATED AIR FILTERS LOADED IN TRANSPORT CASKS WERE TRANSFERRED TO VEHICLES AND SENT TO RADIOACTIVE WASTE MANAGEMENT COMPLEX FOR STORAGE. INEEL PROOF NUMBER HD-17-1. - Idaho National Engineering Laboratory, Old Waste Calcining Facility, Scoville, Butte County, ID

49 CFR 572.42 - Thorax.

Code of Federal Regulations, 2011 CFR

2011-10-01

... impact, is impacted by a test probe conforming to § 572.44(a) at 14 fps in accordance with paragraph (b... of the test probe at the lateral side of the chest at the intersection of the centerlines of the... side of the vehicle. The probe's centerline is perpendicular to thorax's midsagittal plane. (3) Align...

49 CFR 572.42 - Thorax.

Code of Federal Regulations, 2013 CFR

2013-10-01

... impact, is impacted by a test probe conforming to § 572.44(a) at 14 fps in accordance with paragraph (b... of the test probe at the lateral side of the chest at the intersection of the centerlines of the... side of the vehicle. The probe's centerline is perpendicular to thorax's midsagittal plane. (3) Align...

49 CFR 572.42 - Thorax.

Code of Federal Regulations, 2014 CFR

2014-10-01

... impact, is impacted by a test probe conforming to § 572.44(a) at 14 fps in accordance with paragraph (b... of the test probe at the lateral side of the chest at the intersection of the centerlines of the... side of the vehicle. The probe's centerline is perpendicular to thorax's midsagittal plane. (3) Align...

49 CFR 572.42 - Thorax.

Code of Federal Regulations, 2012 CFR

2012-10-01

... impact, is impacted by a test probe conforming to § 572.44(a) at 14 fps in accordance with paragraph (b... of the test probe at the lateral side of the chest at the intersection of the centerlines of the... side of the vehicle. The probe's centerline is perpendicular to thorax's midsagittal plane. (3) Align...

General view of the "bottom" side of the Orbiter Discovery ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

General view of the "bottom" side of the Orbiter Discovery as it is being hoisted in a vertical position in the transfer aisle of the Vehicle Assembly Building at Kennedy Space Center - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

General view of the "top" side of the Orbiter Discovery ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

General view of the "top" side of the Orbiter Discovery as it is being hoisted in a vertical position in the transfer aisle of the Vehicle Assembly Building at Kennedy Space Center - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Analysis of Instantaneous Attractive-Normal Force and Vertical Vibration Control of Combined-Levitation-and-Propulsion SLIM Vehicle

NASA Astrophysics Data System (ADS)

Yoshida, Takashi

Combined-levitation-and-propulsion single-sided linear induction motor (SLIM) vehicle can be levitated without any additional levitation system. When the vehicle runs, the attractive-normal force varies depending on the phase of primary current because of the short primary end effect. The ripple of the attractive-normal force causes the vertical vibration of the vehicle. In this paper, instantaneous attractive-normal force is analyzed by using space harmonic analysis method. And based on the analysis, vertical vibration control is proposed. The validity of the proposed control method is verified by numerical simulation.

Effects of Vehicles and Enhancers on the Skin Permeation of Phytoestrogenic Diarylheptanoids from Curcuma comosa.

PubMed

Tuntiyasawasdikul, Sarunya; Limpongsa, Ekapol; Jaipakdee, Napaphak; Sripanidkulchai, Bungorn

2017-04-01

Curcuma comosa (C. comosa) is widely used in traditional medicine as a dietary supplement for health promotion in postmenopausal women in Thailand. It contains several diarylheptanoids, which are considered to be a novel class of phytoestrogens. However, the diarylheptanoids isolated from the plant rhizome are shown to have low oral bioavailability and faster elimination characteristics. The aim of this study was to investigate the permeation behavior of the active compounds of diarylheptanoids. The effects of binary vehicle systems and permeation enhancers on diarylheptanoids permeation and accumulation within the skin were studied using side-by-side diffusion cells through the porcine ear skin. Among the tested binary vehicle systems, the ethanol/water vehicle appeared to be the most effective system for diarylheptanoids permeation with the highest flux and shortest lag time. The presence of transcutol in the vehicle system significantly increased diarylheptanoid's permeation and accumulation within the skin in a concentration-dependent manner. Although the presence of terpenes in formulation decreased the flux of diarylheptanoids, it raised the amount of diarylheptanoids retained within the skin substantially. Based on the feasibility of diarylheptanoid permeation, C. comosa extract should be further developed into an effective transdermal product for health benefits and hormone replacement therapy.

Dynamics and fragmentation of thick-shelled microbubbles.

PubMed

May, Donovan J; Allen, John S; Ferrara, Katherine W

2002-10-01

Localized delivery could decrease the systemic side effects of toxic chemotherapy drugs. The unique delivery agents we examine consist of microbubbles with an outer lipid coating, an oil layer, and a perfluorobutane gas core. These structures are 0.5-12 microm in radius at rest. Oil layers of these acoustically active lipospheres (AALs) range from 0.3-1.5 microm in thickness and thus the agents can carry a large payload compared to nano-scale drug delivery systems. We show that triacetin-based drug-delivery vehicles can be fragmented using ultrasound. Compared with a lipid-shelled contrast agent, the expansion of the drug-delivery vehicle within the first cycle is similar, and a subharmonic component is demonstrated at an equivalent radius, frequency, and driving pressure. For the experimental conditions explored here, the pulse length required for destruction of the drug-delivery vehicle is significantly greater, with at least five cycles required, compared with one cycle for the contrast agent. For the drug-delivery vehicle, the observed destruction mechanism varies with the initial radius, with microbubbles smaller than resonance size undergoing a symmetric collapse and producing a set of small, equal-sized fragments. Between resonance size and twice resonance size, surface waves become visible, and the oscillations become asymmetrical. For agents larger than twice the resonance radius, the destruction mechanism changes to a pinch-off, with one fragment containing a large fraction of the original volume.

32 CFR 636.10 - Hunter Army Airfield vehicle registration.

Code of Federal Regulations, 2011 CFR

2011-07-01

...) Temporary passes will be conspicuously placed on the left side of the vehicle dashboard between the... registered in one of two places: (1) Exterior, front windshield lower left corner. (2) Front, left bumper of... decal with the month on the left and the year on the right. (4) Decals will not be affixed to any other...

49 CFR 571.208 - Standard No. 208; Occupant crash protection.

Code of Federal Regulations, 2010 CFR

2010-10-01

..., applies to vessels designed to contain a pressurized fluid or gas, and to explosive devices, for use in the above types of motor vehicles as part of a system designed to provide protection to occupants in... seat and the near side of the vehicle and is designed to allow access to more rearward seating...

49 CFR 571.208 - Standard No. 208; Occupant crash protection.

Code of Federal Regulations, 2014 CFR

2014-10-01

..., applies to vessels designed to contain a pressurized fluid or gas, and to explosive devices, for use in the above types of motor vehicles as part of a system designed to provide protection to occupants in... seat and the near side of the vehicle and is designed to allow access to more rearward seating...

49 CFR 571.208 - Standard No. 208; Occupant crash protection.

Code of Federal Regulations, 2013 CFR

2013-10-01

..., applies to vessels designed to contain a pressurized fluid or gas, and to explosive devices, for use in the above types of motor vehicles as part of a system designed to provide protection to occupants in... seat and the near side of the vehicle and is designed to allow access to more rearward seating...

40 CFR Appendix II to Subpart S of... - As-Received Testing Vehicle Rejection Criteria

Code of Federal Regulations, 2010 CFR

2010-07-01

... manufacturer may request a vehicle be rejected because of the addition of an aftermarket security system if the... inoperative, has been replaced, or the indicated mileage is outside the target range. 2. The emission system... transmission, a modified exhaust system, (headers, side pipes, aftermarket catalysts, etc) or an exhaust system...

16 CFR 309.21 - Labeling requirements for used covered vehicles.

Code of Federal Regulations, 2010 CFR

2010-01-01

... visible surface of each such vehicle. (b) Layout. Figure 6 of appendix A is the prototype label that... consistent with the prototype label. The label required by this section is one-sided and rectangular in shape... label. Specific type sizes and faces to be used are indicated on the prototype label (Figure 6 of...

Impact direction effect on serious-to-fatal injuries among drivers in near-side collisions according to impact location: focus on thoracic injuries.

PubMed

Lai, Xinghua; Ma, Chunsheng; Hu, Jingwen; Zhou, Qing

2012-09-01

Occupant injury in real world vehicle accidents can be significantly affected by a set of crash characteristics, of which impact direction and impact location (or damage location) in general scale interval (e.g., frontal impact is frequently defined as general damage to vehicle frontal end with impact angle range of 11-1 o'clock) have been identified to associate with injury outcome. The effects of crash configuration in more specific scale of interval on the injury characteristics have not been adequately investigated. This paper presents a statistical analysis to investigate the combined effects of specific impact directions and impact locations on the serious-to-fatal injuries of driver occupants involved in near-side collisions using crash data from National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) for the calendar years of 1995-2005. The screened injury dataset is categorized by three impact locations (side front, side center and side distributed) and two impact directions (oblique impact at 10 o'clock and pure lateral impact at 9 o'clock), resulting in six crash configurations in total. The weighted counts and the risks of different types of injuries in each subgroup are calculated, with which the relative risks along with 95% confidence intervals under oblique impacts versus lateral impacts in each impact location category are computed. Accordingly, the most frequent injury patterns, the risks and the coded-sources of serious thoracic injuries in different crash configurations are identified. The approach adopted in the present study provides new perspectives into occupant injury outcomes and associated mechanism. Results of the analyses reveal the importance of consideration of the crash configurations beyond the scope of existing side-impact regulatory tests and stress the necessity of vehicle crashworthiness and restraint system design in omni-direction to better protect occupants in real-world crash scenarios. Copyright © 2012 Elsevier Ltd. All rights reserved.

Real-time visual mosaicking and navigation on the seafloor

NASA Astrophysics Data System (ADS)

Richmond, Kristof

Remote robotic exploration holds vast potential for gaining knowledge about extreme environments accessible to humans only with great difficulty. Robotic explorers have been sent to other solar system bodies, and on this planet into inaccessible areas such as caves and volcanoes. In fact, the largest unexplored land area on earth lies hidden in the airless cold and intense pressure of the ocean depths. Exploration in the oceans is further hindered by water's high absorption of electromagnetic radiation, which both inhibits remote sensing from the surface, and limits communications with the bottom. The Earth's oceans thus provide an attractive target for developing remote exploration capabilities. As a result, numerous robotic vehicles now routinely survey this environment, from remotely operated vehicles piloted over tethers from the surface to torpedo-shaped autonomous underwater vehicles surveying the mid-waters. However, these vehicles are limited in their ability to navigate relative to their environment. This limits their ability to return to sites with precision without the use of external navigation aids, and to maneuver near and interact with objects autonomously in the water and on the sea floor. The enabling of environment-relative positioning on fully autonomous underwater vehicles will greatly extend their power and utility for remote exploration in the furthest reaches of the Earth's waters---even under ice and under ground---and eventually in extraterrestrial liquid environments such as Europa's oceans. This thesis presents an operational, fielded system for visual navigation of underwater robotic vehicles in unexplored areas of the seafloor. The system does not depend on external sensing systems, using only instruments on board the vehicle. As an area is explored, a camera is used to capture images and a composite view, or visual mosaic, of the ocean bottom is created in real time. Side-to-side visual registration of images is combined with dead-reckoned navigation information in a framework allowing the creation and updating of large, locally consistent mosaics. These mosaics are used as maps in which the vehicle can navigate and localize itself with respect to points in the environment. The system achieves real-time performance in several ways. First, wherever possible, direct sensing of motion parameters is used in place of extracting them from visual data. Second, trajectories are chosen to enable a hierarchical search for side-to-side links which limits the amount of searching performed without sacrificing robustness. Finally, the map estimation is formulated as a sparse, linear information filter allowing rapid updating of large maps. The visual navigation enabled by the work in this thesis represents a new capability for remotely operated vehicles, and an enabling capability for a new generation of autonomous vehicles which explore and interact with remote, unknown and unstructured underwater environments. The real-time mosaic can be used on current tethered vehicles to create pilot aids and provide a vehicle user with situational awareness of the local environment and the position of the vehicle within it. For autonomous vehicles, the visual navigation system enables precise environment-relative positioning and mapping, without requiring external navigation systems, opening the way for ever-expanding autonomous exploration capabilities. The utility of this system was demonstrated in the field at sites of scientific interest using the ROVs Ventana and Tiburon operated by the Monterey Bay Aquarium Research Institute. A number of sites in and around Monterey Bay, California were mosaicked using the system, culminating in a complete imaging of the wreck site of the USS Macon , where real-time visual mosaics containing thousands of images were generated while navigating using only sensor systems on board the vehicle.

Effectiveness of cable barriers, guardrails, and concrete barrier walls in reducing the risk of injury.

PubMed

Zou, Yaotian; Tarko, Andrew P; Chen, Erdong; Romero, Mario A

2014-11-01

Roadway departure crashes tend to be severe, especially when the roadside exposes the occupants of errant vehicles to excessive injury hazards. As a cost-effective method when the clear zone width is insufficient, road barriers are often installed to prevent errant vehicles from colliding with dangerous obstacles or traversing steep slopes. This paper focuses on the safety performance of road barriers in Indiana in reducing the risk of injury. The objective of the study presented here is to compare the risk of injury among different hazardous events faced by an occupant in a single-vehicle crash. The studied hazardous events include rolling over, striking three types of barriers (guardrails, concrete barrier walls, and cable barriers) with different barrier offsets to the edge of the travelled way, and striking various roadside objects. A total of 2124 single-vehicle crashes (3257 occupants) that occurred between 2008 and 2012 on 517 pair-matched homogeneous barrier and non-barrier segments were analyzed. A binary logistic regression model with mixed effects was estimated for vehicle occupants. The segment pairing process and the use of random effects were able to handle the commonality within the same segment pair as well as the heterogeneity across segment pairs. The modeling results revealed that hitting a barrier is associated with lower risk of injury than a high-hazard event (hitting a pole, rollover, etc.). The odds of injury are reduced by 39% for median concrete barrier walls offset 15-18ft from the travelled way, reduced by 65% for a guardrail face offset 5-55ft, reduced by 85% for near-side median cable barriers (offset between 10ft and 29ft), and reduced by 78% with far-side median cable barriers (offset at least 30ft). Comparing different types of barriers is useful where some types of barriers can be used alternatively. This study found that the odds of injury are 43% lower when striking a guardrail instead of a median concrete barrier offset 15-18ft and 65% lower when striking a median concrete barrier offset 7-14ft. The odds of injury when striking a near-side median cable barrier is 57% lower than the odds for a guardrail face. This reduction for a far side median cable barrier is 37%. Thus, a guardrail should be preferred over a concrete wall and a cable barrier should be preferred over a guardrail where the road and traffic conditions allow. In the light of the results, installing median cable barriers on both sides of the median to reduce their lateral offset is beneficial for safety. The study also found that the unexplained heterogeneity across vehicles is much larger than it was across matched segment pairs. Copyright © 2014 Elsevier Ltd. All rights reserved.

Railway vehicle body structures

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1985-01-01

The strength and durability of railway vehicle structures is a major topic of engineering research and design. To reflect this importance the Railway Division of the Institution of Mechanical Engineers organised a conference to discuss all matters relating to railway vehicle design. This book presents the papers discussed in that conference. The contents include: Vehicle body design and the UIC's international contribution; LUL prototype 1986 stock - body structure; vehicle structure for the intermediate capacity transmit system vehicles; car body technology of advanced light rapid transit vehicles; concepts, techniques and experience in the idealization of car body structures for finitemore » element analysis; Calcutta metropolitan railway; design for a lightweight diesel multiple unit body; the design of lightweight inter-city coal structures; the BREL international coach body shell structure; new concepts and design techniques versus material standards; structures of BR diesel electric freight locomotives; structural design philosophy for electric locomotives; suspension design for a locomotive with low structural frequencies; freight wagon structures; a finite element study of coal bodyside panels including the effects of joint flexibility; a fresh approach to the problem of car body design strength; energy absorption in automatic couplings and draw gear; passenger vehicle design loads and structural crashworthiness; design of the front part of railway vehicles (in case of frontal impact); the development of a theoretical technique for rail vehicle structural crashworthiness.« less

Medicolegal Investigations Into Deaths Due to Crush Asphyxia After Tractor Side Rollovers.

PubMed

Moreschi, Carlo; Da Broi, Ugo; Fanzutto, Antonia; Cividino, Sirio; Gubiani, Rino; Pergher, Gianfranco

2017-12-01

Farm tractors are large, heavy, powerful vehicles with a high center of gravity. When driven carelessly on sloping, irregular, or slippery ground, tractors can overturn sideways and cause the death by crush asphyxia of the driver or passengers, especially if appropriate safety equipment is not fitted or used. The aim of this review is to focus on the diagnostic difficulties with which coroners and forensic pathologists have to cope when a confirmation of crush asphyxia after tractor side rollover is required by judicial authorities. Forensic investigations in such cases must involve the meticulous analysis of the death scene and the mechanical characteristics of the vehicle together with accurate postmortem and toxicological examination.

Speed correlation and emission of truck vehicles on dynamic conditions

NASA Astrophysics Data System (ADS)

Lutfie, M.; Samang, L.; Adisasmita, S. A.; Ramli, M. I.

2018-04-01

Concentration of CO2, NOx, smoke, CO, and HC released from several truck vehicles taken emission and speed data every 5 second through measurements using the mobile emission analyzer as an emission test vehicle that absorbs the gas from exhaust of sample vehicles. Implementation in field is to put emission test equipment on the right side of truck, which will absorb 5 gas compounds for 5 - 20 minutes with a view to knowing truck emissions of moving conditions by considering load factors. The sample vehicles are diesel-fueled trucks. From the research on gas emissions, it is generally found that the tendency that arises is the faster the vehicle speed then the CO2, NOx, Smoke, CO, and HC gases released will be greater or will increase as the vehicle speed increases. Thus, the relationship of CO2, NOx, smoke, CO, and HC concentration with vehicle speed is a linear relationship.

A study on obstacle detection method of the frontal view using a camera on highway

NASA Astrophysics Data System (ADS)

Nguyen, Van-Quang; Park, Jeonghyeon; Seo, Changjun; Kim, Heungseob; Boo, Kwangsuck

2018-03-01

In this work, we introduce an approach to detect vehicles for driver assistance, or warning system. For driver assistance system, it must detect both lanes (left and right side lane), and discover vehicles ahead of the test vehicle. Therefore, in this study, we use a camera, it is installed on the windscreen of the test vehicle. Images from the camera are used to detect three lanes, and detect multiple vehicles. In lane detection, line detection and vanishing point estimation are used. For the vehicle detection, we combine the horizontal and vertical edge detection, the horizontal edge is used to detect the vehicle candidates, and then the vertical edge detection is used to verify the vehicle candidates. The proposed algorithm works with of 480 × 640 image frame resolution. The system was tested on the highway in Korea.

KSC-04pd0615

NASA Image and Video Library

2004-03-24

KENNEDY SPACE CENTER, FLA. -- A closeup of the stitching being done on pieces of insulation blankets inside the ring that fits in the nose cap of Discovery. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance.

KSC-04pd0624

NASA Image and Video Library

2004-03-25

KENNEDY SPACE CENTER, FLA. -- Damon Petty, with United Space Alliance, removes a piece of insulation blanket from an “oven” after heat cleaning. The blankets fit inside the nose cap of an orbiter. They consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches.

KSC-04pd0626

NASA Image and Video Library

2004-03-25

KENNEDY SPACE CENTER, FLA. -- Damon Petty, with United Space Alliance, covers another insulation blanket in the “oven” prior to heat cleaning. The blankets fit inside the nose cap of an orbiter. They consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches.

KSC-04pd0623

NASA Image and Video Library

2004-03-25

KENNEDY SPACE CENTER, FLA. -- Damon Petty, with United Space Alliance, places pieces of insulation blanket into an “oven” for heat cleaning. The blankets fit inside the nose cap of an orbiter. They consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches.

KSC-04pd0628

NASA Image and Video Library

2004-03-25

KENNEDY SPACE CENTER, FLA. -- Damon Petty, with United Space Alliance, gets ready to place insulation blankets on the shelf after they have been heated. The blankets fit inside the nose cap of an orbiter. They consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches.

KSC-04pd0625

NASA Image and Video Library

2004-03-25

KENNEDY SPACE CENTER, FLA. -- Damon Petty, with United Space Alliance, removes another insulation blanket from a shelf prior to heat cleaning and waterproofing. The blankets fit inside the nose cap of an orbiter. They consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches.

KSC-04pd0627

NASA Image and Video Library

2004-03-25

KENNEDY SPACE CENTER, FLA. -- Damon Petty, with United Space Alliance, prepares the cover of another insulation blanket in the “oven” prior to heat cleaning. The blankets fit inside the nose cap of an orbiter. They consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches.

KSC-04pd0622

NASA Image and Video Library

2004-03-25

KENNEDY SPACE CENTER, FLA. -- Damon Petty, with United Space Alliance, removes an insulation blanket from a shelf prior to heat cleaning and waterproofing. The blankets fit inside the nose cap of an orbiter. They consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches.

KSC-04pd0614

NASA Image and Video Library

2004-03-24

KENNEDY SPACE CENTER, FLA. -- United Space Alliance workers Michael Williams and Ginger Morrison stitch together pieces of insulation blankets inside the ring that fits in the nose cap of Discovery. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance.

KSC-04pd0613

NASA Image and Video Library

2004-03-24

KENNEDY SPACE CENTER, FLA. -- United Space Alliance workers Ginger Morrison and Michael Williams stitch together pieces of insulation blankets inside the ring that fits in the nose cap of Discovery. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches.

KSC-04PD-0613

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- United Space Alliance workers Ginger Morrison and Michael Williams stitch together pieces of insulation blankets inside the ring that fits in the nose cap of Discovery. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches.

KSC-04PD-0616

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- United Space Alliance workers Ginger Morrison and Michael Williams stitch together pieces of insulation blankets inside the ring that fits in the nose cap of Discovery. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches. The blanket is through- stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance.

KSC-04pd0616

NASA Image and Video Library

2004-03-24

KENNEDY SPACE CENTER, FLA. -- United Space Alliance workers Ginger Morrison and Michael Williams stitch together pieces of insulation blankets inside the ring that fits in the nose cap of Discovery. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance.

KSC-04PD-0614

NASA Technical Reports Server (NTRS)

2004-01-01

KENNEDY SPACE CENTER, FLA. -- United Space Alliance workers Michael Williams and Ginger Morrison stitch together pieces of insulation blankets inside the ring that fits in the nose cap of Discovery. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches. The blanket is through- stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance.

Analysis of motion of the body of a motor car hit on its side by another passenger car

NASA Astrophysics Data System (ADS)

Gidlewski, M.; Prochowski, L.

2016-09-01

Based on an analysis of the course of a few experimental crash tests, a physical model and afterwards a mathematical model were prepared to describe the motion of bodies of the vehicles involved during the phase of impact. The motion was analysed in a global coordinate system attached to the road surface. Local coordinate systems were also adopted with their origins being placed at the centres of mass of the vehicles. Equations of motion of the model were derived. The calculation results enabled defining the influence of the location of the point of impact against the vehicle side on e.g. the following: - time history of the impact force exerted by the impacting car (A) on the impacted car (B) as well as characteristic values of this force and of the impulse of the impact force; - time histories showing changes in the velocity of the centre of vehicle mass and in the angle of deviation of the velocity vector from the direction of motion of the impacted vehicle before the collision; - trajectory of the centre of mass and angle of rotation of the body of the impacted vehicle. The calculations were focused on the initial period of motion of the body of the impacted vehicle, up to the instant of 200 ms from the start of the collision process. After this time, the vehicles separate from each other and move independently. The results obtained from the calculations covering this initial period make it possible to determine the starting-point values of the parameters to be taken for further calculations of the free post-impact motion of the cars.

Method and apparatus for subsurface exploration

NASA Technical Reports Server (NTRS)

Wilcox, Brian (Inventor)

2002-01-01

A subsurface explorer (SSX) for exploring beneath the terrestrial surface of planetary bodies such as the Earth, Mars, or comets. This exploration activity utilizes appropriate sensors and instrument to evaluate the composition, structure, mineralogy and possibly biology of the subsurface medium, as well as perhaps the ability to return samples of that medium back to the surface. The vehicle comprises an elongated skin or body having a front end and a rear end, with a nose piece at the front end for imparting force to composition material of the planetary body. Force is provided by a hammer mechanism to the back side of a nose piece from within the body of the vehicle. In the preferred embodiment, a motor spins an intermediate shaft having two non-uniform threads along with a hammer which engages these threads with two conical rollers. A brake assembly halts the rotation of the intermediate shaft, causing the conical roller to spin down the non-uniform thread to rapidly and efficiently convert the rotational kinetic energy of the hammer into translational energy.

49 CFR 571.214 - Standard No. 214; Side impact protection.

Code of Federal Regulations, 2011 CFR

2011-10-01

... rearmost position. (4) Any side door that is designed to be easily attached to or removed (e.g., using... lifts, and vehicles which have no doors or exclusively have doors that are designed to be easily... have no doors, or exclusively have doors that are designed to be easily attached or removed so that the...

77 FR 33315 - Protection of Stratospheric Ozone: Alternative for the Motor Vehicle Air Conditioning Sector...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-06-06

... containers.\\14\\ \\14\\ The SAE J639 standard specifies unique fittings for high- side and low-side service... Safety and Health NODA--Announcement of Data Availability, formerly known as Notice of Data Availability.... Installation of a high pressure system warning label; Installation of a compressor cut-off switch; \\8\\ and \\8...

The port side view of the Orbiter Discovery while mounted ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

The port side view of the Orbiter Discovery while mounted atop the 76-wheeled orbiter transfer system as it is being rolled from the Orbiter Processing Facility to the Vehicle Assembly Building at Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

The starboard side view of the Orbiter Discovery while mounted ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

The starboard side view of the Orbiter Discovery while mounted atop the 76-wheeled orbiter transfer system as it is being rolled from the Orbiter Processing Facility to the Vehicle Assembly Building at Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Type, size and age of vehicles driven by teenage drivers killed in crashes during 2008-2012.

PubMed

McCartt, Anne T; Teoh, Eric R

2015-04-01

Given teenagers' elevated crash rates, it is especially important that their vehicles have key safety features and good crash protection. A profile of vehicles driven by teenagers killed in crashes was developed. Data on vehicles of drivers ages 15-17 and ages 35-50 who died in crashes during 2008-2012 were obtained from the Fatality Analysis Reporting System. Using vehicle identification numbers, the vehicle make, model and model year were identified. 29% of fatally injured teenagers were driving mini or small cars, 82% were driving vehicles at least 6 years old, and 48% were driving vehicles at least 11 years old. Compared with middle-aged drivers, teenagers' vehicles more often were small or mini cars or older vehicles. Few teenagers' vehicles had electronic stability control or side airbags as standard features. Parents should consider safety when choosing vehicles for their teenagers. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

DOE Office of Scientific and Technical Information (OSTI.GOV)

O'Shaughnessy, Eric; Ardani, Kristen; Cutler, Dylan

Solar 'plus' refers to an emerging approach to distributed solar photovoltaic (PV) deployment that uses energy storage and controllable devices to optimize customer economics. The solar plus approach increases customer system value through technologies such as electric batteries, smart domestic water heaters, smart air-conditioner (AC) units, and electric vehicles We use an NREL optimization model to explore the customer-side economics of solar plus under various utility rate structures and net metering rates. We explore optimal solar plus applications in five case studies with different net metering rates and rate structures. The model deploys different configurations of PV, batteries, smart domesticmore » water heaters, and smart AC units in response to different rate structures and customer load profiles. The results indicate that solar plus improves the customer economics of PV and may mitigate some of the negative impacts of evolving rate structures on PV economics. Solar plus may become an increasingly viable model for optimizing PV customer economics in an evolving rate environment.« less

Solar Plus: A Holistic Approach to Distributed Solar PV

DOE Office of Scientific and Technical Information (OSTI.GOV)

OShaughnessy, Eric J.; Ardani, Kristen B.; Cutler, Dylan S.

Solar 'plus' refers to an emerging approach to distributed solar photovoltaic (PV) deployment that uses energy storage and controllable devices to optimize customer economics. The solar plus approach increases customer system value through technologies such as electric batteries, smart domestic water heaters, smart air-conditioner (AC) units, and electric vehicles We use an NREL optimization model to explore the customer-side economics of solar plus under various utility rate structures and net metering rates. We explore optimal solar plus applications in five case studies with different net metering rates and rate structures. The model deploys different configurations of PV, batteries, smart domesticmore » water heaters, and smart AC units in response to different rate structures and customer load profiles. The results indicate that solar plus improves the customer economics of PV and may mitigate some of the negative impacts of evolving rate structures on PV economics. Solar plus may become an increasingly viable model for optimizing PV customer economics in an evolving rate environment.« less

Fiber Optic Bragg Grating Sensors for Thermographic Detection of Subsurface Anomalies

NASA Technical Reports Server (NTRS)

Allison, Sidney G.; Winfree, William P.; Wu, Meng-Chou

2009-01-01

Conventional thermography with an infrared imager has been shown to be an extremely viable technique for nondestructively detecting subsurface anomalies such as thickness variations due to corrosion. A recently developed technique using fiber optic sensors to measure temperature holds potential for performing similar inspections without requiring an infrared imager. The structure is heated using a heat source such as a quartz lamp with fiber Bragg grating (FBG) sensors at the surface of the structure to detect temperature. Investigated structures include a stainless steel plate with thickness variations simulated by small platelets attached to the back side using thermal grease. A relationship is shown between the FBG sensor thermal response and variations in material thickness. For comparison, finite element modeling was performed and found to agree closely with the fiber optic thermography results. This technique shows potential for applications where FBG sensors are already bonded to structures for Integrated Vehicle Health Monitoring (IVHM) strain measurements and can serve dual-use by also performing thermographic detection of subsurface anomalies.

75 FR 19458 - Petition for Exemption From the Vehicle Theft Prevention Standard; Nissan

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-14

... vehicle itself from being stolen when the back door and all of the side doors are closed and locked. If... occurs when the ignition is turned to the ``OFF'' position and all the doors are closed and locked through the use of the key or the remote control mechanism. Deactivation occurs when all the doors are...

75 FR 33667 - Parts and Accessories Necessary for Safe Operation; Application for an Exemption From the Flatbed...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-14

... vehicle, in a sided vehicle, or in an intermodal container loaded with eyes crosswise, grouped in rows, in... pre-January 1, 2004 cargo securement regulations for the transportation of groups of metal coils with... the pre-January 1, 2004 cargo securement regulations (then at 49 CFR 393.100(c)) for the...

Isolated and soft-switched power converter

DOEpatents

Peng, Fang Zheng; Adams, Donald Joe

2002-01-01

An isolated and soft-switched power converter is used for DC/DC and DC/DC/AC power conversion. The power converter includes two resonant tank circuits coupled back-to-back through an isolation transformer. Each resonant tank circuit includes a pair of resonant capacitors connected in series as a resonant leg, a pair of tank capacitors connected in series as a tank leg, and a pair of switching devices with anti-parallel clamping diodes coupled in series as resonant switches and clamping devices for the resonant leg. The power converter is well suited for DC/DC and DC/DC/AC power conversion applications in which high-voltage isolation, DC to DC voltage boost, bidirectional power flow, and a minimal number of conventional switching components are important design objectives. For example, the power converter is especially well suited to electric vehicle applications and load-side electric generation and storage systems, and other applications in which these objectives are important. The power converter may be used for many different applications, including electric vehicles, hybrid combustion/electric vehicles, fuel-cell powered vehicles with low-voltage starting, remote power sources utilizing low-voltage DC power sources, such as photovoltaics and others, electric power backup systems, and load-side electric storage and generation systems.

A Near-Term, High-Confidence Heavy Lift Launch Vehicle

NASA Technical Reports Server (NTRS)

Rothschild, William J.; Talay, Theodore A.

2009-01-01

The use of well understood, legacy elements of the Space Shuttle system could yield a near-term, high-confidence Heavy Lift Launch Vehicle that offers significant performance, reliability, schedule, risk, cost, and work force transition benefits. A side-mount Shuttle-Derived Vehicle (SDV) concept has been defined that has major improvements over previous Shuttle-C concepts. This SDV is shown to carry crew plus large logistics payloads to the ISS, support an operationally efficient and cost effective program of lunar exploration, and offer the potential to support commercial launch operations. This paper provides the latest data and estimates on the configurations, performance, concept of operations, reliability and safety, development schedule, risks, costs, and work force transition opportunities for this optimized side-mount SDV concept. The results presented in this paper have been based on established models and fully validated analysis tools used by the Space Shuttle Program, and are consistent with similar analysis tools commonly used throughout the aerospace industry. While these results serve as a factual basis for comparisons with other launch system architectures, no such comparisons are presented in this paper. The authors welcome comparisons between this optimized SDV and other Heavy Lift Launch Vehicle concepts.

STS-47 Commander Gibson and Pilot Brown at CCT side hatch during JSC training

NASA Technical Reports Server (NTRS)

1992-01-01

STS-47 Endeavour, Orbiter Vehicle (OV) 105, Spacelab Japan (SLJ) Commander Robert L. Gibson (right) and Pilot Curtis L. Brown, Jr, wearing launch and entry suits (LESs), pose in front of the Crew Compartment Trainer (CCT) mockup side hatch during post landing emergency egress procedures held at JSC's Mockup and Integration Laboratory (MAIL) Bldg 9NE. Note that the crew escape system (CES) pole is in position at side hatch but is not extended.

STS-48 Commander Creighton, in LES, stands at JSC FFT side hatch

NASA Technical Reports Server (NTRS)

1991-01-01

STS-48 Discovery, Orbiter Vehicle (OV) 103, Commander John O. Creighton, wearing a launch and entry suit (LES), stands at the side hatch of JSC's full fuselage trainer (FFT). Creighton will enter the FFT shuttle mockup through the side hatch and take his assigned position on the forward flight deck. Creighton, along with the other crewmembers, is participating in a post-landing emergency egress exercise. The FFT is located in the Mockup and Integration Laboratory (MAIL) Bldg 9A.

Side chain variations radically alter the diffusion of poly(2-alkyl-2-oxazoline) functionalised nanoparticles through a mucosal barrier.

PubMed

Mansfield, Edward D H; de la Rosa, Victor R; Kowalczyk, Radoslaw M; Grillo, Isabelle; Hoogenboom, Richard; Sillence, Katy; Hole, Patrick; Williams, Adrian C; Khutoryanskiy, Vitaliy V

2016-08-16

Functionalised nanomaterials are gaining popularity for use as drug delivery vehicles and, in particular, mucus penetrating nanoparticles may improve drug bioavailability via the oral route. To date, few polymers have been investigated for their muco-penetration, and the effects of systematic structural changes to polymer architectures on the penetration and diffusion of functionalised nanomaterials through mucosal tissue have not been reported. We investigated the influence of poly(2-oxazoline) alkyl side chain length on nanoparticle diffusion; poly(2-methyl-2-oxazoline), poly(2-ethyl-2-oxazoline), and poly(2-n-propyl-2-oxazoline) were grafted onto the surface of thiolated silica nanoparticles and characterised by FT-IR, Raman and NMR spectroscopy, thermogravimetric analysis, and small angle neutron scattering. Diffusion coefficients were determined in water and in a mucin dispersion (using Nanoparticle Tracking Analysis), and penetration through a mucosal barrier was assessed using an ex vivo fluorescence technique. The addition of a single methylene group in the side chain significantly altered the penetration and diffusion of the materials in both mucin dispersions and mucosal tissue. Nanoparticles functionalised with poly(2-methyl-2-oxazoline) were significantly more diffusive than particles with poly(2-ethyl-2-oxazoline) while particles with poly(2-n-propyl-2-oxazoline) showed no significant increase compared to the unfunctionalised particles. These data show that variations in the polymer structure can radically alter their diffusive properties with clear implications for the future design of mucus penetrating systems.

Sloshing in the Liquid Hydrogen and Liquid Oxygen Propellant Tanks After Main Engine Cut Off

NASA Technical Reports Server (NTRS)

Kim, Sura; West, Jeff

2011-01-01

NASA Marshall Space Flight Center is designing and developing the Main Propulsion System (MPS) for Ares launch vehicles. Propellant sloshing in the liquid hydrogen (LH2) and liquid oxygen (LO2) propellant tanks after Main Engine Cut Off (MECO) was modeled using the Volume of Fluid (VOF) module of the computational fluid dynamics code, CFD-ACE+. The present simulation shows that there is substantial sloshing side forces acting on the LH2 tank during the deceleration of the vehicle after MECO. The LH2 tank features a side wall drain pipe. The side loads result from the residual propellant mass motion in the LH2 tank which is initiated by the stop of flow into the drain pipe at MECO. The simulations show that radial force on the LH2 tank wall is less than 50 lbf and the radial moment calculated based up through the center of gravity of the vehicle is predicted to be as high as 300 lbf-ft. The LO2 tank features a bottom dome drain system and is equipped with sloshing baffles. The remaining LO2 in the tank slowly forms a liquid column along the centerline of tank under the zero gravity environments. The radial force on the LO2 tank wall is predicted to be less than 100 lbf. The radial moment calculated based on the center of gravity of the vehicle is predicted as high as 4500 lbf-ft just before MECO and dropped down to near zero after propellant draining stopped completely.

Assessment of whole-body vibration exposures and influencing factors for quarry haul truck drivers and loader operators

PubMed Central

Mayton, Alan G.; Jobes, Christopher C.; Gallagher, Sean

2015-01-01

To further assess vibration exposure on haul trucks (HTs) and front-end wheel loaders (FELs), follow-up investigations were conducted at two US crushed stone operations. The purpose was to: 1) evaluate factors such as load/no-load conditions, speed, load capacity, vehicle age, and seat transmissibility relative to vibration exposure; 2) compare exposure levels with existing ISO/ANSI and EUGPG guidelines. Increasing HT speed increased recorded vibration at the chassis and seat as expected. Neither vehicle load nor vehicle speed increased transmissibility. Increasing HT size and age did show transmissibility decreasing. HT dominant-axis wRMS levels (most often the y-axis, lateral or side-to-side direction) were predominantly within the health guidance caution zone (HGCZ). However, several instances showed vibration dose value (VDV) above the exposure limit value (ELV) for the ISO/ANSI guidelines. VDV levels (all dominant x-axis or fore-aft) were within and above the HGCZ for the EUGPG and above the HGCZ for ISO/ANSI guidelines. PMID:26361493

Modeling, simulation and optimization approaches for design of lightweight car body structures

NASA Astrophysics Data System (ADS)

Kiani, Morteza

Simulation-based design optimization and finite element method are used in this research to investigate weight reduction of car body structures made of metallic and composite materials under different design criteria. Besides crashworthiness in full frontal, offset frontal, and side impact scenarios, vibration frequencies, static stiffness, and joint rigidity are also considered. Energy absorption at the component level is used to study the effectiveness of carbon fiber reinforced polymer (CFRP) composite material with consideration of different failure criteria. A global-local design strategy is introduced and applied to multi-objective optimization of car body structures with CFRP components. Multiple example problems involving the analysis of full-vehicle crash and body-in-white models are used to examine the effect of material substitution and the choice of design criteria on weight reduction. The results of this study show that car body structures that are optimized for crashworthiness alone may not meet the vibration criterion. Moreover, optimized car body structures with CFRP components can be lighter with superior crashworthiness than the baseline and optimized metallic structures.

Liquid Rocket Booster (LRB) for the Space Transportation System (STS) systems study, volume 2, addendum 2

NASA Technical Reports Server (NTRS)

1991-01-01

The feasibility of developing and producing a launch vehicle from an external tank (ET) and an engine module that mounts inline to the tankage at the aft end and contains six space transportation main engines (STME), was assessed. The primary mission of this launch vehicle would be to place a PLS (personnel launch vehicle) into a low earth orbit (LEO). The vehicle tankage and the assembly of the engine module, was evaluated to determine what, if any, manufacturing/production impacts would be incurred if this vehicle were built along side the current ET at Michoud Assembly Facility. It was determined that there would be no significant impacts to produce seven of these vehicles per year while concurrently producing 12 ETs per year. Preliminary estimates of both nonrecurring and recurring costs for this vehicle concept were made.

P-1 truss moved to O&C Building

NASA Technical Reports Server (NTRS)

2000-01-01

Cranes place the P-1 truss, a component of the International Space Station, on a transport vehicle that will move it to the Operations and Checkout Building for processing. The truss had been temporarily stored in the RLV hangar in the background as a precaution against approaching bad weather. The P-1 truss, scheduled to fly in spring of 2002, is part of a total 10-truss, girder-like structure on the Station that will ultimately extend the length of a football field. Astronauts will attach the 14-by- 15 foot structure to the port side of the center truss, S0, during the spring assembly flight. The 33,000-pound P-1 will house the thermal radiator rotating joint (TRRJ) that will rotate the Station's radiators away from the sun to increase their maximum cooling efficiency.

The impact of traffic-flow patterns on air quality in urban street canyons.

PubMed

Thaker, Prashant; Gokhale, Sharad

2016-01-01

We investigated the effect of different urban traffic-flow patterns on pollutant dispersion in different winds in a real asymmetric street canyon. Free-flow traffic causes more turbulence in the canyon facilitating more dispersion and a reduction in pedestrian level concentration. The comparison of with and without a vehicle-induced-turbulence revealed that when winds were perpendicular, the free-flow traffic reduced the concentration by 73% on the windward side with a minor increase of 17% on the leeward side, whereas for parallel winds, it reduced the concentration by 51% and 29%. The congested-flow traffic increased the concentrations on the leeward side by 47% when winds were perpendicular posing a higher risk to health, whereas reduced it by 17-42% for parallel winds. The urban air quality and public health can, therefore, be improved by improving the traffic-flow patterns in street canyons as vehicle-induced turbulence has been shown to contribute significantly to dispersion. Copyright © 2015 Elsevier Ltd. All rights reserved.

Effects of topical arnica gel on post-laser treatment bruises.

PubMed

Alonso, Delilah; Lazarus, Melissa C; Baumann, Leslie

2002-08-01

Claims have been made suggesting that topical arnica prevents and speeds the resolution of bruises, yet there are no well-designed placebo-controlled studies to date evaluating topical arnica's effect on bruising. To compare the efficacy of topical arnica in the prevention and resolution of laser-induced bruising. Nineteen patients with facial telangiectases were enrolled in this randomized, double-blinded, placebo-controlled study and were divided into pretreatment and posttreatment groups. The pretreatment group applied arnica with vehicle to one side of the face and vehicle alone to the other side of the face twice a day for 2 weeks prior to laser treatment. The posttreatment group followed the same procedure for 2 weeks after laser treatment. On day 0, all patients were treated for facial telangiectases using a 585 nm pulsed dye laser. Bruising was assessed using a visual analog scale on days 0, 3, 7, 10, 14, and 17 by the patient and the physician. In addition, photographs taken at each of the follow-up visits were later assessed by a second physician using the visual analog scale. There was no statistically significant difference between the mean scores of arnica and vehicle (P = 0.496) and the mean scores of arnica and vehicle (P = 0.359) in the pretreatment and posttreatment groups, respectively. No significant difference was found between topical arnica and vehicle in the prevention or resolution of bruising.

Ground Test and Computation of Boundary Layer Transition on the Hypersonic International Flight Research and Experimentation (HIFiRE)-5 Vehicle

DTIC Science & Technology

2011-02-01

provision of law, no person shall be subject to any penalty for failing to comply with a collection of information if it does not display a currently ...transition characteristics as well as the effectiveness of 2-D strip trips to simulate the joint between the nosecap and body of the vehicle and 3-D...diamond shaped trips, to simulate the fasteners on a closeout panel that will be on one side of the flight vehicle. In order to accomplish this, global

Realizing the electric-vehicle revolution

NASA Astrophysics Data System (ADS)

Tran, Martino; Banister, David; Bishop, Justin D. K.; McCulloch, Malcolm D.

2012-05-01

Full battery electric vehicles (BEVs) have become an important policy option to mitigate climate change, but there are major uncertainties in the scale and timing of market diffusion. Although there has been substantial work showing the potential energy and climate benefits of BEVs, demand-side factors, such as consumer behaviour, are less recognized in the debate. We show the importance of assessing BEV diffusion from an integrated perspective, focusing on key interactions between technology and behaviour across different scales, including power-system demand, charging infrastructure, vehicle performance, driving patterns and individual adoption behaviour.

An oblique view of the forward fuselage and port side ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

An oblique view of the forward fuselage and port side of the Orbiter Discovery while mounted atop the 76-wheeled orbiter transfer system as it is being rolled from the Orbiter Processing Facility to the Vehicle Assembly Building at Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

An oblique view of the forward fuselage and starboard side ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

An oblique view of the forward fuselage and starboard side of the Orbiter Discovery while mounted atop the 76-wheeled orbiter transfer system as it is being rolled from the Orbiter Processing Facility to the Vehicle Assembly Building at Kennedy Space Center. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

General view looking aft along the starboard side of the ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

General view looking aft along the starboard side of the Orbiter Discovery in the Vehicle Assembly Building at NASA's Kennedy Space Center. This view shows a close up view of the reinforced carbon-carbon leading edge of the Orbiter wing. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

18. SOUTH SIDE OF TULE RIVER POWERHOUSE COMPLEX TAKEN FROM ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

18. SOUTH SIDE OF TULE RIVER POWERHOUSE COMPLEX TAKEN FROM ACROSS SEGMENT OF OLD HIGHWAY 190. VEHICLE AT PHOTO CENTER IS IN APPROXIMATELY THE SAME POSITION AS THE MODEL T FORD IN THE HISTORIC VIEW SHOWN IN PHOTO CA-216-19. VIEW TO NORTH. - Tule River Hydroelectric Project, Water Conveyance System, Middle Fork Tule River, Springville, Tulare County, CA

49 CFR 393.132 - What are the rules for securing flattened or crushed vehicles?

Code of Federal Regulations, 2011 CFR

2011-10-01

... is prohibited except that such webbing may be used to connect wire rope or chain to anchor points on... or comparable means on four sides which extend to the full height of the load and which block against... comparable means on three sides which extend to the full height of the load and which block against movement...

49 CFR 393.132 - What are the rules for securing flattened or crushed vehicles?

Code of Federal Regulations, 2010 CFR

2010-10-01

... is prohibited except that such webbing may be used to connect wire rope or chain to anchor points on... or comparable means on four sides which extend to the full height of the load and which block against... comparable means on three sides which extend to the full height of the load and which block against movement...

49 CFR 393.132 - What are the rules for securing flattened or crushed vehicles?

Code of Federal Regulations, 2012 CFR

2012-10-01

... is prohibited except that such webbing may be used to connect wire rope or chain to anchor points on... or comparable means on four sides which extend to the full height of the load and which block against... comparable means on three sides which extend to the full height of the load and which block against movement...

49 CFR 393.132 - What are the rules for securing flattened or crushed vehicles?

Code of Federal Regulations, 2014 CFR

2014-10-01

... is prohibited except that such webbing may be used to connect wire rope or chain to anchor points on... or comparable means on four sides which extend to the full height of the load and which block against... comparable means on three sides which extend to the full height of the load and which block against movement...

49 CFR 393.132 - What are the rules for securing flattened or crushed vehicles?

Code of Federal Regulations, 2013 CFR

2013-10-01

... is prohibited except that such webbing may be used to connect wire rope or chain to anchor points on... or comparable means on four sides which extend to the full height of the load and which block against... comparable means on three sides which extend to the full height of the load and which block against movement...

Injuries in Full-Scale Vehicle Side Impact Moving Deformable Barrier and Pole Tests Using Postmortem Human Subjects.

PubMed

Yoganandan, Narayan; Pintar, Frank; Humm, John; Rudd, Rodney

2015-01-01

To conduct near-side moving deformable barrier (MDB) and pole tests with postmortem human subjects (PMHS) in full-scale modern vehicles, document and score injuries, and examine the potential for angled chest loading in these tests to serve as a data set for dummy biofidelity evaluations and computational modeling. Two PMHS (outboard left front and rear seat occupants) for MDB and one PMHS (outboard left front seat occupant) for pole tests were used. Both tests used sedan-type vehicles from same manufacturer with side airbags. Pretest x-ray and computed tomography (CT) images were obtained. Three-point belt-restrained surrogates were positioned in respective outboard seats. Accelerometers were secured to T1, T6, and T12 spines; sternum and pelvis; seat tracks; floor; center of gravity; and MDB. Load cells were used on the pole. Biomechanical data were gathered at 20 kHz. Outboard and inboard high-speed cameras were used for kinematics. X-rays and CT images were taken and autopsy was done following the test. The Abbreviated Injury Scale (AIS) 2005 scoring scheme was used to score injuries. MDB test: male (front seat) and female (rear seat) PMHS occupant demographics: 52 and 57 years, 177 and 166 cm stature, 78 and 65 kg total body mass. Demographics of the PMHS occupant in the pole test: male, 26 years, 179 cm stature, and 84 kg total body mass. Front seat PMHS in MDB test: 6 near-side rib fractures (AIS = 3): 160-265 mm vertically from suprasternal notch and 40-80 mm circumferentially from center of sternum. Left rear seat PMHS responded with multiple bilateral rib fractures: 9 on the near side and 5 on the contralateral side (AIS = 3). One rib fractured twice. On the near and contralateral sides, fractures were 30-210 and 20-105 mm vertically from the suprasternal notch and 90-200 and 55-135 mm circumferentially from the center of sternum. A fracture of the left intertrochanteric crest occurred (AIS = 3). Pole test PMHS had one near-side third rib fracture. Thoracic accelerations of the 2 occupants were different in the MDB test. Though both occupants sustained positive and negative x-accelerations to the sternum, peak magnitudes and relative changes were greater for the rear than the front seat occupant. Magnitudes of the thoracic and sternum accelerations were lower in the pole test. This is the first study to use PMHS occupants in MDB and pole tests in the same recent model year vehicles with side airbag and head curtain restraints. Injuries to the unilateral thorax for the front seat PMHS in contrast to the bilateral thorax and hip for the rear seat occupant in the MDB test indicate the effects of impact on the seating location and restraint system. Posterolateral locations of fractures to the front seat PMHS are attributed to constrained kinematics of occupant interaction with torso side airbag restraint system. Angled loading to the rear seat occupant from coupled sagittal and coronal accelerations of the sternum representing anterior thorax loading contributed to bilateral fractures. Inward bending initiated by the distal femur complex resulting in adduction of ipsilateral lower extremity resulted in intertrochanteric fracture to the rear seat occupant. These results serve as a data set for evaluating the biofidelity of the WorldSID and federalized side impact dummies and assist in validating human body computational models, which are increasingly used in crashworthiness studies.

Effects of Mach Numbers on Side Force, Yawing Moment and Surface Pressure

NASA Astrophysics Data System (ADS)

Sohail, Muhammad Amjad; Muhammad, Zaka; Husain, Mukkarum; Younis, Muhammad Yamin

2011-09-01

In this research, CFD simulations are performed for air vehicle configuration to compute the side force effect and yawing moment coefficients variations at high angle of attack and Mach numbers. As the angle of attack is increased then lift and drag are increased for cylinder body configurations. But when roll angle is given to body then side force component is also appeared on the body which causes lateral forces on the body and yawing moment is also produced. Now due to advancement of CFD methods we are able to calculate these forces and moment even at supersonic and hypersonic speed. In this study modern CFD techniques are used to simulate the hypersonic flow to calculate the side force effects and yawing moment coefficient. Static pressure variations along the circumferential and along the length of the body are also calculated. The pressure coefficient and center of pressure may be accurately predicted and calculated. When roll angle and yaw angle is given to body then these forces becomes very high and cause the instability of the missile body with fin configurations. So it is very demanding and serious problem to accurately predict and simulate these forces for the stability of supersonic vehicles.

Recent Enhancements to the NASA Langley Structural Acoustics Loads and Transmission (SALT) Facility

NASA Technical Reports Server (NTRS)

Rizzi, Stephen A.; Cabell, Randolph H.; Allen, Albert R.

2013-01-01

The Structural Acoustics Loads and Transmission (SALT) facility at the NASA Langley Research Center is comprised of an anechoic room and a reverberant room, and may act as a transmission loss suite when test articles are mounted in a window connecting the two rooms. In the latter configuration, the reverberant room acts as the noise source side and the anechoic room as the receiver side. The noise generation system used for qualification testing in the reverberant room was previously shown to achieve a maximum overall sound pressure level of 141 dB. This is considered to be marginally adequate for generating sound pressure levels typically required for launch vehicle payload qualification testing. Recent enhancements to the noise generation system increased the maximum overall sound pressure level to 154 dB, through the use of two airstream modulators coupled to 35 Hz and 160 Hz horns. This paper documents the acoustic performance of the enhanced noise generation system for a variety of relevant test spectra. Additionally, it demonstrates the capability of the SALT facility to conduct transmission loss and absorption testing in accordance with ASTM and ISO standards, respectively. A few examples of test capabilities are shown and include transmission loss testing of simple unstiffened and built up structures and measurement of the diffuse field absorption coefficient of a fibrous acoustic blanket.

Correlation of breast cancer incidence with the number of motor vehicles and consumption of gasoline in Korea.

PubMed

Park, Boyoung; Shin, Aesun; Jung-Choi, Kyunghee; Ha, Eunhee; Cheong, Hae-Kwan; Kim, Hyun Jeong; Park, Kyung Hwa; Jang, Sungmi; Moon, Byung-In; Ha, Mina

2014-01-01

While several reproductive and lifestyle-related factors are already well-known as established risk factors for breast cancer, environmental factors have attracted attention only recently. The objective of the current study was to assess the association between the breast cancer incidences in females, the mortality rate and the number of motor vehicles on the one side and the consumption of gasoline which could work as a major source of air pollution at the other side. The breast cancer incidences and the mortality trends were compared with various indices of westernization like dietary patterns or industrialization with 10 years lag of time. Geographical variations with 10, 15 and 20 years lag of time were assessed between the breast cancer incidence in 2010 and the number of motor vehicles as well as the consumption of gasoline. The upward trend of motor vehicle numbers proved to be comparable to those of breast cancer incidence and mortality. However, the consumption of gasoline started to decrease since the mid-1990s. The geographic distribution of motor vehicle numbers and gasoline consumption in 1990 is in a positive correlation with the breast cancer incidence rates in 2010 and the 20-year lag time (R2 0.379 with the number of motor vehicles and 0.345 with consumption of gasoline). In a linear relationship between the breast cancer incidences in 2010 and the log transformed number of motor vehicles, the log transformed consumption of gasoline in 2000 also showed a positive relationship (R2 0.367 with the number of motor vehicles and 0.329 with consumption of gasoline). The results of the current study indicate that there may be a positive relation between the number of vehicles, gasoline consumption and the incidence of breast cancer from the aspects of long-term trends and geographical variation.

Reentry vehicle aerodynamics and control at very high angle of attack

NASA Astrophysics Data System (ADS)

Merret, Jason Michael

In recent flight tests the X-38 reentry test vehicle spins during the deployment of the drogue parachute. An experimental aerodynamic study has been conducted at the University of Illinois using a scale model of the X-38 to explore the cause of this problem. A six-component sting balance was used to measure the forces and moments on the 4.7% wind tunnel model at angles of attack from -7° to 95°. In addition, surface pressure taps and flow visualization techniques were utilized to determine the forebody pressures and surface flowfield on the model. The effect of Reynolds number and boundary-layer state were also examined. The investigation suggests that the spinning under the drogue parachute was caused by asymmetric vortex formation. At angles of attack between 75° and 90° vortex asymmetry developed in all of the cases without separation geometrically fixed. This flow asymmetry produced large side forces and yawing moments. The Reynolds number effect and the effect of the boundary-layer state were noticeable, but did not greatly change the side force and yawing moment characteristics of the model. The micro-geometry of the model had a large effect on the side force generated by the vortex positioning. The effects of forced oscillations were also examined and it was determined that the side forces were still present during the oscillations. Control of the vortices and side forces was obtained by applying strakes to the side of the forebody of the model.

Soft Tissue Strain Rates in Side-Blast Incidents

DTIC Science & Technology

2014-11-02

improve models’ representativeness. This paper introduces a simplified finite element model of a human neck to study the reaction of armour vehicle...light armour vehicles (LAV). The establishment of meaningful injury criteria is, however, a challenging task that is still under extensive studies...Advanced shock absorption product already exists in the market but each design/material has its limitation. For example, the widespread use of foams in

Random parameter models of interstate crash frequencies by severity, number of vehicles involved, collision and location type.

PubMed

Venkataraman, Narayan; Ulfarsson, Gudmundur F; Shankar, Venky N

2013-10-01

A nine-year (1999-2007) continuous panel of crash histories on interstates in Washington State, USA, was used to estimate random parameter negative binomial (RPNB) models for various aggregations of crashes. A total of 21 different models were assessed in terms of four ways to aggregate crashes, by: (a) severity, (b) number of vehicles involved, (c) crash type, and by (d) location characteristics. The models within these aggregations include specifications for all severities (property damage only, possible injury, evident injury, disabling injury, and fatality), number of vehicles involved (one-vehicle to five-or-more-vehicle), crash type (sideswipe, same direction, overturn, head-on, fixed object, rear-end, and other), and location types (urban interchange, rural interchange, urban non-interchange, rural non-interchange). A total of 1153 directional road segments comprising of the seven Washington State interstates were analyzed, yielding statistical models of crash frequency based on 10,377 observations. These results suggest that in general there was a significant improvement in log-likelihood when using RPNB compared to a fixed parameter negative binomial baseline model. Heterogeneity effects are most noticeable for lighting type, road curvature, and traffic volume (ADT). Median lighting or right-side lighting are linked to increased crash frequencies in many models for more than half of the road segments compared to both-sides lighting. Both-sides lighting thereby appears to generally lead to a safety improvement. Traffic volume has a random parameter but the effect is always toward increasing crash frequencies as expected. However that the effect is random shows that the effect of traffic volume on crash frequency is complex and varies by road segment. The number of lanes has a random parameter effect only in the interchange type models. The results show that road segment-specific insights into crash frequency occurrence can lead to improved design policy and project prioritization. Copyright © 2013 Elsevier Ltd. All rights reserved.

Fabrication and Optimization of Properties of Polymer Laminated Nanoreinforced Automobile Glasses: Experiments and Modeling

DOE Office of Scientific and Technical Information (OSTI.GOV)

Khaleel, Mohammad A.; Sun, Xin; Simmons, Kevin L.

2008-05-01

This paper describes the fabrication process for the thin cast-in-place laminate glazing systems to be used in cars of the future to achieve the weight reduction goals of FreedomCAR. The primary objective of the project is to reduce vehicle weight, improve fuel economy, and reduce vehicle emissions through the use of structurally reliable, high acoustic performance and lightweight glazing systems with low manufacturing costs. Energy savings come from reducing weight by using thinner glazing: prior studies at Pacific Northwest National Laboratory (PNNL) have demonstrated a potential of 30% weight reductions compared with standard glazing system. Energy savings will also comemore » from reducing interior heat loads; that, in turn, will reduce the demand for air conditioning. The evaluation of alternative glazing concepts seek to improve acoustical performance such that reduced interior noise levels can be achieved while maintaining glazing at minimal thickness and weight levels. The most important factor in utilizing laminated glazing systems as vehicle side glass is its advantage in cost savings for material and manufacturing processes. To this end, a new, innovative manufacturing process is developed such that laminated glazing systems can be made with low cost in terms of raw materials and process-related equipment/facility investment.« less

An Analysis of the Relationship between Casualty Risk Per Crash and Vehicle Mass and Footprint for Model Year 2000-2007 Light-Duty Vehicles

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wenzel, Tom

2012-08-01

NHTSA recently completed a logistic regression analysis (Kahane 2012) updating its 2003 and 2010 studies of the relationship between vehicle mass and US fatality risk per vehicle mile traveled (VMT). The new study updates the previous analyses in several ways: updated FARS data for 2002 to 2008 involving MY00 to MY07 vehicles are used; induced exposure data from police reported crashes in several additional states are added; a new vehicle category for car-based crossover utility vehicles (CUVs) and minivans is created; crashes with other light-duty vehicles are divided into two groups based on the crash partner vehicle’s weight, and amore » category for all other fatal crashes is added; and new control variables for new safety technologies and designs, such as electronic stability controls (ESC), side airbags, and methods to meet voluntary agreement to improve light truck compatibility with cars, are included.« less

Analysis of pavement structure sensitivity to passage of oversized heavy duty vehicle in terms of bearing capacity

NASA Astrophysics Data System (ADS)

Dawid, Rys; Piotr, Jaskula

2018-05-01

Oversized heavy duty vehicles occur in traffic very rarely but they reach extremely high weights, even up to 800 tonne. The detrimental impact of these vehicles on pavement structure is much higher than in case of commercial vehicles that comprise typical traffic, thus it is necessary to assess the sensitivity of pavement structure to passage of oversized vehicles. The paper presents results of sample calculations of load equivalency factor of a heavy duty oversized vehicle with usage of mechanistic-empirical approach. The effects of pavement thickness, type of distress (cracking or rutting) and pavement condition (new or old with structural damage) were considered in the paper. Analysis revealed that a single pass of an 800 tonne oversized vehicle is equivalent to pass of up to 377 standard 100 kN axles. Load equivalency factor calculated for thin structures is almost 3 times lower than for thick structures, however, the damage effect caused by one pass of an oversized vehicle is higher in the case of thin structure. Bearing capacity of a pavement structure may be qualified as sufficient for passage of an oversized heavy duty vehicle when the measured deflection, for example in an FWD test, does not exceed the maximum deflections derived from mechanistic-empirical analysis. The paper presents sample calculation of maximum deflections which allow to consider passage of an oversized vehicle as safe over different pavement structures. The paper provides road administration with a practical tool which helps to decide whether to issue a permit of passage for a given oversized vehicle.

Passive cooling system for a vehicle

DOEpatents

Hendricks, Terry Joseph; Thoensen, Thomas

2005-11-15

A passive cooling system for a vehicle (114) transfers heat from an overheated internal component, for example, an instrument panel (100), to an external portion (116) of the vehicle (114), for example, a side body panel (126). The passive cooling system includes one or more heat pipes (112) having an evaporator section (118) embedded in the overheated internal component and a condenser section (120) at the external portion (116) of the vehicle (114). The evaporator (118) and condenser (120) sections are in fluid communication. The passive cooling system may also include a thermally conductive film (140) for thermally connecting the evaporator sections (118) of the heat pipes (112) to each other and to the instrument panel (100).

Passive Cooling System for a Vehicle

DOEpatents

Hendricks, T. J.; Thoensen, T.

2005-11-15

A passive cooling system for a vehicle (114) transfers heat from an overheated internal component, for example, an instrument panel (100), to an external portion (116) of the vehicle (114), for example, a side body panel (126). The passive cooling system includes one or more heat pipes (112) having an evaporator section (118) embedded in the overheated internal component and a condenser section (120) at the external portion (116) of the vehicle (114). The evaporator (118) and condenser (120) sections are in fluid communication. The passive cooling system may also include a thermally conductive film (140) for thermally connecting the evaporator sections (118) of the heat pipes (112) to each other and to the instrument panel (100).

Exhaust Emissions Measured Under Real Traffic Conditions from Vehicles Fitted with Spark Ignition and Compression Ignition Engines

NASA Astrophysics Data System (ADS)

Merkisz, Jerzy; Lijewski, Piotr; Fuć, Paweł

2011-06-01

The tests performed under real traffic conditions provide invaluable information on the relations between the engine parameters, vehicle parameters and traffic conditions (traffic congestion) on one side and the exhaust emissions on the other. The paper presents the result of road tests obtained in an urban and extra-urban cycles for vehicles fitted with different engines, spark ignition engine and compression ignition engine. For the tests a portable emission analyzer SEMTECH DS. by SENSORS was used. This analyzer provides online measurement of the concentrations of exhaust emission components on a vehicle in motion under real traffic conditions. The tests were performed in city traffic. A comparative analysis has been presented of the obtained results for vehicles with individual powertrains.

Design of Omni Directional Remotely Operated Vehicle (ROV)

NASA Astrophysics Data System (ADS)

Rahimuddin; Hasan, Hasnawiya; Rivai, Haryanti A.; Iskandar, Yanu; Claudio, P.

2018-02-01

Nowadays, underwater activities are increased with the increase of oil resources finding. The gap between demand and supply of oil and gas cause engineers to find oil and gas resources in deep water. In other side, high risk of working in deep underwater environment can cause a dangerous situation for human. Therefore, many research activities are developing an underwater vehicle to replace the human’s work such as ROV or Remotely Operated Vehicles. The vehicle operated using tether to transport the signals and electric power from the surface vehicle. Arrangements of weight, buoyancy, and the propeller placements are significant aspect in designing the vehicle’s performance. This paper presents design concept of ROV for survey and observation the underwater objects with interaction vectored propellers used for vehicle’s motions.

Implications of Functional Capacity Loss and Fatality for Vehicle Safety Prioritization.

PubMed

McMurry, Timothy L; Sherwood, Chris; Poplin, Gerald S; Seguí-Gómez, María; Crandall, Jeff

2015-01-01

We investigate the use of the Functional Capacity Index (FCI) as a tool for establishing vehicle safety priorities by comparing the life year burden of injuries to the burden of fatality in frontal and side automotive crashes. We demonstrate FCI's utility by investigating in detail the resulting disabling injuries and their life year costs. We selected occupants in the 2000-2013 NASS-CDS database involved in frontal and side crashes, merged their injuries with FCI, and then used the merged data to estimate each occupant's overall functional loss. Lifetime functional loss was assessed by combining this measure of impairment with the occupants' expected future life spans, estimated from the Social Security Administration's Actuarial Life Table. Frontal crashes produce a large number of disabling injuries, particularly to the lower extremities. In our population, these crashes are estimated to account for approximately 400,000 life years lost to disability in comparison with 500,000 life years lost to fatality. Victims of side crashes experienced a higher rate of fatality but a significantly lower rate of disabling injury (0.3 vs. 1.0%), resulting in approximately 370,000 life years lost to fatality versus 50,000 life years lost to disability. The burden of disabling injuries to car crash survivors should be considered when setting vehicle safety design priorities. In frontal crashes this burden in life years is similar to the burden attributable to fatality.

High Penetration of Electrical Vehicles in Microgrids: Threats and Opportunities

NASA Astrophysics Data System (ADS)

Khederzadeh, Mojtaba; Khalili, Mohammad

2014-10-01

Given that the microgrid concept is the building block of future electric distribution systems and electrical vehicles (EVs) are the future of transportation market, in this paper, the impact of EVs on the performance of microgrids is investigated. Demand-side participation is used to cope with increasing demand for EV charging. The problem of coordination of EV charging and discharging (with vehicle-to-grid (V2G) functionality) and demand response is formulated as a market-clearing mechanism that accepts bids from the demand and supply sides and takes into account the constraints put forward by different parts. Therefore, a day-ahead market with detailed bids and offers within the microgrid is designed whose objective is to maximize the social welfare which is the difference between the value that consumers attach to the electrical energy they buy plus the benefit of the EV owners participating in the V2G functionality and the cost of producing/purchasing this energy. As the optimization problem is a mixed integer nonlinear programming one, it is decomposed into one master problem for energy scheduling and one subproblem for power flow computation. The two problems are solved iteratively by interfacing MATLAB with GAMS. Simulation results on a sample microgrid with different residential, commercial and industrial consumers with associated demand-side biddings and different penetration level of EVs support the proposed formulation of the problem and the applied methods.

Reducing Structural Weight and Increasing Protection in Simple Structures Subjected to Blast Loads

DTIC Science & Technology

2014-08-12

centric vehicle structures that make the operation of the vehicle both comfortable and safe for the soldiers. Furthermore, a lighter weight vehicle...supporting forces. Therefore, a key design challenge is to develop lightweight occupant-centric vehicle structures that can provide high levels of...protection against explosive threats. In this paper, concepts for using materials, damping and other mechanisms to design structures with unique dynamic

Damage identification of supporting structures with a moving sensory system

NASA Astrophysics Data System (ADS)

Zhu, X. Q.; Law, S. S.; Huang, L.; Zhu, S. Y.

2018-02-01

An innovative approach to identify local anomalies in a structural beam bridge with an instrumented vehicle moving as a sensory system across the bridge. Accelerations at both the axle and vehicle body are measured from which vehicle-bridge interaction force on the structure is determined. Local anomalies of the structure are estimated from this interaction force with the Newton's iterative method basing on the homotopy continuation method. Numerical results with the vehicle moving over simply supported or continuous beams show that the acceleration responses from the vehicle or the bridge structure are less sensitive to the local damages than the interaction force between the wheel and the structure. Effects of different movement patterns and moving speed of the vehicle are investigated, and the effect of measurement noise on the identified results is discussed. A heavier or slower vehicle has been shown to be less sensitive to measurement noise giving more accurate results.

KSC-04pd0621

NASA Image and Video Library

2004-03-24

KENNEDY SPACE CENTER, FLA. -- In the Thermal Protection System Facility, Pilar Ryan, with United Space Alliance, stitches a piece of insulation blanket for Atlantis' nose cap. Behind her is a cover for the nose cap. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance.

Demographics, Velocity Distributions, and Impact Type as Predictors of AIS 4+ Head Injuries in Motor Vehicle Crashes

PubMed Central

Yoganandan, Narayan; Fitzharris, Michael; Pintar, Frank A.; Stemper, Brian D.; Rinaldi, James; Maiman, Dennis J.; Fildes, Brian N.

2011-01-01

The objective of the study was to determine differences between the United States-based NASS and CIREN and Australia-based ANCIS databases in occupant-, crash-, and vehicle-related parameters for AIS 4+ head injuries in motor vehicle crashes. Logistic regression analysis was performed to examine roles of the change in velocity (DV), crash type (frontal, far-side, nearside, rear impact), seatbelt use, and occupant position, gender, age, stature, and body mass in cranial traumas. Belted and unbelted non-ejected occupant (age >16 years) data from 1997–2006 were used for the NASS and CIREN datasets, and 2000–2010 for ANCIS. Vehicle model year, and occupant position and demographics including body mass index (BMI) data were obtained. Injuries were coded using AIS 1990–1998 update. Similarities were apparent across all databases: mean demographics were close to the mid-size anthropometry, mean BMI was in the normal to overweight range, and representations of extreme variations were uncommon. Side impacts contributed to over one-half of the ensemble, implying susceptibility to head trauma in this mode. Odds of sustaining head injury increased by 4% per unit increase in DV (OR: 1.04, 95% CI: 1.03–1.04, p<0.001; adjusted for other variables); one-half for belted compared to unbelted occupants (OR: 0.48, 95% CI: 0.37–0.61, p<0.001); nearside, then far-side had significantly higher odds than frontal, and no difference by gender or position (front-left, front-right). Similar crash- and occupant-related outcomes from the two continents indicate a worldwide need to revise the translation acceleration-based head injury criterion to include the angular component in an appropriate format for improved injury assessment and mitigation. PMID:22105402

Laser-assisted delivery of vitamin C, vitamin E, and ferulic acid formula serum decreases fractional laser postoperative recovery by increased beta fibroblast growth factor expression.

PubMed

Waibel, Jill S; Mi, Qing-Sheng; Ozog, David; Qu, Le; Zhou, Li; Rudnick, Ashley; Al-Niaimi, Firas; Woodward, Julie; Campos, Valerie; Mordon, Serge

2016-03-01

Laser-assisted drug delivery is an emerging technology to achieve greater penetration by existing topical medications to reach desired targets in the tissue. The objective of this research was to study whether laser-assisted delivery of Vitamin C, E, and Ferulic immediately postoperatively of fractional ablative laser could improve wound healing. Secondary objectives were to evaluate the potential molecular markers involved in this wound-healing process. A double blinded, prospective, single center, randomized split face trial of Vitamin C, E, and Ferulic topical formula #740019 to decrease postoperative recovery time in fractional ablative laser resurfacing for photo damage. Fifteen healthy men and women of ages 30-55 years were treated with the Vitamin C, E, and Ferulic acid serum to one side of face and vehicle to the other side of face, within 2 minutes immediately after fractional ablative CO2 laser surgery and daily during the healing process. Patients were evaluated daily on days 1-7 using photographs, patient questionnaires, and molecular evaluation. Clinically, postoperative Vitamin C, E, and Ferulic delivery resulted in decreased edema versus vehicle on postoperative day 7 and decreased erythema versus vehicle on postoperative days 3 and 5. Molecularly, the expression of basic fibroblast growth factor (bFGF) was significantly increased at day 5 on the lesion treated with Vitamin C, E, and Ferulic acid serum compared to vehicle control on the other side. This is first study to show that Vitamin C, E, and Ferulic acid correlate with more rapid wound healing post-fractional ablative laser. Elevated bFGF could be involved in the Vitamin C, E, and Ferulic acid-induced rapid wound healing. © 2015 Wiley Periodicals, Inc.

STS-35 MS Hoffman and MS Parker on the middeck of Columbia, OV-102

NASA Image and Video Library

1990-12-10

STS035-49-029 (2-10 Dec 1990) --- Posing on the middeck of Columbia, Orbiter Vehicle (OV) 102, are Mission Specialist (MS) Jeffrey A. Hoffman (mustache) and MS Robert A. R. Parker. Determining who is right side up is complicated by the microgravity of space. Hoffman's head is at the middeck floor and his feet are at the ceiling. The two crewmembers are in front of OV-102's port side with the waste collection system (WCS) contingency unit, side hatch, and galley visible behind them.

112. VIEW OF SOUTH SIDE OF MECHANICAL AND ELECTRICAL ROOM ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

112. VIEW OF SOUTH SIDE OF MECHANICAL AND ELECTRICAL ROOM (110), LSB (BLDG. 770). VEHICLE MECHANICAL SYSTEMS ROOM (111) AND PNEUMATIC SUPPLY PANEL VISIBLE AT SOUTH END OF MECHANICAL AND ELECTRICAL ROOM (110). PAYLOAD CABLE DISTRIBUTION BOX ON LEFT OF PHOTO, FACING WEST. - Vandenberg Air Force Base, Space Launch Complex 3, Launch Pad 3 West, Napa & Alden Roads, Lompoc, Santa Barbara County, CA

Symmetric Missile Dynamic Instabilities - A Review

DTIC Science & Technology

1980-03-01

and a Magnus side moment must be added to the total aerodynamic moment. Since statically stable missiles are usually spun to reduce the effect of...Identify by block~ numbef) Symmetric Missile Roil Moment Resonance Spin Dynamic Stability Side Moment Damxping Moment Trim Moment Magnus Moment Moving...dlamping moments for nonspin- ning re-entry vehicles, nonlinear Magnus moments for spinning missiles, and internal resonances with moving payload

Discrete Optimization Model for Vehicle Routing Problem with Scheduling Side Cosntraints

NASA Astrophysics Data System (ADS)

Juliandri, Dedy; Mawengkang, Herman; Bu'ulolo, F.

2018-01-01

Vehicle Routing Problem (VRP) is an important element of many logistic systems which involve routing and scheduling of vehicles from a depot to a set of customers node. This is a hard combinatorial optimization problem with the objective to find an optimal set of routes used by a fleet of vehicles to serve the demands a set of customers It is required that these vehicles return to the depot after serving customers’ demand. The problem incorporates time windows, fleet and driver scheduling, pick-up and delivery in the planning horizon. The goal is to determine the scheduling of fleet and driver and routing policies of the vehicles. The objective is to minimize the overall costs of all routes over the planning horizon. We model the problem as a linear mixed integer program. We develop a combination of heuristics and exact method for solving the model.

Navy Omni-Directional Vehicle (ODV) development program

NASA Technical Reports Server (NTRS)

Mcgowen, Hillery

1994-01-01

The Omni-Directional Vehicle (ODV) development program sponsored by the Office of Naval Research at the Coastal Systems Station has investigated the application of ODV technology for use in the Navy shipboard environment. ODV technology as originally received by the Navy in the form of the Cadillac-Gage Side Mover Vehicle was applicable to the shipboard environment with the potential to overcome conditions of reduced traction, ship motion, decks heeled at high angles, obstacles, and confined spaces. Under the Navy program, ODV technology was investigated and a series of experimental vehicles were built and successfully tested under extremely demanding conditions. The ODV drive system has been found to be applicable to autonomous, remotely, or manually operated vehicles. Potential commercial applications include multi-directional forklift trucks, automatic guided vehicles employed in manufacturing environments, and remotely controlled platforms used in nuclear facilities or for hazardous waste clean up tasks.

Navy Omni-Directional Vehicle (ODV) development program

NASA Astrophysics Data System (ADS)

McGowen, Hillery

1994-02-01

The Omni-Directional Vehicle (ODV) development program sponsored by the Office of Naval Research at the Coastal Systems Station has investigated the application of ODV technology for use in the Navy shipboard environment. ODV technology as originally received by the Navy in the form of the Cadillac-Gage Side Mover Vehicle was applicable to the shipboard environment with the potential to overcome conditions of reduced traction, ship motion, decks heeled at high angles, obstacles, and confined spaces. Under the Navy program, ODV technology was investigated and a series of experimental vehicles were built and successfully tested under extremely demanding conditions. The ODV drive system has been found to be applicable to autonomous, remotely, or manually operated vehicles. Potential commercial applications include multi-directional forklift trucks, automatic guided vehicles employed in manufacturing environments, and remotely controlled platforms used in nuclear facilities or for hazardous waste clean up tasks.

The cost-effectiveness of air bags by seating position.

PubMed

Graham, J D; Thompson, K M; Goldie, S J; Segui-Gomez, M; Weinstein, M C

1997-11-05

Motor vehicle crashes continue to cause significant mortality and morbidity in the United States. Installation of air bags in new passenger vehicles is a major initiative in the field of injury prevention. To assess the net health consequences and cost-effectiveness of driver's side and front passenger air bags from a societal perspective, taking into account the increased risk to children who occupy the front passenger seat and the diminished effectiveness for older adults. A deterministic state transition model tracked a hypothetical cohort of new vehicles over a 20-year period for 3 strategies: (1) installation of safety belts, (2) installation of driver's side air bags in addition to safety belts, and (3) installation of front passenger air bags in addition to safety belts and driver's side air bags. Changes in health outcomes, valued in terms of quality-adjusted life-years (QALYs) and costs (in 1993 dollars), were projected following the recommendations of the Panel on Cost-effectiveness in Health and Medicine. US population-based and convenience sample data were used. Incremental cost-effectiveness ratios. Safety belts are cost saving, even at 50% use. The addition of driver's side air bags to safety belts results in net health benefits at an incremental cost of $24000 per QALY saved. The further addition of front passenger air bags results in an incremental net benefit at a higher incremental cost of $61000 per QALY saved. Results were sensitive to the unit cost of air bag systems, their effectiveness, baseline fatality rates, the ratio of injuries to fatalities, and the real discount rate. Both air bag systems save life-years at costs that are comparable to many medical and public health practices. Immediate steps can be taken to enhance the cost-effectiveness of front passenger air bags, such as moving children to the rear seat.

Street-service-level approach towards the calculation of CO emission in Malang City, Indonesia

NASA Astrophysics Data System (ADS)

Utomo, D. M.; Bakkara, A.; Sari, K. E.

2017-06-01

Malang has shown an annual vehicle growth of 15%. However, it is an umfortunate fact that 32% of 44 main streets are identified as having low service level, according to a local transportation ranking report. Such condition results in the decline of average vehicle velocity, approaching to the level of velocity (v) = 0; or in other words, street saturation degree could reach >1. The condition is not proportional to the increase of CO concentration in Malang in 2013-2014 as shown in the result of Evaluation of City Air Quality in 2014 which jumped from 3000 µm/m3 in 2013 to almost 5000 µm/m3 in 2014. This study was aimed at evaluating the extend to which street-service-level variables influence the production of CO emission from motorized transportation activity in an urban street in Malang. Gatot Subroto Street is chosen as a case study according to Multi Criteria Analysis. Furthermore, the street-service-level variables being evaluated include vehicle volume, velocity, side friction, effective roadside width and effective street width. Through a qualitative statistical analysis approach using a multiple linear regression analysis, the result suggests that vehicle volume and side friction are the most dominant factors (Xi) that significantly influence CO emission loads (Y).

Line following using a two camera guidance system for a mobile robot

NASA Astrophysics Data System (ADS)

Samu, Tayib; Kelkar, Nikhal; Perdue, David; Ruthemeyer, Michael A.; Matthews, Bradley O.; Hall, Ernest L.

1996-10-01

Automated unmanned guided vehicles have many potential applications in manufacturing, medicine, space and defense. A mobile robot has been designed for the 1996 Automated Unmanned Vehicle Society competition which was held in Orlando, Florida on July 15, 1996. The competition required the vehicle to follow solid and dashed lines around an approximately 800 ft. path while avoiding obstacles, overcoming terrain changes such as inclines and sand traps, and attempting to maximize speed. The purpose of this paper is to describe the algorithm developed for the line following. The line following algorithm images two windows and locates their centroid and with the knowledge that the points are on the ground plane, a mathematical and geometrical relationship between the image coordinates of the points and their corresponding ground coordinates are established. The angle of the line and minimum distance from the robot centroid are then calculated and used in the steering control. Two cameras are mounted on the robot with a camera on each side. One camera guides the robot and when it loses track of the line on its side, the robot control system automatically switches to the other camera. The test bed system has provided an educational experience for all involved and permits understanding and extending the state of the art in autonomous vehicle design.

Structure of a human pulmonary acinus.

PubMed

Berend, N; Rynell, A C; Ward, H E

1991-02-01

The structure of the human pulmonary acinus has been described infrequently. The aim of the study was to determine the branching pattern of respiratory bronchioles and alveolar ducts in a human acinus from the peripheral part of the lung, where space constraints may have affected airway branching patterns. The lungs were obtained from an 18 year old victim of a motor vehicle accident and fixed in inflation under a pressure of 25 cm H2O. A block was cut from the lower edge of the right lower lobe and embedded in plastic. Serial sections were cut and the branching pattern of airways subtended by a terminal bronchiole were followed. The acinus was bounded on two sides by pleura and on the remaining sides by connective tissue septa. The terminal bronchiole divided into two respiratory bronchioles, each of which gave rise to four systems of alveolar ducts. Between successive systems of alveolar ducts the respiratory bronchioles continued as single airways, becoming progressively more alveolated towards the periphery but not subtending further branches of respiratory bronchioles. The duct systems became less complex towards the periphery, near to the edge of the lung. The total volume of the acinus was similar to that found in previous studies. This branching pattern has not been described previously in a human acinus.

Biomechanical analysis of pulmonary contusion in motor vehicle crash victims: a crash injury research and engineering network (ciren) study - biomed 2009.

PubMed

Weaver, Ashley A; Gayzik, F Scott; Stitzel, Joel D

2009-01-01

Pulmonary contusion is the most common thoracic soft tissue injury encountered in motor vehicle crashes and is seen in 10-17% of all trauma admissions. This study presents a biomechanical and radiological analysis with the goal of quantifying pulmonary contusion resulting from motor vehicle crashes in order to illustrate the relationships between crash characteristics, contusion severity, and patient outcome. The 20 patients selected for this study were involved in motor vehicle crashes and subsequently enrolled in the Crash Injury and Research Engineering Network (CIREN) program at Wake Forest University Baptist Medical Center. Demographic data, sustained injuries, and crash characteristics were obtained through medical records and the CIREN database for all patients in the study. For each patient, the first chest computed tomography (CT) scan following the crash was segmented using a semi-automated approach to obtain volumes of trapped air, total lung, healthy lung, and high attenuation lung representing contused tissue. Three-dimensional models of the healthy and contused lung tissue were created for each patient. Rib fractures were present in 75% of patients and a substantial proportion of patients with pulmonary contusion injuries were involved in near side collisions. The near side door was identified as the most commonly involved component in pulmonary contusion injuries. The methodology and analysis presented in this study between crash characteristics, pulmonary contusion severity, and patient outcome are data that may contribute to future improvements in motor vehicle safety.

Passive Earth Entry Vehicle Landing Test

NASA Technical Reports Server (NTRS)

Kellas, Sotiris

2017-01-01

Two full-scale passive Earth Entry Vehicles (EEV) with realistic structure, surrogate sample container, and surrogate Thermal Protection System (TPS) were built at NASA Langley Research Center (LaRC) and tested at the Utah Test and Training Range (UTTR). The main test objective was to demonstrate structural integrity and investigate possible impact response deviations of the realistic vehicle as compared to rigid penetrometer responses. With the exception of the surrogate TPS and minor structural differences in the back shell construction, the two test vehicles were identical in geometry and both utilized the Integrated Composite Stiffener Structure (ICoSS) structural concept in the forward shell. The ICoSS concept is a lightweight and highly adaptable composite concept developed at NASA LaRC specifically for entry vehicle TPS carrier structures. The instrumented test vehicles were released from a helicopter approximately 400 m above ground. The drop height was selected such that at least 98% of the vehicles terminal velocity would be achieved. While drop tests of spherical penetrometers and a low fidelity aerodynamic EEV model were conducted at UTTR in 1998 and 2000, this was the first time a passive EEV with flight-like structure, surrogate TPS, and sample container was tested at UTTR for the purpose of complete structural system validation. Test results showed that at a landing vertical speed of approximately 30 m/s, the test vehicle maintained structural integrity and enough rigidity to penetrate the sandy clay surface thus attenuating the landing load, as measured at the vehicle CG, to less than 600 g. This measured deceleration was found to be in family with rigid penetrometer test data from the 1998 and 2000 test campaigns. Design implications of vehicle structure/soil interaction with respect to sample container and sample survivability are briefly discussed.

Aerothermodynamic Characteristics of Boundary Layer Transition and Trip Effectiveness of the HIFiRE Flight 5 Vehicle

NASA Technical Reports Server (NTRS)

Berger, Karen T.; Rufer, Shann J.; Kimmel, Roger; Adamczak, David

2009-01-01

An experimental wind tunnel test was conducted in the NASA Langley Research Center s 20-Inch Mach 6 Tunnel in support of the Hypersonic International Flight Research Experimentation Program. The information in this report is focused on the Flight 5 configuration, one in a series of flight experiments. This report documents experimental measurements made over a range of Reynolds numbers and angles of attack on several scaled ceramic heat transfer models of the Flight 5 vehicle. The heat transfer rate was measured using global phosphor thermography and the resulting images and heat transfer rate distributions were used to infer the state of the boundary layer on the windside, leeside and side surfaces. Boundary layer trips were used to force the boundary layer turbulent, and a study was conducted to determine the effectiveness of the trips with various heights. The experimental data highlighted in this test report were used determine the allowable roughness height for both the windside and side surfaces of the vehicle as well as provide for future tunnel-to-tunnel comparisons.

Space Vehicle Power System Comprised of Battery/Capacitor Combinations

NASA Technical Reports Server (NTRS)

Camarotte, C.; Lancaster, G. S.; Eichenberg, D.; Butler, S. M.; Miller, J. R.

2002-01-01

Recent improvements in energy densities of batteries open the possibility of using electric rather that hydraulic actuators in space vehicle systems. However, the systems usually require short-duration, high-power pulses. This power profile requires the battery system to be sized to meet the power requirements rather than stored energy requirements, often resulting in a large and inefficient energy storage system. Similar transient power applications have used a combination of two or more disparate energy storage technologies. For instance, placing a capacitor and a battery side-by-side combines the high energy density of a battery with the high power performance of a capacitor and thus can create a lighter and more compact system. A parametric study was performed to identify favorable scenarios for using capacitors. System designs were then carried out using equivalent circuit models developed for five commercial electrochemical capacitor products. Capacitors were sized to satisfy peak power levels and consequently "leveled" the power requirement of the battery, which can then be sized to meet system energy requirements. Simulation results clearly differentiate the performance offered by available capacitor products for the space vehicle applications.

Development of vehicle model test-bending of a simple structural surfaces model for automotive vehicle sedan

NASA Astrophysics Data System (ADS)

Nor, M. K. Mohd; Noordin, A.; Ruzali, M. F. S.; Hussen, M. H.; Mustapa@Othman, N.

2017-04-01

Simple Structural Surfaces (SSS) method is offered as a means of organizing the process for rationalizing the basic vehicle body structure load paths. The application of this simplified approach is highly beneficial in the development of modern passenger car structure design. In Malaysia, the SSS topic has been widely adopted and seems compulsory in various automotive programs related to automotive vehicle structures in many higher education institutions. However, there is no real physical model of SSS available to gain considerable insight and understanding into the function of each major subassembly in the whole vehicle structures. Based on this motivation, a real physical SSS of sedan model and the corresponding model vehicle tests of bending is proposed in this work. The proposed approach is relatively easy to understand as compared to Finite Element Method (FEM). The results prove that the proposed vehicle model test is useful to physically demonstrate the importance of providing continuous load path using the necessary structural components within the vehicle structures. It is clearly observed that the global bending stiffness reduce significantly when more panels are removed from the complete SSS model. The analysis shows the front parcel shelf is an important subassembly to sustain bending load.

STS-49 MS Thuot, in LES, at CCT side hatch during JSC's egress exercises

NASA Technical Reports Server (NTRS)

1992-01-01

STS-49 Endeavour, Orbiter Vehicle (OV) 105, Mission Specialist (MS) Pierre J. Thuot, wearing launch and entry suit (LES), prepares to enter JSC's Crew Compartment Trainer (CCT) via the open side hatch as a technician looks on. Thuot along with the other STS-49 crewmembers is participating in a post-landing emergency egress exercise in JSC's Mockup and Integration Laboratory (MAIL) Bldg 9.

STEPPED GEAR SYNCHRONIZERS,

DTIC Science & Technology

The book concerns Soviet and foreign experience in the design and use of synchronizers in the step gear boxes of transport vehicles. Side by side...with description of the basic steps in the development of the gear engagement mechanisms and of the design used in synchronizers of domestic and foreign...manufacture, in this work much attention is devoted to the theory of gear engagement in gear boxes equipped with synchronizers , and to figuring out

Drive control and position measurement of RailCab vehicles driven by linear motors

NASA Astrophysics Data System (ADS)

Pottharst, Andreas; Henke, Christian; Schneider, Tobias; Böcker, Joachim; Grotstollen, Horst

2006-11-01

The novel railway system RailCab makes use of autonomous vehicles which are driven by an AC linear motor. Depending on the track-side motor part, long-stator or short-stator operations are possible. The paper deals with the operation of the doubly-fed induction motor which is used for motion control and for transferring the energy required onboard the vehicle. This type of linear motor synchronization of the traveling fields generated by the stationary primary and moving secondary windings is an important and demanding task because the instantaneous positions of the vehicle or the primary traveling wave must be determined with high accuracy. The paper shows how this task is solved at the moment and what improvements are under development.

Oak Ridge National Laboratory Wireless Charging of Electric Vehicles - CRADA Report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Onar, Omer C.; Campbell, Steven L.; Seiber, Larry Eugene

Wireless power transfer (WPT) is a paradigm shift in electric-vehicle (EV) charging that offers the consumer an autonomous, safe, and convenient option to conductive charging and its attendant need for cables. With WPT, charging process can be fully automated due to the vehicle and grid side radio communication systems, and is non-contacting; therefore issues with leakage currents, ground faults, and touch potentials do not exist. It also eliminates the need for touching the heavy, bulky, dirty cables and plugs. It eliminates the fear of forgetting to plug-in and running out of charge the following day and eliminates the tripping hazardsmore » in public parking lots and in highly populated areas such as shopping malls, recreational areas, parking buildings, etc. Furthermore, the high-frequency magnetic fields employed in power transfer across a large air gap are focused and shielded, so that fringe fields (i.e., magnetic leakage/stray fields) attenuate rapidly over a transition region to levels well below limits set by international standards for the public zone (which starts at the perimeter of the vehicle and includes the passenger cabin). Oak Ridge National Laboratory s approach to WPT charging places strong emphasis on radio communications in the power regulation feedback channel augmented with software control algorithms. The over-arching goal for WPT is minimization of vehicle on-board complexity by keeping the secondary side content confined to coil tuning, rectification, filtering, and interfacing to the regenerative energy-storage system (RESS). This report summarizes the CRADA work between the Oak Ridge National Laboratory and the Toyota Research Institute of North America, Toyota Motor Engineering and Manufacturing North America (TEMA) on the wireless charging of electric vehicles which was funded by Department of Energy under DE-FOA-000667. In this project, ORNL is the lead agency and Toyota TEMA is one of the major partners. Over the course of the project, ORNL and Toyota TEMA worked closely on the vehicle integration plans, compatibility, and the interoperability of the wireless charging technology developed by ORNL for the vehicles manufactured by Toyota. These vehicles include a Toyota Prius Plug-in Hybrid electric vehicle, a Scion iQ electric vehicle, and two Toyota RAV4 electric vehicles. The research include not only the hardware integration but also the controls and communication systems development to control and automate the charging process for these vehicles by utilizing a feedback channel from vehicle to the stationary unit for power regulation.« less

49 CFR 571.216 - Standard No. 216; Roof crush resistance; Applicable unless a vehicle is certified to § 571.216a.

Code of Federal Regulations, 2011 CFR

2011-10-01

... part, by a roof that consists of glazing materials, such as those in T-tops and sunroofs, and is... the test device described in S6 is used to apply a force to either side of the forward edge of a... more than 127 millimeters. The applied force in Newtons is equal to 1.5 times the unloaded vehicle...

QUIC Transport and Dispersion Modeling of Vehicle Emissions in Cities for Better Public Health Assessments.

PubMed

Brown, Michael J; Williams, Michael D; Nelson, Matthew A; Werley, Kenneth A

2015-01-01

The Quick Urban and Industrial Complex (QUIC) plume modeling system is used to explore how the transport and dispersion of vehicle emissions in cities are impacted by the presence of buildings. Using downtown Philadelphia as a test case, notional vehicle emissions of gases and particles are specified as line source releases on a subset of the east-west and north-south streets. Cases were run in flat terrain and with 3D buildings present in order to show the differences in the model-computed outdoor concentration fields with and without buildings present. The QUIC calculations show that buildings result in regions with much higher concentrations and other areas with much lower concentrations when compared to the flat-earth case. On the roads with vehicle emissions, street-level concentrations were up to a factor of 10 higher when buildings were on either side of the street as compared to the flat-earth case due to trapping of pollutants between buildings. However, on roads without vehicle emissions and in other open areas, the concentrations were up to a factor of 100 times smaller as compared to the flat earth case because of vertical mixing of the vehicle emissions to building height in the cavity circulation that develops on the downwind side of unsheltered buildings. QUIC was also used to calculate infiltration of the contaminant into the buildings. Indoor concentration levels were found to be much lower than outdoor concentrations because of deposition onto indoor surfaces and particulate capture for buildings with filtration systems. Large differences in indoor concentrations from building to building resulted from differences in leakiness, air handling unit volume exchange rates, and filter type and for naturally ventilated buildings, whether or not the building was sheltered from the prevailing wind by a building immediately upwind.

Concentrations of volatile organic compounds in the passenger side and the back seat of automobiles.

PubMed

Jo, W K; Park, K H

1999-01-01

The in-vehicle volatile organic compound (VOC) concentrations during commutes have previously been measured in only one single interior sampling location, considering a sample collected in the single interior location as representative of overall VOC concentrations within an automobile. The present study evaluated if the potential differences in VOC concentrations occur in the automobiles' interior during idling and commuting under different driving conditions associated with the use of air cleaning devices (ACDs) and interior fan. The experiments were conducted under the low ventilation condition with the windows and the vent closed and the fan off. The difference of VOC concentrations between passenger side and back seat during idling was small. The variability of VOC concentrations with location inside automobiles while commuting was not significant at p < 0.05, regardless of the use of ACDs and/or the interior fan, while inter-vehicle variability was significant at p < 0.05. In addition, currently available ACDs equipped with activated carbon filters in Korea were ineffective at removing VOCs from the interior of automobiles. The concentrations of the two lightest ones of the target compounds, benzene and toluene, were significantly higher inside two vehicles than in the roadway air at p < 0.05, while the in-vehicle and roadway concentrations of the other target compounds did not differ significantly at p < 0.05 for both vehicles. The concentrations of all target VOCs, except benzene, were significantly higher (p < 0.05) in the interior of older car than of newer car. Median in-vehicle concentrations of benzene, toluene, ethylbenzene, p-xylene, m-xylene, and o-xylene were 38.3, 107, 9.2, 7.8, 16.9, and 10.7 micrograms/m3, respectively.

Mechanical Properties Experimental Study of Engineering Vehicle Refurbished Tire

NASA Astrophysics Data System (ADS)

Qiang, Wang; Xiaojie, Qi; Zhao, Yang; Yunlong, Wang; Guotian, Wang; Degang, Lv

2018-05-01

The vehicle refurbished tire test system was constructed, got load-deformation, load-stiffness, and load-compression ratio property laws of engineering vehicle refurbished tire under the working condition of static state and ground contact, and built radial direction loading deformation mathematics model of 26.5R25 engineering vehicle refurbished tire. The test results show that radial-direction and side-direction deformation value is a little less than that of the new tire. The radial-direction stiffness and compression ratio of engineering vehicle refurbished tire were greatly influenced by radial-direction load and air inflation pressure. When load was certain, radial-direction stiffness would increase with air inflation pressure increasing. When air inflation pressure was certain, compression ratio of engineering vehicle refurbished tire would enlarge with radial-direction load increasing, which was a little less than that of the new and the same type tire. Aging degree of old car-case would exert a great influence on deformation property of engineering vehicle refurbished tire, thus engineering vehicle refurbished tires are suitable to the working condition of low tire pressure and less load.

STS-48 Pilot Reightler and MS Brown, in LESs, stand at JSC FFT side hatch

NASA Technical Reports Server (NTRS)

1991-01-01

STS-48 Discovery, Orbiter Vehicle (OV) 103, Pilot Kenneth S. Reightler, Jr (left) and Mission Specialist (MS) Mark N. Brown, wearing launch and entry suits (LESs), stand at the side hatch of JSC's full fuselage trainer (FFT). The crewmembers will enter the FFT shuttle mockup through the side hatch and take their assigned descent (landing) positions in the crew cabin. Reightler and Brown, along with the other crewmembers, are participating in a post-landing emergency egress exercise. The FFT is located in the Mockup and Integration Laboratory (MAIL) Bldg 9A.

Comparative trial of benzoyl peroxide versus benzoyl peroxide with urea in inflammatory acne.

PubMed

Prince, R A; Harris, J M; Maroc, J A

1982-06-01

Improvement in vehicle design may improve the delivery of drugs to the target site. A clinical trial was performed to evaluate an improved vehicle for topical benzoyl peroxide. Thirty-nine subjects participated in a split-face, double-blind trial of topical benzoyl peroxide 5 percent versus benzoyl peroxide 5 percent in 8 percent urea. All subjects had grade II or III acne as described by Pillsbury. Study solutions were randomly assigned to a selected side of the subject's face and applied twice a day to the appropriate side of the face for eight weeks. Total and inflammatory lesion counts were performed by the same investigator during the eight weeks of study at biweekly intervals. No overall differences in the response to the study preparations were observed when assessed objectively and subjectively.

Econometrically calibrated computable general equilibrium models: Applications to the analysis of energy and climate politics

NASA Astrophysics Data System (ADS)

Schu, Kathryn L.

Economy-energy-environment models are the mainstay of economic assessments of policies to reduce carbon dioxide (CO2) emissions, yet their empirical basis is often criticized as being weak. This thesis addresses these limitations by constructing econometrically calibrated models in two policy areas. The first is a 35-sector computable general equilibrium (CGE) model of the U.S. economy which analyzes the uncertain impacts of CO2 emission abatement. Econometric modeling of sectors' nested constant elasticity of substitution (CES) cost functions based on a 45-year price-quantity dataset yields estimates of capital-labor-energy-material input substitution elasticities and biases of technical change that are incorporated into the CGE model. I use the estimated standard errors and variance-covariance matrices to construct the joint distribution of the parameters of the economy's supply side, which I sample to perform Monte Carlo baseline and counterfactual runs of the model. The resulting probabilistic abatement cost estimates highlight the importance of the uncertainty in baseline emissions growth. The second model is an equilibrium simulation of the market for new vehicles which I use to assess the response of vehicle prices, sales and mileage to CO2 taxes and increased corporate average fuel economy (CAFE) standards. I specify an econometric model of a representative consumer's vehicle preferences using a nested CES expenditure function which incorporates mileage and other characteristics in addition to prices, and develop a novel calibration algorithm to link this structure to vehicle model supplies by manufacturers engaged in Bertrand competition. CO2 taxes' effects on gasoline prices reduce vehicle sales and manufacturers' profits if vehicles' mileage is fixed, but these losses shrink once mileage can be adjusted. Accelerated CAFE standards induce manufacturers to pay fines for noncompliance rather than incur the higher costs of radical mileage improvements. Neither policy induces major increases in fuel economy.

Driver trust in five driver assistance technologies following real-world use in four production vehicles.

PubMed

Kidd, David G; Cicchino, Jessica B; Reagan, Ian J; Kerfoot, Laura B

2017-05-29

Information about drivers' experiences with driver assistance technologies in real driving conditions is sparse. This study characterized driver interactions with forward collision warning, adaptive cruise control, active lane keeping, side-view assist, and lane departure warning systems following real-world use. Fifty-four Insurance Institute for Highway Safety employees participated and drove a 2016 Toyota Prius, 2016 Honda Civic, 2017 Audi Q7, or 2016 Infiniti QX60 for up to several weeks. Participants reported mileage and warnings from the technologies in an online daily-use survey. Participants reported their level of agreement with five statements regarding trust in an online post-use survey. Responses were averaged to create a composite measure of trust ranging from -2 (strongly disagree) to +2 (strongly agree) for each technology. Mixed-effect regression models were constructed to compare trust among technologies and separately among the study vehicles. Participants' free-response answers about what they liked least about each system were coded and examined. Participants reported driving 33,584 miles during 4 months of data collection. At least one forward collision warning was reported in 26% of the 354 daily reports. The proportion of daily reports indicating a forward collision warning was much larger for the Honda (70%) than for the Audi (18%), Infiniti (15%), and Toyota (10%). Trust was highest for side-view assist (0.98) and lowest for active lane keeping (0.20). Trust in side-view assist was significantly higher than trust in active lane keeping and lane departure warning (0.53). Trust in active lane keeping was significantly lower than trust in adaptive cruise control (0.67) and forward collision warning (0.71). Trust in adaptive cruise control was higher for the Audi (0.72) and Toyota (0.75) compared with the Honda (0.30), and significantly higher for the Infiniti (0.93). Trust in Infiniti's side-view assist (0.58) was significantly lower than trust in Audi (1.17) and Honda (1.23) systems. Coding of answers to free-response questions showed that more than 80% of complaints about Honda's adaptive cruise control were about the way it functioned and/or performed. Infiniti's side-view assist was the only one with complaints mentioning circumstances where it was used. Trust in forward collision warning, lane departure warning, and active lane keeping was not significantly different among vehicles. Driver trust varied among driver assistance technologies, and trust in adaptive cruise control and side-view assist differed among vehicles. Trust may affect real-world use of driver assistance technologies and limit the opportunity for the systems to provide their intended benefits.

Underground structure characterization using motor vehicles as passive seismic sources

NASA Astrophysics Data System (ADS)

Kuzma, H. A.; Liu, Y.; Zhao, Y.; Rector, J.; Vaidya, S.

2009-12-01

The ability to detect and characterize underground voids will be critical to the success of On-Site Inspections (OSI) as mandated by the nuclear Comprehensive Test Ban Treaty (CTBT). OSIs may be conducted in order to successfully locate the Ground Zero of underground tests as well as infrastructure related to testing. Recently, our team has shown the potential of a new technique to detect underground objects using the amplitude of seismic surface waves generated by motor vehicles. In an experiment conducted in June, 2009 we were able to detect an abandoned railroad tunnel by recognizing a clear pattern in the surface waves scattered by the tunnel, using a signal generated by driving a car on a dirt road across the tunnel. Synthetic experiments conducted using physically realistic wave-equation models further suggest that the technique can be readily applied to detecting underground features: it may be possible to image structures of importance to OSI simply by laying out an array of geophones (or using an array already in place for passive listening for event aftershocks) and driving vehicles around the site. We present evidence from a set of field experiments and from synthetic modeling and inversion studies to illustrate adaptations of the technique for OSI. Signature of an abandoned underground railroad tunnel at Donner Summit, CA. To produce this image, a line of geophones was placed along a dirt road perpendicular to the tunnel (black box) and a single car was driven along the road. A normalized mean power-spectrum is displayed on a log scale as a function of meters from the center of the tunnel. The top of the tunnel was 18m below ground surface. The tunnel anomaly is made up of a shadow (light) directly above the tunnel and amplitude build-up (dark) on either side of the tunnel. The size of the anomaly (6 orders of magnitude) suggests that the method can be extended to find deep structures at greater distances from the source and receivers.

Ceramic Matrix Composite (CMC) Thermal Protection Systems (TPS) and Hot Structures for Hypersonic Vehicles

NASA Technical Reports Server (NTRS)

Glass, David E.

2008-01-01

Thermal protection systems (TPS) and hot structures are required for a range of hypersonic vehicles ranging from ballistic reentry to hypersonic cruise vehicles, both within Earth's atmosphere and non-Earth atmospheres. The focus of this paper is on air breathing hypersonic vehicles in the Earth's atmosphere. This includes single-stage to orbit (SSTO), two-stage to orbit (TSTO) accelerators, access to space vehicles, and hypersonic cruise vehicles. This paper will start out with a brief discussion of aerodynamic heating and thermal management techniques to address the high heating, followed by an overview of TPS for rocket-launched and air-breathing vehicles. The argument is presented that as we move from rocket-based vehicles to air-breathing vehicles, we need to move away from the insulated airplane approach used on the Space Shuttle Orbiter to a wide range of TPS and hot structure approaches. The primary portion of the paper will discuss issues and design options for CMC TPS and hot structure components, including leading edges, acreage TPS, and control surfaces. The current state-of-the-art will be briefly discussed for some of the components. The two primary technical challenges impacting the use of CMC TPS and hot structures for hypersonic vehicles are environmental durability and fabrication, and will be discussed briefly.

Occupant kinematics and estimated effectiveness of side airbags in pole side impacts using a human FE model with internal organs.

PubMed

Hayashi, Shigeki; Yasuki, Tsuyoshi; Kitagawa, Yuichi

2008-11-01

When a car collides against a pole-like obstacle, the deformation pattern of the vehicle body-side tends to extend to its upper region. A possible consequence is an increase of loading to the occupant thorax. Many studies have been conducted to understand human thoracic responses to lateral loading, and injury criteria have been developed based on the results. However, injury mechanisms, especially those of internal organs, are not well understood. A human body FE model was used in this study to simulate occupant kinematics in a pole side impact. Internal organ parts were introduced into the torso model, including their geometric features, material properties and connections with other tissues. The mechanical responses of the model were validated against PMHS data in the literature. Although injury criterion for each organ has not been established, pressure level and its changes can be estimated from the organ models. Finite element simulations were conducted assuming a case where a passenger vehicle collides against a pole at 29km/h. Occupant kinematics, force-deformation responses and pressure levels were compared between cases with and without side airbag deployment. The results indicated that strain to the ribs and pressure to the organs was smaller with side airbag deployment. The side airbag widened the contact area at the torso, helping to distribute the force to the shoulder, arm and chest. Such distributed force helped generate relatively smaller deformation in the ribs. Furthermore, the side airbag deployment helped restrict the spine displacement. The smaller displacement contributed to lowering the magnitude of contact force between the torso and the door. The study also examined the correlations between the pressure levels in the internal organs, rib deflection, and V*C of chest. The study found that the V*C(t) peak appeared to be synchronized with the organ pressure peak, suggesting that the pressure level of the internal organs could be one possible indicator to estimate their injury risk.

KSC-2011-5981

NASA Image and Video Library

2011-07-28

CAPE CANAVERAL, Fla. -- NASA's twin Gravity Recovery and Interior Laboratory spacecraft are positioned side-by-side in Astrotech Space Operation's payload processing facility in Titusville, Fla. Lockheed Martin technicians are performing testing the solar arrays on GRAIL-A to ensure that they will function as planned during the mission. The electrical power subsystem on each of GRAIL's twin spacecraft includes two solar arrays and a lithium ion battery. Each solar array is capable of producing no less than 700 watts. They will be deployed shortly after separation from the launch vehicle and remain fixed throughout the mission. GRAIL will fly in tandem orbits around the moon for several months to measure its gravity field. GRAIL's primary science objectives are to determine the structure of the lunar interior, from crust to core, and to advance understanding of the thermal evolution of the moon. Launch aboard a United Launch Alliance Delta II rocket from Space Launch Complex 17B on Cape Canaveral Air Force Station is scheduled for Sept. 8. For more information, visit http://www.nasa.gov/grail. Photo credit: NASA/Frankie Martin

STS-47 Payload Specialist Mohri at side hatch during JSC egress exercises

NASA Technical Reports Server (NTRS)

1992-01-01

STS-47 Endeavour, Orbiter Vehicle (OV) 105, Japanese Payload Specialist Mamoru Mohri, wearing launch and entry suit (LES), prepares to enter the Crew Compartment Trainer (CCT) side hatch during launch emergency egress (bailout) in JSC's Mockup and Integration Laboratory (MAIL) Bldg 9A. Mohri's right hand rests on the extended crew escape system (CES) pole which will be used in the exercise. Mohri represents Japan's National Development Space Agency (NASDA).

Detail view of the forward section, port side, of the ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Detail view of the forward section, port side, of the Orbiter Discovery from an elevated platform in the Vehicle Assembly Building at NASA's Kennedy Space Center. Note the removal of the Forward Reaction Control System Module from the nose section, the ground-support window covers and the strongback attached to the payload bay door. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Close up oblique view aft, port side of the Orbiter ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Close up oblique view aft, port side of the Orbiter Discovery in the Vehicle Assembly Building at NASA's Kennedy Space Center. This view shows a close up of the elevons and underside of the port wing. On the aft fuselage in the approximate center rift of the image is the T-0 umbilical panels. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

STS-65 Columbia, OV-102, clears launch tower after liftoff from KSC LC 39A

NASA Technical Reports Server (NTRS)

1994-01-01

Columbia, Orbiter Vehicle (OV) 102, heads skyward after clearing the fixed service structure (FSS) tower at Kennedy Space Center (KSC) Launch Complex (LC) Pad 39A. Florida plant life appears in the foreground. The exhaust cloud produced by OV-102's solid rocket boosters (SRBs) covers the launch pad area with the exception of the sound suppression water system tower. OV-102's starboard side and the right SRB are visible from this angle. Launch occurred at 12:43 pm Eastern Daylight Time (EDT). Once in Earth orbit, STS-65's six NASA astronauts and a Japanese Payload Specialist aboard OV-102 will begin two weeks of experimentation in support of the second International Microgravity Laboratory (IML-2).

KSC-04pd0620

NASA Image and Video Library

2004-03-24

KENNEDY SPACE CENTER, FLA. -- In the Thermal Protection System Facility, Pilar Ryan, with United Space Alliance, stitches a piece of insulation blanket for Atlantis. In the foreground is a ring inside of which the blankets will be sewn to fit in the orbiter's nose cap. The blankets consist of layered, pure silica felt sandwiched between a layer of silica fabric (the hot side) and a layer of S-Glass fabric. The blankets are semi-rigid and can be made as large as 30 inches by 30 inches. The blanket is through-stitched with pure silica thread in a 1-inch grid pattern. After fabrication, the blanket is bonded directly to the vehicle structure and finally coated with a high purity silica coating that improves erosion resistance.

STS-65 Columbia, OV-102, clears launch tower after liftoff from KSC LC 39A

NASA Image and Video Library

1994-07-08

Columbia, Orbiter Vehicle (OV) 102, heads skyward after clearing the fixed service structure (FSS) tower at Kennedy Space Center (KSC) Launch Complex (LC) Pad 39A. Florida plant life appears in the foreground. The exhaust cloud produced by OV-102's solid rocket boosters (SRBs) covers the launch pad area with the exception of the sound suppression water system tower. OV-102's starboard side and the right SRB are visible from this angle. Launch occurred at 12:43 pm Eastern Daylight Time (EDT). Once in Earth orbit, STS-65's six NASA astronauts and a Japanese Payload Specialist aboard OV-102 will begin two weeks of experimentation in support of the second International Microgravity Laboratory (IML-2).

Load and dynamic assessment of B-52B-008 carrier aircraft for finned configuration 1 space shuttle solid rocket booster deceleration subsystem drop test vehicle. Volume 4: Pylon load data

NASA Technical Reports Server (NTRS)

Quade, D. A.

1978-01-01

The pylon loading at the drop test vehicle and wing interface attack points is presented. The loads shown are determined using a stiffness method, which assumes the side stiffness of the forward hook guide and the fore and aft stiffness of each drag pin to be equal. The net effect of this assumption is that the forward hook guide reacts approximately 96% of the drop test vehicle yawing moment. For a comparison of these loads to previous X-15 analysis design loadings, see Volume 1 of this document.

Docking system for spacecraft

NASA Technical Reports Server (NTRS)

Kahn, Jon B. (Inventor)

1990-01-01

A mechanism for the docking of a space vehicle to a space station where a connection for transfer of personnel and equipment is desired. The invention comprises an active docking structure on a space vehicle 10 and a passive docking structure on a station 11. The passive structure includes a docking ring 50 mounted on a tunnel structure 35 fixed to the space station. The active structure including a docking ring 18 carried by actuator-attenuator devices 20, each attached at one end to the ring 18 and at its other end in the vehicle's payload bay 12. The devices 20 respond to command signals for moving the docking ring 18 between a stowed position in the space vehicle to a deployed position suitable for engagement with the docking ring 50. The devices 20 comprise means responsive to signals of sensed loadings to absorb impact energy and retraction means for drawing the coupled space vehicle and station into final docked configuration and moving the tunnel structure to a berthed position in the space vehicle 10. Latches 60 couple the space vehicle and space station upon contact of docking rings 18 and 50 and latches 41-48 establish a structural tie between the spacecraft when retracted.

A Robust Real Time Direction-of-Arrival Estimation Method for Sequential Movement Events of Vehicles.

PubMed

Liu, Huawei; Li, Baoqing; Yuan, Xiaobing; Zhou, Qianwei; Huang, Jingchang

2018-03-27

Parameters estimation of sequential movement events of vehicles is facing the challenges of noise interferences and the demands of portable implementation. In this paper, we propose a robust direction-of-arrival (DOA) estimation method for the sequential movement events of vehicles based on a small Micro-Electro-Mechanical System (MEMS) microphone array system. Inspired by the incoherent signal-subspace method (ISM), the method that is proposed in this work employs multiple sub-bands, which are selected from the wideband signals with high magnitude-squared coherence to track moving vehicles in the presence of wind noise. The field test results demonstrate that the proposed method has a better performance in emulating the DOA of a moving vehicle even in the case of severe wind interference than the narrowband multiple signal classification (MUSIC) method, the sub-band DOA estimation method, and the classical two-sided correlation transformation (TCT) method.

Factors that influence chest injuries in rollovers.

PubMed

Digges, Kennerly; Eigen, Ana; Tahan, Fadi; Grzebieta, Raphael

2014-01-01

The design of countermeasures to reduce serious chest injuries for belted occupants involved in rollover crashes requires an understanding of the cause of these injuries and of the test conditions to assure the effectiveness of the countermeasures. This study defines rollover environments and occupant-to-vehicle interactions that cause chest injuries for belted drivers. The NASS-CDS was examined to determine the frequency and crash severity for belted drivers with serious (Abbreviated Injury Scale [AIS] 3+) chest injuries in rollovers. Case studies of NASS crashes with serious chest injuries sustained by belted front occupants were undertaken and damage patterns were determined. Vehicle rollover tests with dummies were examined to determine occupant motion in crashes with damage similar to that observed in the NASS cases. Computer simulations were performed to further explore factors that could contribute to chest injury. Finite element model (FEM) vehicle models with both the FEM Hybrid III dummy and THUMS human model were used in the simulations. Simulation of rollovers with 6 quarter-turns or less indicated that increases in the vehicle pitch, either positive or negative, increased the severity of dummy chest loadings. This finding was consistent with vehicle damage observations from NASS cases. For the far-side occupant, the maximum chest loadings were caused by belt and side interactions during the third quarter-turn and by the center console loading during the fourth quarter-turn. The results showed that the THUMS dummy produced more realistic kinematics and improved insights into skeletal and chest organ loadings compared to the Hybrid III dummy. These results suggest that a dynamic rollover test to encourage chest injury reduction countermeasures should induce a roll of at least 4 quarter-turns and should also include initial vehicle pitch and/or yaw so that the vehicle's axis of rotation is not aligned with its inertial roll axis during the initial stage of the rollover.

Insulation detection of electric vehicle batteries

NASA Astrophysics Data System (ADS)

Dai, Qiqi; Zhu, Zhongwen; Huang, Denggao; Du, Mingxing; Wei, Kexin

2018-06-01

In this paper, an electric vehicle insulation detection method with single side switching fixed resistance is designed, and the hardware and software design of the system are given. The experiment proves that the insulation detection system can detect the insulation resistance in a wide range of resistance values, and accurately report the fault level. This system can effectively monitor the insulation fault between the car body and the high voltage line and avoid the passengers from being injured.

Coupled Directional Stability of Multiple Ship Formations

DTIC Science & Technology

2013-06-01

Papoulias, “Bifurcation analysis of line of sight vehicle guidance using sliding modes ,” Int. J. of Bifurcation and Chaos, vol. 1, p.4, 1991. [12] F...DISTRIBUTION CODE 13. ABSTRACT (maximum 200 words) This thesis addresses the problem of coordinated motion control and the stability loss of surface...plane with no side slip. A state feedback control law is coupled with a line of sight guidance law to provide path control . A string of three vehicles

New Approach for Thermal Protection System of a Probe During Entry

NASA Technical Reports Server (NTRS)

Yendler, Boris; Poffenbarger, Nathan; Patel, Amisha; Bhave, Ninad; Papadopoulos, Periklis

2005-01-01

One of the biggest challenges for any thermal protection system (TPS) of a probe is to provide a sufficient barrier for heat generated during descent in order to keep the temperature inside of the probe low enough to support operational temperature of equipment. Typically, such a goal is achieved by having the ceramic tiles and blankets like on the Space Shuttle, silicon based ablators, or metallic systems to cover the probe external surface. This paper discusses the development of an innovative technique for TPS of the probe. It is proposed to use a novel TPS which comprises thermal management of the entry vehicle. It includes: a) absorption of the heat during heat pick load by a Phase Change Material (PCM), b) separation of the compartment which contains PCM from the rest of the space vehicle by a gap with a high thermal resistance, c) maintaining temperature of the internal wall of s/c cabin temperature by transfer heat from the internal wall to the "cold" side of the vehicle and to reject heat into the space during the flight and on a ground, d) utilization of an advanced heat pipe, so called Loop Heat Pipe to transfer heat from the cabin internal wall to the cold side of the s/c and to reject the heat into environment outside of the vehicle. A Loop Heat Pipe is capable of transferring heat against gravity

4-Day evaluation of the irritation potential of topical desoximetasone 0.25% and 0.05% spray on light-exposed skin.

PubMed

Patel, Nupur U; Grammenos, Alexandra; Gowda, Asha; Onikoyi, Omobola; Feldman, Steven R

2018-06-01

The safety and potential side effects of desoximetasone 0.25% and 0.05% sprays have not previously been studied. The primary objective of this study was to determine the irritation potential of desoximetasone 0.25%, 0.05% and vehicle sprays in response to irradiation. Thirty-four subjects were enrolled in the study, each with three study treatments (desoximetasone 0.25%, 0.05% topical sprays and vehicle) were applied to two sites each on the back of every subject, with half of the sites irradiated with filtered UV light. Dermal reactions at the test sites were evaluated using a visual scale with corresponding numerical scores that rated the degree of erythema and oedema. Desoximetasone 0.25%, 0.05%, and vehicle caused no detectable signs of phototoxicity when examined on days 3 and 4. Mean scores of desoximetasone 0.25%, 0.05% and vehicle to non-irradiated treatment areas showed no signs of irritation. Our results suggest that regular application of desoximetasone 0.25% and 0.05% topical sprays do not induce photosensitization or photoirritation. The safety of this topical spray may help with clinical management of patients using topical corticosteroids while also receiving therapeutic UV light exposure. Thus, patients can use desoximetasone sprays without concerns of side effects due to therapeutic light or sun exposure.

Associations between damage location and five main body region injuries of MAIS 3–6 injured occupants

PubMed Central

Tang, Youming; Cao, Libo; Kan, Steven

2014-01-01

Objectives To examine the damage location distribution of five main body region injuries of maximum abbreviated injury score (MAIS) 3–6 injured occupants for nearside struck vehicle in front-to-side impact crashes. Design and setting MAIS 3–6 injured occupants information was extracted from the US-National Automotive Sampling System/Crashworthiness Data System in the year 2007; it included the head/face/neck, chest, pelvis, upper extremity and lower extremity. Struck vehicle collision damage was classified in a three-dimensional system according to the J224 Collision Deformation Classification of SAE Surface Vehicle Standard. Participants Nearside occupants seated directly adjacent to the struck side of the vehicle with MAIS 3–6 injured, in light truck vehicles–passenger cars (LTV–PC) side impact crashes. Outcome measures Distribution of MAIS 3–6 injured occupants by body regions and specific location of damage (lateral direction, horizontal direction and vertical direction) were examined. Injury risk ratio was also assessed. Results The lateral crush zone contributed to MAIS 3–6 injured occupants (n=705) and 50th centile injury risks when extended into zone 3. When the crush extended to zone 4, the injury risk ratio of MAIS 3–6 injured occupants approached 81%. The horizontal crush zones contributing to the highest injury risk ratio of MAIS 3–6 occupants were zones ‘D’ and ‘Y’, and the injury risk ratios were 25.4% and 36.9%, respectively. In contrast, the lowest injury risk ratio was 5.67% caused by zone ‘B’. The vertical crush zone which contributed to the highest injury risk ratio of MAIS 3–6 occupants was zone ‘E’, whose injury risk ratio was 58%. In contrast, the lowest injury risk ratio was 0.14% caused by zone ‘G+M’. Conclusions The highest injury risk ratio of MAIS 3–6 injured occupants caused by crush intrusion between 40 and 60 cm in LTV–PC nearside impact collisions and the damage region of the struck vehicle was in the zones ‘E’ and ‘Y’. PMID:24812190

Demonstration of Hybrid Multilayer Insulation for Fixed Thickness Applications

NASA Astrophysics Data System (ADS)

Johnson, W. L.; Fesmire, J. E.; Heckle, K. W.

2015-12-01

Cryogenic multilayer insulation (MLI) systems provide both conductive and radiative thermal insulation performance. The use of radiation shields with low conductivity spacers in between are required. By varying the distance and types of the spacers between the radiation shields, the relative radiation and conduction heat transfers can be manipulated. However, in most systems, there is a fixed thickness or volume allocated to the insulation. To understand how various combinations of different multilayer insulation (MLI) systems work together and to further validate thermal models of hybrid MLI systems, test data are needed. The MLI systems include combinations of Load-Bearing MLI (LB-MLI) and traditional MLI (tMLI). To further simulate the space launch vehicle case wherein both ambient pressure and vacuum environments are addressed, different cold-side thermal insulation substrates were included for select tests. The basic hybrid construction consists of some number of layers of LB-MLI on the cold side of the insulation system followed by layers of tMLI on the warm side of the system. The advantages of LB-MLI on the cold side of the insulation blanket are that its low layer density (0.5 - 0.6 layer/mm) is better suited for lower temperature applications and is a structural component to support heat interception shields that may be placed within the blanket. The advantage of tMLI systems on the warm side is that radiation is more dominant than conduction at warmer temperatures, so that a higher layer density is desired (2 - 3 layer/mm) and less effort need be put into minimizing conduction heat transfer. Liquid nitrogen boiloff test data using a cylindrical calorimeter are presented along with analysis for spacecraft tank applications.

Assessment of NHTSA’s Report “Relationships Between Fatality Risk, Mass, and Footprint in Model Year 2000-2007 Passenger Cars and LTVs”

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wenzel, Tom

2012-08-01

NHTSA recently completed a logistic regression analysis updating its 2003 and 2010 studies of the relationship between vehicle mass and US fatality risk per vehicle mile traveled (VMT). The new study updates the previous analyses in several ways: updated FARS data from 2002 to 2008 for MY00 to MY07 vehicles are used; induced exposure data from police reported crashes in several additional states are added; a new vehicle category for car-based crossover utility vehicles (CUVs) and minivans is created; crashes with other light-duty vehicles are divided into two groups based on the crash partner vehicle’s weight, and a category formore » all other fatal crashes is added; and new control variables for new safety technologies and designs, such as electronic stability controls (ESC), side airbags, and methods to meet voluntary agreement to improve light truck compatibility with cars, are included.« less

Assessment of NHTSA’s Report “Relationships Between Fatality Risk, Mass, and Footprint in Model Year 2000-2007 Passenger Cars and LTVs”

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wenzel, Tom

2011-09-01

NHTSA recently completed a logistic regression analysis updating its 2003 and 2010 studies of the relationship between vehicle mass and US fatality risk per vehicle mile traveled (VMT). The new study updates the previous analyses in several ways: updated FARS data from 2002 to 2008 for MY00 to MY07 vehicles are used; induced exposure data from police reported crashes in several additional states are added; a new vehicle category for car-based crossover utility vehicles (CUVs) and minivans is created; crashes with other light-duty vehicles are divided into two groups based on the crash partner vehicle’s weight, and a category formore » all other fatal crashes is added; and new control variables for new safety technologies and designs, such as electronic stability controls (ESC), side airbags, and methods to meet voluntary agreement to improve light truck compatibility with cars, are included.« less

Handling and safety enhancement of race cars using active aerodynamic systems

NASA Astrophysics Data System (ADS)

Diba, Fereydoon; Barari, Ahmad; Esmailzadeh, Ebrahim

2014-09-01

A methodology is presented in this work that employs the active inverted wings to enhance the road holding by increasing the downward force on the tyres. In the proposed active system, the angles of attack of the vehicle's wings are adjusted by using a real-time controller to increase the road holding and hence improve the vehicle handling. The handling of the race car and safety of the driver are two important concerns in the design of race cars. The handling of a vehicle depends on the dynamic capabilities of the vehicle and also the pneumatic tyres' limitations. The vehicle side-slip angle, as a measure of the vehicle dynamic safety, should be narrowed into an acceptable range. This paper demonstrates that active inverted wings can provide noteworthy dynamic capabilities and enhance the safety features of race cars. Detailed analytical study and formulations of the race car nonlinear model with the airfoils are presented. Computer simulations are carried out to evaluate the performance of the proposed active aerodynamic system.

Special issue : safety advancements

DOT National Transportation Integrated Search

1999-04-24

This issue of 'Status Report' focuses on some of the most recent key safety technology improvements. The crash protection in passenger vehicles is improving substantially; advanced frontal airbags will soon be available in a number of models and side...

40 CFR 51.362 - Motorist compliance enforcement program oversight.

Code of Federal Regulations, 2010 CFR

2010-07-01

... collection through the use of automatic data capture systems such as bar-code scanners or optical character... determination of compliance through parking lot surveys, road-side pull-overs, or other in-use vehicle...

40 CFR 51.362 - Motorist compliance enforcement program oversight.

Code of Federal Regulations, 2011 CFR

2011-07-01

... collection through the use of automatic data capture systems such as bar-code scanners or optical character... determination of compliance through parking lot surveys, road-side pull-overs, or other in-use vehicle...

Elevation scanning laser/multi-sensor hazard detection system controller and mirror/mast speed control components. [roving vehicle electromechanical devices

NASA Technical Reports Server (NTRS)

Craig, J.; Yerazunis, S. W.

1978-01-01

The electro-mechanical and electronic systems involved with pointing a laser beam from a roving vehicle along a desired vector are described. A rotating 8 sided mirror, driven by a phase-locked dc motor servo system, and monitored by a precision optical shaft encoder is used. This upper assembly is then rotated about an orthogonal axis to allow scanning into all 360 deg around the vehicle. This axis is also driven by a phase locked dc motor servo-system, and monitored with an optical shaft encoder. The electronics are realized in standard TTL integrated circuits with UV-erasable proms used to store desired coordinates of laser fire. Related topics such as the interface to the existing test vehicle are discussed.

Automatic 3D relief acquisition and georeferencing of road sides by low-cost on-motion SfM

NASA Astrophysics Data System (ADS)

Voumard, Jérémie; Bornemann, Perrick; Malet, Jean-Philippe; Derron, Marc-Henri; Jaboyedoff, Michel

2017-04-01

3D terrain relief acquisition is important for a large part of geosciences. Several methods have been developed to digitize terrains, such as total station, LiDAR, GNSS or photogrammetry. To digitize road (or rail tracks) sides on long sections, mobile spatial imaging system or UAV are commonly used. In this project, we compare a still fairly new method -the SfM on-motion technics- with some traditional technics of terrain digitizing (terrestrial laser scanning, traditional SfM, UAS imaging solutions, GNSS surveying systems and total stations). The SfM on-motion technics generates 3D spatial data by photogrammetric processing of images taken from a moving vehicle. Our mobile system consists of six action cameras placed on a vehicle. Four fisheye cameras mounted on a mast on the vehicle roof are placed at 3.2 meters above the ground. Three of them have a GNNS chip providing geotagged images. Two pictures were acquired every second by each camera. 4K resolution fisheye videos were also used to extract 8.3M not geotagged pictures. All these pictures are then processed with the Agisoft PhotoScan Professional software. Results from the SfM on-motion technics are compared with results from classical SfM photogrammetry on a 500 meters long alpine track. They were also compared with mobile laser scanning data on the same road section. First results seem to indicate that slope structures are well observable up to decimetric accuracy. For the georeferencing, the planimetric (XY) accuracy of few meters is much better than the altimetric (Z) accuracy. There is indeed a Z coordinate shift of few tens of meters between GoPro cameras and Garmin camera. This makes necessary to give a greater freedom to altimetric coordinates in the processing software. Benefits of this low-cost SfM on-motion method are: 1) a simple setup to use in the field (easy to switch between vehicle types as car, train, bike, etc.), 2) a low cost and 3) an automatic georeferencing of 3D points clouds. Main disadvantages are: 1) results are less accurate than those from LiDAR system, 2) a heavy images processing and 3) a short distance of acquisition.

Structural interaction with transportation and handling systems

NASA Technical Reports Server (NTRS)

1973-01-01

Problems involved in the handling and transportation of finished space vehicles from the factory to the launch site are presented, in addition to recommendations for properly accounting for in space vehicle structural design, adverse interactions during transportation. Emphasis is given to the protection of vehicle structures against those environments and loads encountered during transportation (including temporary storage) which would exceed the levels that the vehicle can safely withstand. Current practices for verifying vehicle safety are appraised, and some of the capabilities and limitations of transportation and handling systems are summarized.

Mobile remote manipulator vehicle system

NASA Technical Reports Server (NTRS)

Bush, Harold G. (Inventor); Mikulas, Martin M., Jr. (Inventor); Wallsom, Richard E. (Inventor); Jensen, J. Kermit (Inventor)

1987-01-01

A mobile remote manipulator system is disclosed for assembly, repair and logistics transport on, around and about a space station square bay truss structure. The vehicle is supported by a square track arrangement supported by guide pins integral with the space station truss structure and located at each truss node. Propulsion is provided by a central push-pull drive mechanism that extends out from the vehicle one full structural bay over the truss and locks drive rods into the guide pins. The draw bar is now retracted and the mobile remote manipulator system is pulled onto the next adjacent structural bay. Thus, translation of the vehicle is inchworm style. The drive bar can be locked onto two guide pins while the extendable draw bar is within the vehicle and then push the vehicle away one bay providing bidirectional push-pull drive. The track switches allow the vehicle to travel in two orthogonal directions over the truss structure which coupled with the bidirectional drive, allow movement in four directions on one plane. The top layer of this trilayered vehicle is a logistics platform. This platform is capable of 369 degees of rotation and will have two astronaut foot restraint platforms and a space crane integral.

STS-47 MS Jemison extends side hatch mockup CES pole during JSC training

NASA Technical Reports Server (NTRS)

1992-01-01

STS-47 Endeavour, Orbiter Vehicle (OV) 105, Mission Specialist (MS) Mae C. Jemison extends crew escape system (CES) pole through a side hatch mockup during launch emergency egress (bailout) training in JSC's Mockup and Integration Laboratory (MAIL) Bldg 9A. MS Jerome Apt (right) looks on. The crewmembers practiced extending the CES pole prior to donning their launch and entry suits (LESs) and conducting the simulation in the Crew Compartment Trainer (CCT).

STS-49 MS Thornton, in LES, at the CCT side hatch during JSC egress exercises

NASA Technical Reports Server (NTRS)

1992-01-01

STS-49 Endeavour, Orbiter Vehicle (OV) 105, Mission Specialist (MS) Kathryn C. Thornton, wearing launch and entry suit (LES) and with foot propped on open side hatch, prepares to enter JSC's Crew Compartment Trainer (CCT) located in the Mockup and Integration Laboratory (MAIL) Bldg 9. Thornton along with other STS-49 crewmembers is participating in post-landing emergency egress training. Photo taken by NASA JSC contract photographer Mark Sowa.

V-type multicylinder internal combustion engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Tsuboi, M.

1986-05-20

A V-type multicylinder internal combustion engine is described for vehicles comprising front and rear cylinder blocks arrayed in V shape longitudinally of a vehicle body, front and rear cylinder heads fixed on each cylinder block, pistons sliding in the cylinder blocks, a crank and transmission case formed uniformly on the cylinder blocks, a crankshaft extending transversely of the vehicle body borne rotatably on both side walls of the crank and transmission case at journals on both sides, the crankshaft being coupled to the pistons at a crank pin through connecting rods and provided with front and rear driving sprockets, frontmore » and rear cam shafts mounted rotatably on the cylinder heads with driven sprockets fixed thereon, a front timing chain laid between the front driving sprocket and the front driven sprocket and constituting together with the front driving and driven sprockets a front cam driving means, a rear timing chain laid between the rear driving sprocket and the rear driven sprocket and constituting together with the rear driving and driven sprockets a rear cam driving means, and a speed change gear coupled to the crankshaft by way of a primary reduction gear and a clutch.« less

Time-to-collision analysis of pedestrian and pedal-cycle accidents for the development of autonomous emergency braking systems.

PubMed

Lenard, James; Welsh, Ruth; Danton, Russell

2018-06-01

The aim of this study was to describe the position of pedestrians and pedal cyclists relative to the striking vehicle in the 3 s before impact. This information is essential for the development of effective autonomous emergency braking systems and relevant test conditions for consumer ratings. The UK RAIDS-OTS study provided 175 pedestrian and 127 pedal-cycle cases based on in-depth, at-scene investigations of a representative sample of accidents in 2000-2010. Pedal cyclists were scattered laterally more widely than pedestrians (90% of cyclists within around ±80° compared to ±20° for pedestrians), however their distance from the striking vehicle in the seconds before impact was no greater (90% of cyclists within 42 m at 3 s compared to 50 m for pedestrians). This data is consistent with a greater involvement of slow moving vehicles in cycle accidents. The implication of the results is that AEB systems for cyclists require almost complete 180° side-to-side vision but do not need a longer distance range than for pedestrians. Copyright © 2018 Elsevier Ltd. All rights reserved.

Analysis and Testing of High Temperature Fibrous Insulation for Reusable Launch Vehicles

NASA Technical Reports Server (NTRS)

Daryabeigi, Kamran

1999-01-01

Analytical models were developed to model the heat transfer through high-temperature fibrous insulation used in metallic thermal protection systems on reusable launch vehicles. The optically thick approximation was used to simulate radiation heat transfer through the insulation. Different models for gaseous conduction and solid conduction in the fibers, and for combining the various modes of heat transfer into a local, volume-averaged, thermal conductivity were considered. The governing heat transfer equations were solved numerically, and effective thermal conductivities were calculated from the steady-state results. An experimental apparatus was developed to measure the apparent thermal conductivity of insulation subjected to pressures, temperatures and temperature gradients representative of re-entry conditions for launch vehicles. The apparent thermal conductivity of an alumina fiber insulation was measured at nominal densities of 24, 48 and 96 kg/cu m. Data were obtained at environmental pressures from 10(exp 4) to 760 torr, with the insulation cold side maintained at room temperature and its hot side temperature varying up to 1000 C. The experimental results were used to evaluate the analytical models. The best analytical model resulted in effective thermal conductivity predictions that were within 8% of experimental results.

Reducing Runway Incursions: Can You Relate?

DOT National Transportation Integrated Search

1992-01-01

Side object detection systems (SODS) are collision warning systems which alert drivers to the presence of traffic alongside their vehicle within defined detection zones. The intent of SODS is to reduce collisions during lane changes and merging maneu...

Finite Element Modelling Full Vehicle Side Impact with Ultrahigh Strength Hot Stamped Steels

NASA Astrophysics Data System (ADS)

Taylor, T.; Fourlaris, G.; Cafolla, J.

2016-10-01

"Hot stamped boron steel" 22MnB5 has been imperative in meeting the automotive industry's demand for materials exhibiting higher tensile strength in the final component. In this paper, the crash performance of three experimental grades developed for automotive hot stamping technologies, exhibiting wider tensile property ranges than 22MnB5, was validated by finite element modelling full vehicle side impact with the experimental material data applied to the B-pillar reinforcement. The superior anti-intrusive crash performance of grade 38MnB5 was demonstrated, with 11 mm less intrusion of the B-pillar reinforcement compared to 22MnB5. Moreover, the superior "impact-energy absorptive" crash performance of grade 15MnCr5 was demonstrated, with 0.15 kJ greater impact-energy absorption by the B-pillar reinforcement compared to 22MnB5.

EV Charging Algorithm Implementation with User Price Preference

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wang, Bin; Hu, Boyang; Qiu, Charlie

2015-02-17

in this paper, we propose and implement a smart Electric Vehicle (EV) charging algorithm to control the EV charging infrastructures according to users’ price preferences. EVSE (Electric Vehicle Supply Equipment), equipped with bidirectional communication devices and smart meters, can be remotely monitored by the proposed charging algorithm applied to EV control center and mobile app. On the server side, ARIMA model is utilized to fit historical charging load data and perform day-ahead prediction. A pricing strategy with energy bidding policy is proposed and implemented to generate a charging price list to be broadcasted to EV users through mobile app. Onmore » the user side, EV drivers can submit their price preferences and daily travel schedules to negotiate with Control Center to consume the expected energy and minimize charging cost simultaneously. The proposed algorithm is tested and validated through the experimental implementations in UCLA parking lots.« less

Design considerations in clustering nuclear rocket engines

NASA Technical Reports Server (NTRS)

Sager, Paul H.

1992-01-01

An initial investigation of the design considerations in clustering nuclear rocket engines for space transfer vehicles has been made. The clustering of both propulsion modules (which include start tanks) and nuclear rocket engines installed directly to a vehicle core tank appears to be feasible. Special provisions to shield opposite run tanks and the opposite side of a core tank - in the case of the boost pump concept - are required; the installation of a circumferential reactor side shield sector appears to provide an effective solution to this problem. While the time response to an engine-out event does not appear to be critical, the gimbal displacement required appears to be important. Since an installation of three engines offers a substantial reduction in gimbal requirements for engine-out and it may be possible to further enhance mission reliability with the greater number of engines, it is recommended that a cluster of four engines be considered.

Design considerations in clustering nuclear rocket engines

NASA Astrophysics Data System (ADS)

Sager, Paul H.

1992-07-01

An initial investigation of the design considerations in clustering nuclear rocket engines for space transfer vehicles has been made. The clustering of both propulsion modules (which include start tanks) and nuclear rocket engines installed directly to a vehicle core tank appears to be feasible. Special provisions to shield opposite run tanks and the opposite side of a core tank - in the case of the boost pump concept - are required; the installation of a circumferential reactor side shield sector appears to provide an effective solution to this problem. While the time response to an engine-out event does not appear to be critical, the gimbal displacement required appears to be important. Since an installation of three engines offers a substantial reduction in gimbal requirements for engine-out and it may be possible to further enhance mission reliability with the greater number of engines, it is recommended that a cluster of four engines be considered.

Composite armored vehicle advanced technology demonstator

DOE Office of Scientific and Technical Information (OSTI.GOV)

Ostberg, D.T.; Dunfee, R.S.; Thomas, G.E.

1996-12-31

Composite structures are a key technology needed to develop future lightweight combat vehicles that are both deployable and survivable. The Composite Armored Vehicle Advanced Technology Demonstrator Program that started in fiscal year 1994 will continue through 1998 to verily that composite structures are a viable solution for ground combat vehicles. Testing thus far includes material characterization, structural component tests and full scale quarter section tests. Material and manufacturing considerations, tests, results and changes, and the status of the program will be described. The structural component tests have been completed successfully, and quarter section testing is in progress. Upon completion ofmore » the critical design review, the vehicle demonstrator will be Fabricated and undergo government testing.« less

Integrated Composite Stiffener Structure (ICoSS) Concept for Planetary Entry Vehicles

NASA Technical Reports Server (NTRS)

Kellas, Sotiris

2016-01-01

Results from the design, manufacturing, and testing of a lightweight Integrated Composite Stiffened Structure (ICoSS) concept, intended for multi-mission planetary entry vehicles are presented. Tests from both component and full-scale tests for a typical Earth Entry Vehicle forward shell manufactured using the ICoSS concept are presented and advantages of the concept for the particular application of passive Earth Entry Vehicles over other structural concepts are discussed.

Influence of Structural Flexibility on the Dynamic Precision of a Vehicle-Mounted Equipment System

DTIC Science & Technology

2015-05-12

Paramsothy Jayakumar , Dave Mechergui, Ronald Renke U.S.Army RDECOM TARDEC INFLUENCE OF STRUCTURAL FLEXIBILITY ON THE DYNAMIC PRECISION OF A...COVERED 00-00-2015 to 00-00-2015 4. TITLE AND SUBTITLE INFLUENCE OF STRUCTURAL FLEXIBILITY ON THE DYNAMIC PRECISION OF A VEHICLE-MOUNTED EQUIPMENT...Equipment Enclosure CMS Results 23 12. Influence of CMS Method on the Vehicle Dynamics 24 13. Influence of Flexibility on the Vehicle

Measurement of Radiation Protection Factors for Contaminated Vehicles

DTIC Science & Technology

1999-03-01

sources, developed by the Aberdeen Test Center in the USA. Point sources of 6°Co are embedded in a blanket (on a 0.5 m grid) and draped over a vehicle...constructing a similar facility. Thus, a different approach is desired. This is achieved through the arrangement depicted in Figure 1. A rubber tube is draped ...Figure 1: Experimental set-up. A rubber tube was draped over the Grizzly at one foot intervals along the side ofthe Grizzly. Two motors (one shown at

STS-31 Discovery, Orbiter Vehicle (OV) 103, lands on EAFB concrete runway 22

NASA Technical Reports Server (NTRS)

1990-01-01

The main landing gear (MLG) of Discovery, Orbiter Vehicle (OV) 103, rides along concrete runway 22 at Edwards Air Force Base (EAFB), California, bringing mission STS-31 to an end. The nose landing gear (NLG) is suspended above the runway prior to touchdown and wheel stop which occurred at 6:51:00 am (Pacific Daylight Time (PDT)). View shows OV-103's starboard side and deployed rudder/speedbrake. EAFB facilities are seen in the distance.

Node 1 CPA docking mechanism installation

NASA Image and Video Library

2015-05-26

ISS043E256577 (05/26/2015) --- Expedition 43 commander and NASA astronaut Terry Virts is seen here closing the hatch to the Leonardo Permanent Multipurpose Module (PMM.) The PMM was moved on May 27, 2015 from the Unity node to the Tranquility node. This freed up a docking port on the Earth-facing side of Unity for visiting cargo vehicles and was the latest activity in the ongoing upgrades to the station to prepare for future U.S. commercial crew vehicles.

A Timing Estimation Method Based-on Skewness Analysis in Vehicular Wireless Networks.

PubMed

Cui, Xuerong; Li, Juan; Wu, Chunlei; Liu, Jian-Hang

2015-11-13

Vehicle positioning technology has drawn more and more attention in vehicular wireless networks to reduce transportation time and traffic accidents. Nowadays, global navigation satellite systems (GNSS) are widely used in land vehicle positioning, but most of them are lack precision and reliability in situations where their signals are blocked. Positioning systems base-on short range wireless communication are another effective way that can be used in vehicle positioning or vehicle ranging. IEEE 802.11p is a new real-time short range wireless communication standard for vehicles, so a new method is proposed to estimate the time delay or ranges between vehicles based on the IEEE 802.11p standard which includes three main steps: cross-correlation between the received signal and the short preamble, summing up the correlated results in groups, and finding the maximum peak using a dynamic threshold based on the skewness analysis. With the range between each vehicle or road-side infrastructure, the position of neighboring vehicles can be estimated correctly. Simulation results were presented in the International Telecommunications Union (ITU) vehicular multipath channel, which show that the proposed method provides better precision than some well-known timing estimation techniques, especially in low signal to noise ratio (SNR) environments.

A High-Power Wireless Charging System Development and Integration for a Toyota RAV4 Electric Vehicle

DOE Office of Scientific and Technical Information (OSTI.GOV)

Onar, Omer C; Seiber, Larry Eugene; White, Cliff P

Several wireless charging methods are underdevelopment or available as an aftermarket option in the light-duty automotive market. However, there are not many studies detailing the vehicle integrations, particularly a complete vehicle integration with higher power levels. This paper presents the development, implementation, and vehicle integration of a high-power (>10 kW) wireless power transfer (WPT)-based electric vehicle (EV) charging system for a Toyota RAV4 vehicle. The power stages of the system are introduced with the design specifications and control systems including the active front-end rectifier with power factor correction (PFC), high frequency power inverter, high frequency isolation transformer, coupling coils, vehiclemore » side full-bridge rectifier and filter, and the vehicle battery. The operating principles of the control, communications, and protection systems are also presented in addition to the alignment and the driver interface system. The physical limitations of the system are also defined that would prevent the system operating at higher levels. The experiments are carried out using the integrated vehicle and the results obtained to demonstrate the system performance including the stage-by-stage efficiencies with matched and interoperable primary and secondary coils.« less

STS-65 Japanese Payload Specialist Mukai at CCT side hatch during training

NASA Image and Video Library

1993-11-22

STS-65 Japanese Payload Specialist Chiaki Mukai takes a break from training at the Johnson Space Center (JSC). Wearing a training version of the orange launch and entry suit (LES), Mukai stands at the crew compartment trainer (CCT) side hatch in the Mockup and Integration Laboratory (MAIL) Bldg 9NE. Note the crew escape system (CES) pole device extending out the side hatch which would accommodate crewmembers in bailout from a troubled spacecraft. Mukai represents the National Space Development Agency (NASDA) of Japan and will serve as a payload specialist aboard Columbia, Orbiter Vehicle (OV) 102, during the STS-65 International Microgravity Laboratory 2 (IML-2) mission.

Static and dynamic stability of the guidance force in a side-suspended HTS maglev system

NASA Astrophysics Data System (ADS)

Zhou, Dajin; Cui, Chenyu; Zhao, Lifeng; Zhang, Yong; Wang, Xiqing; Zhao, Yong

2017-02-01

The static and dynamic stability of the guidance force in a side-suspended HTS-PMG (permanent magnetic guideway) system were studied theoretically and experimentally. It is found that there are two types of guidance force that exist in the HTS-PMG system, which are sensitive to the levitation gap and the arrangement of YBCO bulks around the central axis of the PMG. An optimized YBCO array was used to stabilize the system, which enabled a side-suspended HTS-PMG maglev vehicle to run stably at 102 km h-1 on a circular test track with 6.5 m in diameter.

STS-65 Japanese Payload Specialist Mukai at CCT side hatch during training

NASA Technical Reports Server (NTRS)

1993-01-01

STS-65 Japanese Payload Specialist Chiaki Mukai takes a break from training at the Johnson Space Center (JSC). Wearing a training version of the orange launch and entry suit (LES), Mukai stands at the crew compartment trainer (CCT) side hatch in the Mockup and Integration Laboratory (MAIL) Bldg 9NE. Note the crew escape system (CES) pole device extending out the side hatch which would accommodate crewmembers in bailout from a troubled spacecraft. Mukai represents the National Space Development Agency (NASDA) of Japan and will serve as a payload specialist aboard Columbia, Orbiter Vehicle (OV) 102, during the STS-65 International Microgravity Laboratory 2 (IML-2) mission.

49 CFR 238.217 - Side structure.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 49 Transportation 4 2012-10-01 2012-10-01 false Side structure. 238.217 Section 238.217... Equipment § 238.217 Side structure. Each passenger car shall comply with the following: (a) Side posts and... of the material used to that of mild open-hearth steel for a car whose structural members are made of...

49 CFR 238.217 - Side structure.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 49 Transportation 4 2014-10-01 2014-10-01 false Side structure. 238.217 Section 238.217... Equipment § 238.217 Side structure. Each passenger car shall comply with the following: (a) Side posts and... of the material used to that of mild open-hearth steel for a car whose structural members are made of...

49 CFR 238.217 - Side structure.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 49 Transportation 4 2013-10-01 2013-10-01 false Side structure. 238.217 Section 238.217... Equipment § 238.217 Side structure. Each passenger car shall comply with the following: (a) Side posts and... of the material used to that of mild open-hearth steel for a car whose structural members are made of...

Impact Factors Analysis of the Hot Side Temperature of Thermoelectric Module

NASA Astrophysics Data System (ADS)

Zhang, Xingyu; Tan, Gangfeng; Yang, Bo

2018-03-01

The thermoelectric generator (TEG) plays a crucial role in converting the waste energy of exhaust into electricity, which ensures energy saving and increased fuel utilization efficiency. In the urban driving cycle, frequent vehicle operation, like deceleration or acceleration, results in continuous variation of the exhaust temperature. In order to make the operating performance stable, and to weaken the adverse effects of the frequent variation of the exhaust temperature on the lifetime and work efficiency of the electronic components of TEG systems, the output voltage of the thermoelectric (TE) module should stay more stable. This article provides an improved method for the temperature stability of the TE material hot side based on sandwiching material. From the view of the TEG system's average output power and the hot side temperature stability of the TE material, the analyzing factors, including the fluctuation frequency of the exhaust temperature and the physical properties and thickness of the sandwiching material are evaluated, respectively, in the sine and new European driving cycle (NEDC) fluctuation condition of the exhaust temperature. The results show few effects of sandwiching material thickness with excellent thermal conductivity on the average output power. During the 150-170 s of the NEDC test condition, the minimum hot side temperatures with a BeO ceramic thickness of 2 mm and 6 mm are, respectively, 537.19 K and 685.70 K, which shows the obvious effect on the hot side temperature stability of the BeO ceramic thickness in the process of acceleration and deceleration of vehicle driving.

Impact Factors Analysis of the Hot Side Temperature of Thermoelectric Module

NASA Astrophysics Data System (ADS)

Zhang, Xingyu; Tan, Gangfeng; Yang, Bo

2017-12-01

The thermoelectric generator (TEG) plays a crucial role in converting the waste energy of exhaust into electricity, which ensures energy saving and increased fuel utilization efficiency. In the urban driving cycle, frequent vehicle operation, like deceleration or acceleration, results in continuous variation of the exhaust temperature. In order to make the operating performance stable, and to weaken the adverse effects of the frequent variation of the exhaust temperature on the lifetime and work efficiency of the electronic components of TEG systems, the output voltage of the thermoelectric (TE) module should stay more stable. This article provides an improved method for the temperature stability of the TE material hot side based on sandwiching material. From the view of the TEG system's average output power and the hot side temperature stability of the TE material, the analyzing factors, including the fluctuation frequency of the exhaust temperature and the physical properties and thickness of the sandwiching material are evaluated, respectively, in the sine and new European driving cycle (NEDC) fluctuation condition of the exhaust temperature. The results show few effects of sandwiching material thickness with excellent thermal conductivity on the average output power. During the 150-170 s of the NEDC test condition, the minimum hot side temperatures with a BeO ceramic thickness of 2 mm and 6 mm are, respectively, 537.19 K and 685.70 K, which shows the obvious effect on the hot side temperature stability of the BeO ceramic thickness in the process of acceleration and deceleration of vehicle driving.

Flight-vehicle materials, structures, and dynamics - Assessment and future directions. Vol. 5 - Structural dynamics and aeroelasticity

NASA Technical Reports Server (NTRS)

Noor, Ahmed K. (Editor); Venneri, Samuel L. (Editor)

1993-01-01

Various papers on flight vehicle materials, structures, and dynamics are presented. Individual topics addressed include: general modeling methods, component modeling techniques, time-domain computational techniques, dynamics of articulated structures, structural dynamics in rotating systems, structural dynamics in rotorcraft, damping in structures, structural acoustics, structural design for control, structural modeling for control, control strategies for structures, system identification, overall assessment of needs and benefits in structural dynamics and controlled structures. Also discussed are: experimental aeroelasticity in wind tunnels, aeroservoelasticity, nonlinear aeroelasticity, aeroelasticity problems in turbomachines, rotary-wing aeroelasticity with application to VTOL vehicles, computational aeroelasticity, structural dynamic testing and instrumentation.

Differences in geometry of pedestrian crashes in daylight and darkness.

PubMed

Sullivan, John M; Flannagan, Michael J

2011-02-01

Previous studies have shown that increased risk in darkness is particularly great for pedestrian crashes, suggesting that attempts to improve headlighting should focus on factors that likely influence those crashes. The current analysis was designed to provide information about how details of pedestrian crashes may differ between daylight and darkness. All pedestrian crashes that occurred in daylight or dark conditions in Michigan during 2004 were analyzed in terms of the variables included in the State of Michigan crash database. Additional analysis of the narratives and diagrams in police accident reports was performed for a subset of 400 of those crashes-200 sampled from daylight and 200 sampled from darkness. Several differences were found that appear to be related to the characteristic asymmetry of low-beam headlamps, which (in the United States) distributes more light on the passenger's side than the driver's side of the vehicle. These results provide preliminary quantification of the how the photometric differences between the right and left sides of typical headlamps may affect pedestrian crash risk. The results suggest that efforts to provide supplemental forward vehicle lighting in turns may have safety benefits for pedestrians. Copyright © 2011 Elsevier Ltd. All rights reserved.

Experimental study of moisture uptake of polyurethane foam subjected to a heat sink below 30 K

NASA Astrophysics Data System (ADS)

Zhang, X. B.; Chen, J. Y.; Gan, Z. H.; Qiu, L. M.; Zhang, K. H.; Yang, R. P.; Ma, X. J.; Liu, Z. H.

2014-01-01

Rigid closed-cell foam is widely used to thermally insulate liquid hydrogen and oxygen tanks of space launch vehicles due to its lightweight, mechanical strength and thermal-insulating performance. Up to now, little information is available on the intrusion of moisture into the foam that subjects one side to liquid hydrogen temperatures and the other side to room temperatures and high relative humidity. A novel cryogenic moisture uptake apparatus has been designed and fabricated to measure the moisture uptake into the polyurethane foam. For safety and convenience, two identical single-stage pulse tube cryocoolers instead of liquid hydrogen are used to cool one side of the foam specimen to the lowest temperature of 26 K. Total of eight specimens in three groups, according to whether there is a butt-joint or weathering period, are tested respectively for both 5 h and 9 h. The additional weight due to moisture uptake of the foam for the 26 K cases is compared to previous measurements at 79 K. The results are instructive for the applications of foam to the insulation of liquid hydrogen tanks in space launch vehicles.

Patterns of abdominal injuries in frontal and side impacts.

PubMed

Yoganandan, N; Pintar, F A; Gennarelli, T A; Maltese, M R

2000-01-01

Public awareness for safety and vehicle improvements has contributed to significant reduction in injuries secondary to motor vehicle crashes. The spectrum of trauma has shifted from one region of the body to another with varying consequences. For example, airbags have minimized head and neck injuries for adults while emphasizing the lower regions of the human body. Studies have concentrated on the changing patterns of these injuries in frontal impacts. However, there is almost a paucity of data with regard to the characterization of abdominal injuries. Consequently, this study was conducted to determine the patterns of abdominal injuries in frontal and side impacts with an emphasis on more recent crashes. In particular, the frequency and severity of trauma were investigated with a focus on the various abdominal organs (e.g., spleen and liver). Results indicate that side crashes contribute to a large percentage of injuries to the abdomen. The liver and spleen organs are most vulnerable; therefore, it may be beneficial to apply concerted efforts to focus on injury biomechanics research and prioritization activities in these areas of the abdomen. These data may be of benefit to develop anthropomorphic dummies with improved biofidelity.

Hypersonic Materials and Structures

NASA Technical Reports Server (NTRS)

Glass, David E.

2016-01-01

Thermal protection systems (TPS) and hot structures are required for a range of hypersonic vehicles ranging from ballistic reentry to hypersonic cruise vehicles, both within Earth's atmosphere and non-Earth atmospheres. The focus of this presentation is on air breathing hypersonic vehicles in the Earth's atmosphere. This includes single-stage to orbit (SSTO), two-stage to orbit (TSTO) accelerators, access to space vehicles, and hypersonic cruise vehicles. This paper will start out with a brief discussion of aerodynamic heating and thermal management techniques to address the high heating, followed by an overview of TPS for rocket-launched and air-breathing vehicles. The argument is presented that as we move from rocket-based vehicles to air-breathing vehicles, we need to move away from the insulated airplane approach used on the Space Shuttle Orbiter to a wide range of TPS and hot structure approaches. The primary portion of the paper will discuss issues and design options for CMC TPS and hot structure components, including leading edges, acreage TPS, and control surfaces. The current state-of-the-art will be briefly discussed for some of the components.

VECVEV : Vehicle Crash Virtual Environment Visualizer

DOT National Transportation Integrated Search

2001-03-01

Crashworthiness of automotive vehicles and impact response of highway structures represent very active research areas. The ultimate goal is to design vehicles and highway structures to minimize risk to passengers while also controlling damage to vehi...

Efficient Use of AUVs in the Maritime Environment

NASA Astrophysics Data System (ADS)

Slămnoiu, G.; Radu, O.; Roşca, V.; Pascu, C.; Surdu, G.; Curcă, E.; Damian, R. G.; Rădulescu, A.

2017-06-01

Autonomous underwater vehicle (AUV) a.k.a. underwater drones are subsea vehicles which operate in the underwater environment independently of direct human input. There is a growing interest in underwater data collection by using autonomous underwater vehicles within the oceanographic research community. In this paper, the Iver 2 AUV is examined to accomplish accurate side-scan data while executing well planned missions. Therefore, this papers goal is to establish the optimal use conditions for the AUV that RCN has so that we maximize the detection probability of sea bottom objects that can be risk factors and at the same time to cover a surface as large as possible during a single mission.

STS-41 crew poses in front of OV-103 on concrete runway 22 at EAFB, Calif

NASA Technical Reports Server (NTRS)

1990-01-01

STS-41 crewmembers give 'thumbs up' signal while standing in front of Discovery, Orbiter Vehicle (OV) 103, parked on concrete runway 22 at Edwards Air Force Base (EAFB), California. Having just completed their mission, the crewmembers are still wearing their launch and entry suits (LESs). From left to right are Mission Specialist (MS) Thomas D. Akers, Pilot Robert D. Cabana, Commander Richard N. Richards, MS Bruce E. Melnick, and MS William M. Shepherd. Set up at OV-103's side hatch is a mobile stairway which the crew uses to egress the vehicle and which technicians use when safing the vehicle during postflight operations.

Aspects of the passenger airbag E.C.U. location

NASA Astrophysics Data System (ADS)

Soica, A.

2016-08-01

Road accidents represent the dark side of road traffic, their consequences leading to material damage and often to vehicle occupant fatalities. Passive safety systems offer a high level of protection to vehicle occupants; yet, depending on a number of constructive factors and not only, these systems can not always ensure a high survival rate. The costs of road traffic accidents are to be borne by the whole society, with high amounts of money required. In this paper we analyze how the collision is felt in various points on the vehicle, at a given time and how this may affect the proper functioning of the passive safety systems, especially the airbag system.

Load and dynamic assessment of B-52B-008 carrier aircraft for finned configuration 1 space shuttle solid rocket booster decelerator subsystem drop test vehicle. Volume 3: Pylon load data method 1

NASA Technical Reports Server (NTRS)

Quade, D. A.

1978-01-01

The pylon loading at the drop test vehicle and wing interface attach points is presented. The loads shown are determined using a stiffness method, which assumes the side stiffness of the foreward hook guide to be one-fourth of the fore and aft stiffness of each drag pin. The net effect of this assumption is that the forward hook guide reacts approximately 85% of the drop test vehicle yawing moment. For a comparison of these loads to previous X-15 analysis design loadings, see Volume 1 of this document.

Next Generation Car — Example of Function Integration at the Light Urban Vehicle (LUV) Vehicle Concept

NASA Astrophysics Data System (ADS)

Kopp, G.; Brückmann, S.; Kriescher, M.; Friedrich, H. E.

In times of climate change vehicle emissions have to be reduced clearly. One possibility is to reduce the mass of the body in white using lightweight sandwich structures. The department `Lightweight and Hybrid Design Methods' of the Institute of Vehicle Concepts develops a vehicle body structure by using sandwiches with aluminum top layers and polyurethane foam as core material. For that the foam and the sandwiches were investigated under different load cases, e.g. pressure loading and in-plane tests. In tests with components the high potential of the sandwich materials were shown. On the dynamic component test facility of the institute, vehicle front structures were tested successfully. The results of all investigations regarding sandwich materials, integration of functions (e.g. crash, thermal) in vehicle structures and the concept LUV are developed under the research program of Next Generation Car of the DLR. We will show the development and results of the LUV.

Active Control of NITINOL-Reinforced Structural Composites

DTIC Science & Technology

1992-10-12

useful in many critical structures that are intended to operate autonomously for long durations in isolated environments such as defense vehicles , space...durations in isolated environment such as defense vehicles , space structures and satellites. ACKNOWLEDGEMENTS This work is funded by a grant from the US Army...are intended to operate autonomously for long durations in isolated environment such as defense vehicles , space structures and satellites. REFERENCES

Flow Separation Side Loads Excitation of Rocket Nozzle FEM

NASA Technical Reports Server (NTRS)

Smalley, Kurt B.; Brown, Andrew; Ruf, Joseph; Gilbert, John

2007-01-01

Modern rocket nozzles are designed to operate over a wide range of altitudes, and are also built with large aspect ratios to enable high efficiencies. Nozzles designed to operate over specific regions of a trajectory are being replaced in modern launch vehicles by those that are designed to operate from earth to orbit. This is happening in parallel with modern manufacturing and wall cooling techniques allowing for larger aspect ratio nozzles to be produced. Such nozzles, though operating over a large range of altitudes and ambient pressures, are typically designed for one specific altitude. Above that altitude the nozzle flow is 'underexpanded' and below that altitude, the nozzle flow is 'overexpanded'. In both conditions the nozzle produces less than the maximum possible thrust at that altitude. Usually the nozzle design altitude is well above sea level, leaving the nozzle flow in an overexpanded state for its start up as well as for its ground testing where, if it is a reusable nozzle such as the Space Shuttle Main Engine (SSME), the nozzle will operate for the majority of its life. Overexpansion in a rocket nozzle presents the critical, and sometimes design driving, problem of flow separation induced side loads. To increase their understanding of nozzle side loads, engineers at MSFC began an investigation in 2000 into the phenomenon through a task entitled "Characterization and Accurate Modeling of Rocket Engine Nozzle Side Loads", led by A. Brown. The stated objective of this study was to develop a methodology to accurately predict the character and magnitude of nozzle side loads. The study included further hot-fire testing of the MC-l engine, cold flow testing of subscale nozzles, CFD analyses of both hot-fire and cold flow nozzle testing, and finite element (fe.) analysis of the MC-1 engine and cold flow tested nozzles. A follow on task included an effort to formulate a simplified methodology for modeling a side load during a two nodal diameter fluid/structure interaction for a single moment in time.

Combined particle-image velocimetry and force analysis of the three-dimensional fluid-structure interaction of a natural owl wing.

PubMed

Winzen, A; Roidl, B; Schröder, W

2016-04-01

Low-speed aerodynamics has gained increasing interest due to its relevance for the design process of small flying air vehicles. These small aircraft operate at similar aerodynamic conditions as, e.g. birds which therefore can serve as role models of how to overcome the well-known problems of low Reynolds number flight. The flight of the barn owl is characterized by a very low flight velocity in conjunction with a low noise emission and a high level of maneuverability at stable flight conditions. To investigate the complex three-dimensional flow field and the corresponding local structural deformation in combination with their influence on the resulting aerodynamic forces, time-resolved stereoscopic particle-image velocimetry and force and moment measurements are performed on a prepared natural barn owl wing. Several spanwise positions are measured via PIV in a range of angles of attack [Formula: see text] 6° and Reynolds numbers 40 000 [Formula: see text] 120 000 based on the chord length. Additionally, the resulting forces and moments are recorded for -10° ≤ α ≤ 15° at the same Reynolds numbers. Depending on the spanwise position, the angle of attack, and the Reynolds number, the flow field on the wing's pressure side is characterized by either a region of flow separation, causing large-scale vortical structures which lead to a time-dependent deflection of the flexible wing structure or wing regions showing no instantaneous deflection but a reduction of the time-averaged mean wing curvature. Based on the force measurements the three-dimensional fluid-structure interaction is assumed to considerably impact the aerodynamic forces acting on the wing leading to a strong mechanical loading of the interface between the wing and body. These time-depending loads which result from the flexibility of the wing should be taken into consideration for the design of future small flying air vehicles using flexible wing structures.

Surface generation and editing operations applied to structural support of aerospace vehicle fuselages. M.S. Thesis

NASA Technical Reports Server (NTRS)

Schwartz, Susan K.

1992-01-01

The Solid Modeling Aerospace Research Tool (SMART) is a computer aided design tool used in aerospace vehicle design. Modeling of structural components using SMART includes the representation of the transverse or cross-wise elements of a vehicle's fuselage, ringframes, and bulkheads. Ringframes are placed along a vehicle's fuselage to provide structural support and maintain the shape of the fuselage. Bulkheads are also used to maintain shape, but are placed at locations where substantial structural support is required. Given a Bezier curve representation of a cross sectional cut through a vehicle's fuselage and/or an internal tank, this project produces a first-guess Bezier patch representation of a ringframe or bulkhead at the cross-sectional position. The grid produced is later used in the structural analysis of the vehicle. The graphical display of the generated patches allows the user to edit patch control points in real time. Constraints considered in the patch generation include maintaining 'square-like' patches and placement of longitudinal, or lengthwise along the fuselage, structural elements called longerons.

Evaluation of deer warning reflectors in Virginia.

DOT National Transportation Integrated Search

2003-01-01

A deer warning reflector consists of a red, double-sided reflector mounted on posts, similar to those used for roadside delineators along roadways. As vehicles approach and move through the road section, it is purported that the reflector reflects th...

Head injury causation scenarios for belted, rear-seated children in frontal impacts.

PubMed

Bohman, Katarina; Arbogast, Kristy B; Bostrom, Ola

2011-02-01

Head injuries are the most common serious injuries sustained by children in motor vehicle crashes and are of critical importance with regard to long-term disability. There is a lack of understanding of how seat belt-restrained children sustain head injuries in frontal impacts. The aim of the study was to identify the AIS2+ head injury causation scenarios for rear-seated, belt-restrained children in frontal impacts, including the set of parameters contributing to the injury. In-depth crash investigations from two National Highway Traffic Safety Administration (NHTSA) databases, the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS; 1997-2008) and the Crash Injury Research and Engineering Network (CIREN; 1996-2009), were collected and analyzed in detail. Selection criteria were all frontal impacts with principal direction of force (PDOF) of 11, 12, and 1 o'clock involving rear-seated, three-point belt-restrained, with or without booster cushion, children from 3 to 13 years with an AIS2+ head injury. Cases were analyzed using the BioTab method of injury causation assessment in order to systematically analyze the injury causation scenario for each case. There were 27 cases meeting the inclusion criteria, 19 cases with MAIS2 head injuries and 8 cases with MAIS3+ head injuries, including 2 fatalities. Three major injury causation scenarios were identified, including head contact with seatback (10 cases), head contact with side interior (7 cases,) and no evidence of head contact (9 cases). Head injuries with seatback or side interior contact typically included a PDOF greater than 10 degree (similar to the Insurance Institute for Highway Safety [IIHS] and EuroNCAP offset frontal testing) and vehicle maneuvers. For seatback contact, the vehicle's movements contributed to occupant kinematics inboard the vehicle, causing a less than optimal restraint of the torso and/or torso roll out of the shoulder belt. For side interior contact, the PDOF and/or maneuvers forced the occupant toward the side interior. The cases without evidence of head/face contact were characterized by high crash severity and accompanied by severe injuries to the thorax and spine. These data lead to increased understanding of the injury patterns and causation in this crash restraint scenario so that interventions to mitigate the burden of injury can be advanced.

Space Vehicle Valve System

NASA Technical Reports Server (NTRS)

Kelley, Anthony R. (Inventor); Lindner, Jeffrey L. (Inventor)

2014-01-01

The present invention is a space vehicle valve system which controls the internal pressure of a space vehicle and the flow rate of purged gases at a given internal pressure and aperture site. A plurality of quasi-unique variable dimension peaked valve structures cover the purge apertures on a space vehicle. Interchangeable sheet guards configured to cover valve apertures on the peaked valve structure contain a pressure-activated surface on the inner surface. Sheet guards move outwardly from the peaked valve structure when in structural contact with a purge gas stream flowing through the apertures on the space vehicle. Changing the properties of the sheet guards changes the response of the sheet guards at a given internal pressure, providing control of the flow rate at a given aperture site.

Vehicular Integration of Wireless Power Transfer Systems and Hardware Interoperability Case Studies

DOE Office of Scientific and Technical Information (OSTI.GOV)

Onar, Omer C; Campbell, Steven L; Seiber, Larry Eugene

Several wireless charging methods are under development or available as an aftermarket option in the light-duty automotive market. However, there are not a sufficient number of studies detailing the vehicle integration methods, particularly a complete vehicle integration with higher power levels. This paper presents the design, development, implementation, and vehicle integration of wireless power transfer (WPT)-based electric vehicle (EV) charging systems for various test vehicles. Before having the standards effective, it is expected that WPT technology first will be integrated as an aftermarket retrofitting approach. Inclusion of this technology on production vehicles is contingent upon the release of the internationalmore » standards. The power stages of the system are introduced with the design specifications and control systems including the active front-end rectifier with power factor correction, high frequency power inverter, high frequency isolation transformer, coupling coils, vehicle side full-bridge rectifier and filter, and the vehicle battery. The operating principles of the control, and communications, systems are presented. Aftermarket conversion approaches including the WPT on-board charger (OBC) integration, WPT CHAdeMO integration, and WPT direct battery connection scenarios are described. The experiments are carried out using the integrated vehicles and the results obtained to demonstrate the system performance including the stage-by-stage efficiencies.« less

Optimal Reference Strain Structure for Studying Dynamic Responses of Flexible Rockets

NASA Technical Reports Server (NTRS)

Tsushima, Natsuki; Su, Weihua; Wolf, Michael G.; Griffin, Edwin D.; Dumoulin, Marie P.

2017-01-01

In the proposed paper, the optimal design of reference strain structures (RSS) will be performed targeting for the accurate observation of the dynamic bending and torsion deformation of a flexible rocket. It will provide the detailed description of the finite-element (FE) model of a notional flexible rocket created in MSC.Patran. The RSS will be attached longitudinally along the side of the rocket and to track the deformation of the thin-walled structure under external loads. An integrated surrogate-based multi-objective optimization approach will be developed to find the optimal design of the RSS using the FE model. The Kriging method will be used to construct the surrogate model. For the data sampling and the performance evaluation, static/transient analyses will be performed with MSC.Natran/Patran. The multi-objective optimization will be solved with NSGA-II to minimize the difference between the strains of the launch vehicle and RSS. Finally, the performance of the optimal RSS will be evaluated by checking its strain-tracking capability in different numerical simulations of the flexible rocket.

Design of crashworthy structures with controlled behavior in HCA framework

NASA Astrophysics Data System (ADS)

Bandi, Punit

The field of crashworthiness design is gaining more interest and attention from automakers around the world due to increasing competition and tighter safety norms. In the last two decades, topology and topometry optimization methods from structural optimization have been widely explored to improve existing designs or conceive new designs with better crashworthiness. Although many gradient-based and heuristic methods for topology- and topometry-based crashworthiness design are available these days, most of them result in stiff structures that are suitable only for a set of vehicle components in which maximizing the energy absorption or minimizing the intrusion is the main concern. However, there are some other components in a vehicle structure that should have characteristics of both stiffness and flexibility. Moreover, the load paths within the structure and potential buckle modes also play an important role in efficient functioning of such components. For example, the front bumper, side frame rails, steering column, and occupant protection devices like the knee bolster should all exhibit controlled deformation and collapse behavior. The primary objective of this research is to develop new methodologies to design crashworthy structures with controlled behavior. The well established Hybrid Cellular Automaton (HCA) method is used as the basic framework for the new methodologies, and compliant mechanism-type (sub)structures are the highlight of this research. The ability of compliant mechanisms to efficiently transfer force and/or motion from points of application of input loads to desired points within the structure is used to design solid and tubular components that exhibit controlled deformation and collapse behavior under crash loads. In addition, a new methodology for controlling the behavior of a structure under multiple crash load scenarios by adaptively changing the contributions from individual load cases is developed. Applied to practical design problems, the results demonstrate that the methodologies provide a practical tool to aid the design engineer in generating design concepts for crashworthy structures with controlled behavior. Although developed in the HCA framework, the basic ideas behind these methods are generic and can be easily implemented with other available topology- and topometry-based optimization methods.

Structural Weight Estimation for Launch Vehicles

NASA Technical Reports Server (NTRS)

Cerro, Jeff; Martinovic, Zoran; Su, Philip; Eldred, Lloyd

2002-01-01

This paper describes some of the work in progress to develop automated structural weight estimation procedures within the Vehicle Analysis Branch (VAB) of the NASA Langley Research Center. One task of the VAB is to perform system studies at the conceptual and early preliminary design stages on launch vehicles and in-space transportation systems. Some examples of these studies for Earth to Orbit (ETO) systems are the Future Space Transportation System [1], Orbit On Demand Vehicle [2], Venture Star [3], and the Personnel Rescue Vehicle[4]. Structural weight calculation for launch vehicle studies can exist on several levels of fidelity. Typically historically based weight equations are used in a vehicle sizing program. Many of the studies in the vehicle analysis branch have been enhanced in terms of structural weight fraction prediction by utilizing some level of off-line structural analysis to incorporate material property, load intensity, and configuration effects which may not be captured by the historical weight equations. Modification of Mass Estimating Relationships (MER's) to assess design and technology impacts on vehicle performance are necessary to prioritize design and technology development decisions. Modern CAD/CAE software, ever increasing computational power and platform independent computer programming languages such as JAVA provide new means to create greater depth of analysis tools which can be included into the conceptual design phase of launch vehicle development. Commercial framework computing environments provide easy to program techniques which coordinate and implement the flow of data in a distributed heterogeneous computing environment. It is the intent of this paper to present a process in development at NASA LaRC for enhanced structural weight estimation using this state of the art computational power.

Optimization of a Hot Structure Aeroshell and Nose Cap for Mars Atmospheric Entry

NASA Technical Reports Server (NTRS)

Langston, Sarah L.; Lang, Christapher G.; Samareh, Jamshid A.; Daryabeigi, Kamran

2016-01-01

The National Aeronautics and Space Administration (NASA) is preparing to send humans beyond Low Earth Orbit and eventually to the surface of Mars. As part of the Evolvable Mars Campaign, different vehicle configurations are being designed and considered for delivering large payloads to the surface of Mars. Weight and packing volume are driving factors in the vehicle design, and the thermal protection system (TPS) for planetary entry is a technology area which can offer potential weight and volume savings. The feasibility and potential benefits of a ceramic matrix composite hot structure concept for different vehicle configurations are explored in this paper, including the nose cap for a Hypersonic Inflatable Aerodynamic Decelerator (HIAD) and an aeroshell for a mid lift-to-drag (Mid L/D) concept. The TPS of a planetary entry vehicle is a critical component required to survive the severe aerodynamic heating environment during atmospheric en- try. The current state-of-the-art is an ablative material to protect the vehicle from the heat load. The ablator is bonded to an underlying structure, which carries the mechanical loads associated with entry. The alternative hot structure design utilizes an advanced carbon-carbon material system on the outer surface of the vehicle, which is exposed to the severe heating and acts as a load carrying structure. The preliminary design using the hot structure concept and the ablative concept is determined for the spherical nose cap of the HIAD entry vehicle and the aeroshell of the Mid L/D entry vehicle. The results of the study indicate that the use of hot structures for both vehicle concepts leads to a feasible design with potential weight and volume savings benefits over current state-of-the-art TPS technology that could enable future missions.

STS-31 pre-deployment checkout of the Hubble Space Telescope (HST) on OV-103

NASA Image and Video Library

1990-04-25

During STS-31 checkout, the Hubble Space Telescope (HST) is held in a pre-deployment position by Discovery's, Orbiter Vehicle (OV) 103's, remote manipulator system (RMS). The view, taken from the crew cabin overhead window W7, shows the starboard solar array (SA) panel (center) and two high gain antennae (HGA) (on either side) stowed along side the Support System Module (SSM) forward shell. The sun highlights HST against the blackness of space.

Port side view of the Orbiter Discovery from an elevated ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Port side view of the Orbiter Discovery from an elevated platform in the Vehicle Assembly Building at NASA's Kennedy Space Center. Note the ground support hardware known as Strongbacks attached to the payload bay doors, the crew access hatch below the name Discovery on the forward section of the Orbiter and the removed Orbiter Maneuvering System/Reaction Control System pod from the aft (tai) section. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Saturn Apollo Program

NASA Image and Video Library

1964-12-01

This photograph shows how the fuel tank assembly and the liquid oxygen tank for the Saturn V S-IC (first) stage are placed side by side prior to commencement of the mating of the two stages in the Marshall Space Flight Center, building 4705. The fuel tank carried kerosene as its fuel. The S-IC stage used five F-1 engines, that used kerosene and liquid oxygen as propellant and each engine provided 1,500,000 pounds of thrust. This stage lifted the entire vehicle and Apollo spacecraft from the launch pad.

Closeup oblique view of the forward and starboard sides of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Close-up oblique view of the forward and starboard sides of the Orbiter Discovery in the Vehicle Assembly Building at NASA's Kennedy Space Center. The view shows the void created by the removal of the Forward Reaction Control System Module. The void has a clear flexible covering to maintain positive pressure in the void to minimize foreign object contamination possibilities in the orbiter. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Closeup view of the forward and starboard sides of the ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Close-up view of the forward and starboard sides of the Orbiter Discovery in the Vehicle Assembly Building at NASA's Kennedy Space Center. The view shows the void created by the removal of the Forward Reaction Control System Module. The void has a clear flexible covering to maintain positive pressure in the void to minimize foreign object contamination possibilities in the orbiter. - Space Transportation System, Orbiter Discovery (OV-103), Lyndon B. Johnson Space Center, 2101 NASA Parkway, Houston, Harris County, TX

Commercial-Off-The-Shelf Vehicles for Towed Array Magnetometry

DTIC Science & Technology

2009-09-01

a steering wheel, and brake and accelerator pedals like a car. By way of example, a ubiquitous side-by- side UTV is the John Deere Gator. The...tire tracks are imperfectly 42 followed. These new tracks will be at a slightly different angle , and one set of biases will not be able to take...tracks at an angle relative to the north-south traverses that we ran. In addition, we surveyed into the muddy wet section at the western end of the site

Multiplexing Technology for Acoustic Emission Monitoring of Aerospace Vehicles

NASA Technical Reports Server (NTRS)

Prosser, William; Percy, Daniel

2003-01-01

The initiation and propagation of damage mechanisms such as cracks and delaminations generate acoustic waves, which propagate through a structure. These waves can be detected and analyzed to provide the location and severity of damage as part of a structural health monitoring (SHM) system. This methodology of damage detection is commonly known as acoustic emission (AE) monitoring, and is widely used on a variety of applications on civil structures. AE has been widely considered for SHM of aerospace vehicles. Numerous successful ground and flight test demonstrations have been performed, which show the viability of the technology for damage monitoring in aerospace structures. However, one significant current limitation for application of AE techniques on aerospace vehicles is the large size, mass, and power requirements for the necessary monitoring instrumentation. To address this issue, a prototype multiplexing approach has been developed and demonstrated in this study, which reduces the amount of AE monitoring instrumentation required. Typical time division multiplexing techniques that are commonly used to monitor strain, pressure and temperature sensors are not applicable to AE monitoring because of the asynchronous and widely varying rates of AE signal occurrence. Thus, an event based multiplexing technique was developed. In the initial prototype circuit, inputs from eight sensors in a linear array were multiplexed into two data acquisition channels. The multiplexer rapidly switches, in less than one microsecond, allowing the signals from two sensors to be acquired by a digitizer. The two acquired signals are from the sensors on either side of the trigger sensor. This enables the capture of the first arrival of the waves, which cannot be accomplished with the signal from the trigger sensor. The propagation delay to the slightly more distant neighboring sensors makes this possible. The arrival time from this first arrival provides a more accurate source location determination. The multiplexer also identifies which channels are acquired by encoding TTL logic pulses onto the latter portion of the signals. This prototype system was demonstrated using pencil lead break (Hsu-Neilsen) sources on an aluminum plate. It performed as designed providing rapid low noise trigger based switching with encoded channel identification. this multiplexing approach is not limited to linear arrays, but can be easily extended to monitor sensors in planar ot three dimensional arrays. A 32 channel multiplexing system is under development that will allow arbitrary sensor placement. Another benefit of this multiplexing system is the reduction in the expense of data acquisition hardware. In addition, the reduced weight and power requirements are of extreme importance for proposed AE systems on aerospace vehicles.

Advanced Soldier Thermoelectric Power System for Power Generation from Battlefield Heat Sources

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hendricks, Terry J.; Hogan, Tim; Case, Eldon D.

2010-09-01

The U.S. military uses large amounts of fuel during deployments and battlefield operations. This project sought to develop a lightweight, small form-factor, soldier-portable advanced thermoelectric (TE) system prototype to recover and convert waste heat from various deployed military equipment (i.e., diesel generators/engines, incinerators, vehicles, and potentially mobile kitchens), with the ultimate purpose of producing power for soldier battery charging, advanced capacitor charging, and other battlefield power applications. The technical approach employed microchannel technology, a unique “power panel” approach to heat exchange/TE system integration, and newly-characterized LAST (lead-antimony-silver-telluride) and LASTT (lead-antimony-silver-tin-telluride) TE materials segmented with bismuth telluride TE materials in designingmore » a segmented-element TE power module and system. This project researched never-before-addressed system integration challenges (thermal expansion, thermal diffusion, electrical interconnection, thermal and electrical interfaces) of designing thin “power panels” consisting of alternating layers of thin, microchannel heat exchangers (hot and cold) sandwiching thin, segmented-element TE power generators. The TE properties, structurally properties, and thermal fatigue behavior of LAST and LASTT materials were developed and characterized such that the first segmented-element TE modules using LAST / LASTT materials were fabricated and tested at hot-side temperatures = 400 °C and cold-side temperatures = 40 °C. LAST / LASTT materials were successfully segmented with bismuth telluride and electrically interconnected with diffusion barrier materials and copper strapping within the module electrical circuit. A TE system design was developed to produce 1.5-1.6 kW of electrical energy using these new TE modules from the exhaust waste heat of 60-kW Tactical Quiet Generators as demonstration vehicles.« less

Topical isotretinoin for melasma in Thai patients: a vehicle-controlled clinical trial.

PubMed

Leenutaphong, V; Nettakul, A; Rattanasuwon, P

1999-09-01

Melasma is an acquired hyperpigmentary disorder commonly seen in Orientals. Recently it has been demonstrated that tretinoin (all-trans-retinoic acid) can produce significant clinical improvement of melasma. However, moderate cutaneous side effects (retinoid dermatitis) occurred in a number of patients. To investigate the efficacy of topical 0.05 per cent isotretinoin gel (Isotrex) in the treatment of melasma in Thai patients. Thirty patients with moderate to severe melasma entered a 40-week, randomized, vehicle-controlled clinical trial in which they applied either 0.05 per cent isotretinoin gel, or its vehicle base together with a broad spectrum sunscreen (SPF 28) daily to the entire face. They were evaluated clinically (using Melasma Area and Severity Index), and colorimetrically (using our Melasma Area and Melanin Index). After 40 weeks, the average MASI and MAMI scores of the isotretinoin-treated group decreased by 68.2 per cent and 47 per cent respectively, while the corresponding control scores declined 60 per cent and 34 per cent. There was no statistically significant difference between the isotretinoin and vehicle groups. When the MASI and MAMI scores of each visit were compared to their baseline data, a statistically significant reduction of the score was first noted at weeks 4 and 12 respectively. Lightening of melasma, as determined clinically (MASI score), correlated well with pigmentation measurements (MAMI score). Side effects were limited to a mild transient "retinoid dermatitis" occurring in 27 per cent of isotretinoin-treated patients. Daily use of broad spectrum sunscreen has a significant lightening effect on melasma in Thai patients. However, there was no statistically significant difference between the isotretinoin and vehicle-treated group.

VIEW OF EMERGENCY RESPONSE VEHICLES PARKED OUTSIDE BUILDING 331, THE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

VIEW OF EMERGENCY RESPONSE VEHICLES PARKED OUTSIDE BUILDING 331, THE VEHICLE MAINTENANCE GARAGE AND FIRE STATION. THE BUILDING, ORIGINALLY CONSTRUCTED IN 1953, WAS DESIGNED AND UTILIZED AS A WAREHOUSE. ADDITIONS TO THE STRUCTURE, INCLUDING THE FIRE DEPARTMENT STRUCTURE, WERE COMPLETED IN 1967. (4/7/87) - Rocky Flats Plant, Vehicle Maintenance Garage & Fire Station, Golden, Jefferson County, CO

Composite Dry Structure Cost Improvement Approach

NASA Technical Reports Server (NTRS)

Nettles, Alan; Nettles, Mindy

2015-01-01

This effort demonstrates that by focusing only on properties of relevance, composite interstage and shroud structures can be placed on the Space Launch System vehicle that simultaneously reduces cost, improves reliability, and maximizes performance, thus providing the Advanced Development Group with a new methodology of how to utilize composites to reduce weight for composite structures on launch vehicles. Interstage and shroud structures were chosen since both of these structures are simple in configuration and do not experience extreme environments (such as cryogenic or hot gas temperatures) and should represent a good starting point for flying composites on a 'man-rated' vehicle. They are used as an example only. The project involves using polymer matrix composites for launch vehicle structures, and the logic and rationale behind the proposed new methodology.

Development of Vehicle Model Test for Road Loading Analysis of Sedan Model

NASA Astrophysics Data System (ADS)

Mohd Nor, M. K.; Noordin, A.; Ruzali, M. F. S.; Hussen, M. H.

2016-11-01

Simple Structural Surfaces (SSS) method is offered as a means of organizing the process for rationalizing the basic vehicle body structure load paths. The application of this simplified approach is highly beneficial in the design development of modern passenger car structure especially during the conceptual stage. In Malaysia, however, there is no real physical model of SSS available to gain considerable insight and understanding into the function of each major subassembly in the whole vehicle structures. Based on this motivation, a physical model of SSS for sedan model with the corresponding model vehicle tests of bending and torsion is proposed in this work. The proposed approach is relatively easy to understand as compared to Finite Element Method (FEM). The results show that the proposed vehicle model test is capable to show that satisfactory load paths can give a sufficient structural stiffness within the vehicle structure. It is clearly observed that the global bending stiffness reduce significantly when more panels are removed from a complete SSS model. It is identified that parcel shelf is an important subassembly to sustain bending load. The results also match with the theoretical hypothesis, as the stiffness of the structure in an open section condition is shown weak when subjected to torsion load compared to bending load. The proposed approach can potentially be integrated with FEM to speed up the design process of automotive vehicle.

Observations of seating position of front seat occupants relative to the side of the vehicle.

PubMed

Dinas, Arthur; Fildes, Brian N

2002-01-01

This study was an on-road observational study of the seating position and limb position of front seat occupants relevant to the side of the car for a representative sample of occupants during straight road driving and turning manoeuvres. A video camera captured over 650 front-on images of passenger car occupants in Metropolitan Melbourne. Results showed a significant numbers of occupants were seated out-of-position while travelling on the road and that a number of these were seated in a manner that may possibly result in injury from the deployment of a side airbag. This was particularly so while turning, a situation common in many side impacts. A substantial number of front seat occupants' arms were exposed to severe injury in the event of a side impact crash. These findings highlight a number of aspects of seating behaviour of driver and front passengers that need to be taken into account when designing side impact airbags.

Road safety analysis on Achmad Yani frontage road Surabaya

NASA Astrophysics Data System (ADS)

Machsus; Prayogo, I.; Chomaedhi; Hayati, D. W.; Utanaka, A.

2017-11-01

This research discusses road safety analysis on the operation of frontage road on the west side of Achmad Yani Road Surabaya. This research began by conducting survey on secondary data of traffic accidents. In addition, primary data survey was conducted to obtain traffic data, geometric road data, and other supporting data at the study site along the west side frontage of Ahmad Yani Road Surabaya. Devices used in this research include camera, handy cam, speed gun, counters of vehicles, rolling meter, computer and others. In outline, the stages to conduct this research are divided into 4 stages, namely 1.the preparation stage, 2.data collection and processing, 3. analysis and discussion, and 4. conclusion. The results of this study showed that the accident characteristics of the frontage road are (i) 3 accidents occured per month, (ii) motorcycles was accounted for the largest proportion of accidents which amounted to 74.6 percent, (iii) there were 3 accident victims per month, and (iv) material losses per month worths 1.2 million. The accident rate in 2016 was 0.04 crashes per one million vehicle travels per kilometer, while during 2 months in 2017 it was 0.15 accidents per one million vehicle travels per kilometer. Black spot area of accident is located on Sta 2 + 800 to 2 + 900 which is in front of Graha Pena building and DBL Arena. The high rate of accidents is influenced by the speed of the vehicle which 85 percentile exceeds the speed limit of 40km per hour.

Robust human body model injury prediction in simulated side impact crashes.

PubMed

Golman, Adam J; Danelson, Kerry A; Stitzel, Joel D

2016-01-01

This study developed a parametric methodology to robustly predict occupant injuries sustained in real-world crashes using a finite element (FE) human body model (HBM). One hundred and twenty near-side impact motor vehicle crashes were simulated over a range of parameters using a Toyota RAV4 (bullet vehicle), Ford Taurus (struck vehicle) FE models and a validated human body model (HBM) Total HUman Model for Safety (THUMS). Three bullet vehicle crash parameters (speed, location and angle) and two occupant parameters (seat position and age) were varied using a Latin hypercube design of Experiments. Four injury metrics (head injury criterion, half deflection, thoracic trauma index and pelvic force) were used to calculate injury risk. Rib fracture prediction and lung strain metrics were also analysed. As hypothesized, bullet speed had the greatest effect on each injury measure. Injury risk was reduced when bullet location was further from the B-pillar or when the bullet angle was more oblique. Age had strong correlation to rib fractures frequency and lung strain severity. The injuries from a real-world crash were predicted using two different methods by (1) subsampling the injury predictors from the 12 best crush profile matching simulations and (2) using regression models. Both injury prediction methods successfully predicted the case occupant's low risk for pelvic injury, high risk for thoracic injury, rib fractures and high lung strains with tight confidence intervals. This parametric methodology was successfully used to explore crash parameter interactions and to robustly predict real-world injuries.

Slotted Waveguide Antenna Stiffened Structures (SWASS) Development for Commercial Off-the-Shelf (COTS) Radar (Briefing Charts)

DTIC Science & Technology

2016-10-01

BRIEFING CHARTS) D. Zeppettella Structures Technology Branch Aerospace Vehicles Division Steve Bucca and Thomas Gage BerrieHill Research...R. WIPPERMAN, Chief Program Manager Structures Technology Branch Structures Technology Branch Aerospace Vehicles Division Aerospace Vehicles...Corporation) 5d. PROJECT NUMBER 4920 5e. TASK NUMBER 5f. WORK UNIT NUMBER Q06A 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING

Collapse characteristics of hydroformed tubes

NASA Astrophysics Data System (ADS)

Kim, Young-Suk; Lee, Young-Moon; Kim, Cheol; Hwang, Sang-Moo

2002-07-01

Tube hydroforming technology (THF) has been extensively applied to auto-body structural members such as the engine cradle and side member in order to meet the urgent need for vehicle weight and cost reduction as well as high quality for collision accidents. In this paper, the mechanical properties for hydroformed tubes with various bulging strians under the plane strain mode are experimentally investigated. Axial compression tests for hydroformed tubes are performed to investigate the collapse load and collapse absorption capacity through the collapse load-displacement curves. Moreover, the collapse absorption capacities are compared and discussed among as-received, hydroformed, and press formed tubes. Results demonstrate that the hydroformed tubes show higher collapse absorption capability in comparison with the as-received tube and the press formed tube because of its high yield strength due to strain hardening.

Cavity-backed, micro-strip dipole antenna array

NASA Technical Reports Server (NTRS)

Ellis, H., Jr. (Inventor)

1981-01-01

A flush-mounted antenna assembly includes a generally rectangular, conductive, box structure open along one face to form a cavity. Within the cavity a pair of mutually orthogonal dielectric plane surfaces in an "egg crate" arrangement are mounted normal to the plane of the open face, each diagonally within the cavity. Each dielectric plane supports a pair of printed circuit dipoles typically each fed from the opposite side of the dielectric plane by a printed "cone-shaped" feed line trace which also serve as an impedance matching device and functions as a balun connected from an unbalanced strip line external feed. The open face of the conductive cavity can be flush mounted with a randome thereover, the assembly thereby being flush with the skin of a aircraft or space vehicle.

Cavity-backed, micro-strip dipole antenna array

NASA Astrophysics Data System (ADS)

Ellis, H., Jr.

1981-09-01

A flush-mounted antenna assembly includes a generally rectangular, conductive, box structure open along one face to form a cavity. Within the cavity a pair of mutually orthogonal dielectric plane surfaces in an "egg crate" arrangement are mounted normal to the plane of the open face, each diagonally within the cavity. Each dielectric plane supports a pair of printed circuit dipoles typically each fed from the opposite side of the dielectric plane by a printed "cone-shaped" feed line trace which also serve as an impedance matching device and functions as a balun connected from an unbalanced strip line external feed. The open face of the conductive cavity can be flush mounted with a randome thereover, the assembly thereby being flush with the skin of a aircraft or space vehicle.

Airfoil-Shaped Fluid Flow Tool for Use in Making Differential Measurements

NASA Technical Reports Server (NTRS)

England, John Dwight (Inventor); Kelley, Anthony R. (Inventor); Cronise, Raymond J. (Inventor)

2014-01-01

A fluid flow tool includes an airfoil structure and a support arm. The airfoil structure's high-pressure side and low-pressure side are positioned in a conduit by the support arm coupled to the conduit. The high-pressure and low-pressure sides substantially face opposing walls of the conduit. At least one measurement port is formed in the airfoil structure at each of its high-pressure side and low-pressure side. A first manifold, formed in the airfoil structure and in fluid communication with each measurement port so-formed at the high-pressure side, extends through the airfoil structure and support arm to terminate and be accessible at the exterior wall of the conduit. A second manifold, formed in the airfoil structure and in fluid communication with each measurement port so-formed at the low-pressure side, extends through the airfoil structure and support arm to terminate and be accessible at the exterior wall of the conduit.

A Procedure for Structural Weight Estimation of Single Stage to Orbit Launch Vehicles (Interim User's Manual)

NASA Technical Reports Server (NTRS)

Martinovic, Zoran N.; Cerro, Jeffrey A.

2002-01-01

This is an interim user's manual for current procedures used in the Vehicle Analysis Branch at NASA Langley Research Center, Hampton, Virginia, for launch vehicle structural subsystem weight estimation based on finite element modeling and structural analysis. The process is intended to complement traditional methods of conceptual and early preliminary structural design such as the application of empirical weight estimation or application of classical engineering design equations and criteria on one dimensional "line" models. Functions of two commercially available software codes are coupled together. Vehicle modeling and analysis are done using SDRC/I-DEAS, and structural sizing is performed with the Collier Research Corp. HyperSizer program.

Injury reduction opportunities of far side impact countermeasures.

PubMed

Bostrom, Ola; Gabler, Hampton C; Digges, Kennerly; Fildes, Brian; Sunnevang, Cecilia

2008-10-01

Over 17,000 non-struck or far side occupants in side and rollover crashes are seriously or fatally injured annually in the US. Although no legal or rating tests exist for far side crashes, test methods including appropriate dummies as well as countermeasures have been recently suggested. The aim of this study was to establish the incidence and risk of injury / fatality as a function of vehicle change in velocity (Deltav) for the most frequent injuries of belted, far side occupants in side impacts. The study was based upon the NASS/CDS 1995-2006 records of 5,653 occupants exposed to a far side crash. 401 of these were seriously or fatally injured. Combining this data with new and previously published crash test results, the potential opportunities of various concepts of far side countermeasures were evaluated. Head/thorax injuries caused by interaction with the struck side interior were found to dominate. Countermeasures such as side support airbags and altered three-point belt geometry (e.g. four-point belts) are relevant for Deltav of at least 20-30 km/h. The opportunity for mitigating AIS3+ injuries in these severity ranges was found to be 19%- 57%. Countermeasures such as struck-side curtains are able to provide cushioning at Deltav 30 to 50 km/h, which would cover almost a third of all fatalities.

Tabletop Experimental Track for Magnetic Launch Assist

NASA Technical Reports Server (NTRS)

2000-01-01

Marshall Space Flight Center's (MSFC's) Advanced Space Transportation Program has developed the Magnetic Launch Assist System, formerly known as the Magnetic Levitation (MagLev) technology that could give a space vehicle a running start to break free from Earth's gravity. A Magnetic Launch Assist system would use magnetic fields to levitate and accelerate a vehicle along a track at speeds up to 600 mph. The vehicle would shift to rocket engines for launch into orbit. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, a Magnetic Launch Assist system would electromagnetically propel a space vehicle along the track. The tabletop experimental track for the system shown in this photograph is 44-feet long, with 22-feet of powered acceleration and 22-feet of passive braking. A 10-pound carrier with permanent magnets on its sides swiftly glides by copper coils, producing a levitation force. The track uses a linear synchronous motor, which means the track is synchronized to turn the coils on just before the carrier comes in contact with them, and off once the carrier passes. Sensors are positioned on the side of the track to determine the carrier's position so the appropriate drive coils can be energized. MSFC engineers have conducted tests on the indoor track and a 50-foot outdoor track. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Research Technology

NASA Image and Video Library

2000-01-01

Marshall Space Flight Center’s (MSFC’s) Advanced Space Transportation Program has developed the Magnetic Launch Assist System, formerly known as the Magnetic Levitation (MagLev) technology that could give a space vehicle a running start to break free from Earth’s gravity. A Magnetic Launch Assist system would use magnetic fields to levitate and accelerate a vehicle along a track at speeds up to 600 mph. The vehicle would shift to rocket engines for launch into orbit. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, a Magnetic Launch Assist system would electromagnetically propel a space vehicle along the track. The tabletop experimental track for the system shown in this photograph is 44-feet long, with 22-feet of powered acceleration and 22-feet of passive braking. A 10-pound carrier with permanent magnets on its sides swiftly glides by copper coils, producing a levitation force. The track uses a linear synchronous motor, which means the track is synchronized to turn the coils on just before the carrier comes in contact with them, and off once the carrier passes. Sensors are positioned on the side of the track to determine the carrier’s position so the appropriate drive coils can be energized. MSFC engineers have conducted tests on the indoor track and a 50-foot outdoor track. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

QUIC Transport and Dispersion Modeling of Vehicle Emissions in Cities for Better Public Health Assessments

PubMed Central

Brown, Michael J.; Williams, Michael D.; Nelson, Matthew A.; Werley, Kenneth A.

2015-01-01

The Quick Urban and Industrial Complex (QUIC) plume modeling system is used to explore how the transport and dispersion of vehicle emissions in cities are impacted by the presence of buildings. Using downtown Philadelphia as a test case, notional vehicle emissions of gases and particles are specified as line source releases on a subset of the east–west and north–south streets. Cases were run in flat terrain and with 3D buildings present in order to show the differences in the model-computed outdoor concentration fields with and without buildings present. The QUIC calculations show that buildings result in regions with much higher concentrations and other areas with much lower concentrations when compared to the flat-earth case. On the roads with vehicle emissions, street-level concentrations were up to a factor of 10 higher when buildings were on either side of the street as compared to the flat-earth case due to trapping of pollutants between buildings. However, on roads without vehicle emissions and in other open areas, the concentrations were up to a factor of 100 times smaller as compared to the flat earth case because of vertical mixing of the vehicle emissions to building height in the cavity circulation that develops on the downwind side of unsheltered buildings. QUIC was also used to calculate infiltration of the contaminant into the buildings. Indoor concentration levels were found to be much lower than outdoor concentrations because of deposition onto indoor surfaces and particulate capture for buildings with filtration systems. Large differences in indoor concentrations from building to building resulted from differences in leakiness, air handling unit volume exchange rates, and filter type and for naturally ventilated buildings, whether or not the building was sheltered from the prevailing wind by a building immediately upwind. PMID:27867300

Charging stations location model based on spatiotemporal electromobility use patterns

NASA Astrophysics Data System (ADS)

Pagany, Raphaela; Marquardt, Anna; Zink, Roland

2016-04-01

One of the major challenges for mainstream adoption of electric vehicles is the provision of infrastructure for charging the batteries of the vehicles. The charging stations must not only be located dense enough to allow users to complete their journeys, but the electric energy must also be provided from renewable sources in order to truly offer a transportation with less CO2 emissions. The examination of potential locations for the charging of electric vehicles can facilitate the adaption of electromobility and the integration of electronic vehicles in everyday life. A geographic information system (GIS) based model for optimal location of charging stations in a small and regional scale is presented. This considers parameters such as the forecast of electric vehicle use penetration, the relevant weight of diverse point of interests and the distance between parking area and destination for different vehicle users. In addition to the spatial scale the temporal modelling of the energy demand at the different charging locations has to be considerate. Depending on different user profiles (commuters, short haul drivers etc.) the frequency of charging vary during the day, the week and the year. In consequence, the spatiotemporal variability is a challenge for a reliable energy supply inside a decentralized renewable energy system. The presented model delivers on the one side the most adequate identified locations for charging stations and on the other side the interaction between energy supply and demand for electromobility under the consideration of temporal aspects. Using ESRI ArcGIS Desktop, first results for the case study region of Lower Bavaria are generated. The aim of the concept is to keep the model transferable to other regions and also open to integrate further and more detailed user profiles, derived from social studies about i.e. the daily behavior and the perception of electromobility in a next step.

The effects of benzodiazepine (triazolam), cyclopyrrolone (zopiclone) and imidazopyridine (zolpidem) hypnotics on the frequency of hippocampal theta activity and sleep structure in rats.

PubMed

Yoshimoto, M; Higuchi, H; Kamata, M; Yoshida, K; Shimizu, T; Hishikawa, Y

1999-01-01

In order to investigate the relative efficacy and safety of zopiclone and zolpidem, we compared the effects of higher doses of zopiclone and zolpidem on the frequency of hippocampal theta activity and sleep structure with that of triazolam. Rats were divided into triazolam treatment group (1 mg/kg, 5 mg/kg), zopiclone treatment group (20 mg/kg, 100 mg/kg) and zolpidem treatment group (20 mg/kg, 100 mg/kg). Rats were injected intraperitoneally with these drugs or their vehicle. Polygraphic sleep recording and visual frequency analysis of the hippocampal EEG activity in REM sleep were carried out for 6 h after each injection. Zolpidem, unlike triazolam and zopiclone, had a much milder reducing-effect on the frequency of hippocampal theta activity and suppressing-effect on REM sleep. These results suggest that zolpidem may prove to be a safer hypnotic drug which has fewer or milder side effects than are benzodiazepine and cyclopyrrolone hypnotics.

Functionalized Vesicles by Microfluidic Device.

PubMed

Vallejo, Derek; Lee, Shih-Hui; Lee, Abraham

2017-01-01

In recent years, lipid vesicles have become popular vehicles for the creation of biosensors. Vesicles can hold reaction components within a selective permeable membrane that provides an ideal environment for membrane protein biosensing elements. The lipid bilayer allows a protein to retain its native structure and function, and the membrane fluidity can allow for conformational changes and physiological interactions with target analytes. Here, we present two methods for the production of giant unilamellar vesicles (GUVs) within a microfluidic device that can be used as the basis for a biosensor. The vesicles are produced from water-in-oil-in-water (W/O/W) double emulsion templates using a nonvolatile oil phase. To create the GUVs, the oil can be removed via extraction with ethanol, or by altering the interfacial tension between the oil and carrier solution causing the oil to retract into a cap on one side of the structure, leaving behind an exposed lipid bilayer. Methods to integrate sensing elements and membrane protein pores onto the vesicles are also introduced in this work.

KSC-02pd0590

NASA Image and Video Library

2002-04-29

KENNEDY SPACE CENTER, FLA. -- Space Shuttle Endeavour rests on Launch Pad 39A after rollout from the Vehicle Assembly Building. The Shuttle comprises the orbiter, in front, and the taller orange external tank behind it flanked by twin solid rocket boosters. The Shuttle sits on the Mobile Launcher Platform that straddles the flame trench below. On either side of Endeavour's tail and main engines are the tail service masts that support the fluid,, gas and electrical requirements of the orbiter's liquid oxyen and liquid hydrogen aft T-0 umbilicals. At left is the open Rotating Service Structure and the Fixed Service Structure to its right, with its 80-foot lightning mast on top. Mission STS-111 is designated UF-2, the 14th assembly flight to the International Space Station. Endeavour's payload includes the Multi-Purpose Logistics Module Leonardo and Mobile Base System. The mission also will swap resident crews on the Station, carrying the Expedition 5 crew and returning to Earth Expedition 4. Liftoff of Endeavour is scheduled between 4 and 8 p.m. May 30, 2002

System for effecting underwater coupling of optical fiber cables characterized by a novel lateral arm cable capture mechanism

NASA Astrophysics Data System (ADS)

Hillenbrand, Christopher F.

1995-03-01

A submarine trails one fiber optic cable and an undersea vehicle is controlled by this first cable. A missile/torpedo trails a second cable that is to be coupled to the first cable. The second cable has a segment suspended vertically underwater between a buoyant pod and a sea anchor type buoy. The undersea vehicle, or autonomous undersea vehicle, (AUV) hunts for the pod by conventional homing components, and cable capturing arms on the vehicle direct the cable's movement relative to the vehicle into a pod mating position that achieves optical coupling of the two cables. In one embodiment two arms are pivotably mounted to the vehicle's sides so one arm captures the suspended cable segment directing it into a slot so a male socket in the underside of the pod mates with a female socket in the slot. Another embodiment accomplishes the same result with a device in which the arms are formed as the off-shoots of a forked cable pickup device in the nose of the AUV.

Privacy-Preserving Authentication Using a Double Pseudonym for Internet of Vehicles

PubMed Central

Xu, Wenyu; Zhang, Jing; Xu, Yan; Liu, Lu

2018-01-01

The Internet of Vehicles (IoV) plays an important role in smart transportation to reduce the drivers’s risk of having an accident and help them manage small emergencies. Therefore, security and privacy issues of the message in the tamper proof device (TPD) broadcasted to other vehicles and roadside units (RSUs) have become an important research subject in the field of smart transportation. Many authentication schemes are proposed to tackle the challenges above and most of them are heavy in computation and communication. In this paper, we propose a novel authentication scheme that utilizes the double pseudonym method to hide the real identity of vehicles and adopts the dynamic update technology to periodically update the information (such as member secret, authentication key, internal pseudo-identity) stored in the tamper-proof device to prevent the side-channel attack. Because of not using bilinear pairing, our scheme yields a better performance in terms of computation overhead and communication overhead, and is more suitable to be applied in the Internet of Vehicles. PMID:29735941

Privacy-Preserving Authentication Using a Double Pseudonym for Internet of Vehicles.

PubMed

Cui, Jie; Xu, Wenyu; Zhong, Hong; Zhang, Jing; Xu, Yan; Liu, Lu

2018-05-07

The Internet of Vehicles (IoV) plays an important role in smart transportation to reduce the drivers’s risk of having an accident and help them manage small emergencies. Therefore, security and privacy issues of the message in the tamper proof device (TPD) broadcasted to other vehicles and roadside units (RSUs) have become an important research subject in the field of smart transportation. Many authentication schemes are proposed to tackle the challenges above and most of them are heavy in computation and communication. In this paper, we propose a novel authentication scheme that utilizes the double pseudonym method to hide the real identity of vehicles and adopts the dynamic update technology to periodically update the information (such as member secret, authentication key, internal pseudo-identity) stored in the tamper-proof device to prevent the side-channel attack. Because of not using bilinear pairing, our scheme yields a better performance in terms of computation overhead and communication overhead, and is more suitable to be applied in the Internet of Vehicles.

The development of a center cell structure in bonded aluminum for the Ferrari 408 research vehicle

DOE Office of Scientific and Technical Information (OSTI.GOV)

Seeds, A.; Nardini, D.; Cassese, F.

1989-01-01

In F408 research vehicle has enabled Ferrari Engineering to evaluate new forms of transmission, suspension, bodywork and structure for future production vehicles. As Alcan worked with Ferrari Engineering to adapt its Aluminum Structured Vehicle Technology (ASVT) to develop a bonded version of a central section of the structure (center cell). This paper begins with an outline of the major F408 project objectives and indicates the performance and manufacturing advantages for the features of interest, particularly the center cell structure. The paper describes the development stages of the bonded aluminum center cell. It shows that the performance and manufacturing objectives weremore » met with a substantial weight-saving and improvement in stiffness compared to laser-welded stainless steel. The paper concludes with a summary of the other technical innovations and developments in the F408 vehicle.« less

Influence of structural dynamics on vehicle design - Government view. [of aerospace vehicles

NASA Technical Reports Server (NTRS)

Kordes, E. E.

1977-01-01

Dynamic design considerations for aerospace vehicles are discussed, taking into account fixed wing aircraft, rotary wing aircraft, and launch, space, and reentry vehicles. It is pointed out that space vehicles have probably had the most significant design problems from the standpoint of structural dynamics, because their large lightweight structures are highly nonlinear. Examples of problems in the case of conventional aircraft include the flutter encountered by high performance military aircraft with external stores. A description is presented of a number of examples which illustrate the direction of present efforts for improving aircraft efficiency. Attention is given to the results of studies on the structural design concepts for the arrow-wing supersonic cruise aircraft configuration and a system study on low-wing-loading, short haul transports.

Safer Roadside Crash Walls Would Limit Deceleration

NASA Technical Reports Server (NTRS)

Schneider, William C.; Locke, James P.

2003-01-01

The figure depicts the aspects of a proposed deceleration-limiting design for crash walls at the sides of racetracks and highways. The proposal is intended to overcome the disadvantages of both rigid barriers and kinetic-energy-absorbing barriers of prior design. Rigid barriers can keep high-speed crashing motor vehicles from leaving roadways and thereby prevent injury to nearby persons and objects, but they can also subject the occupants of the vehicles to deceleration levels high enough to cause injury or death. Kinetic-energy-absorbing barriers of prior design reduce deceleration levels somewhat, but are not designed to soften impacts optimally; moreover, some of them allow debris to bounce back onto roadways or onto roadside areas, and, in cases of glancingly incident vehicles, some of them can trap the vehicles in such a manner as to cause more injury than would occur if the vehicles were allowed to skid along the rigid barriers. The proposed crash walls would (1) allow tangentially impacting vehicles to continue sliding along the racetrack without catching them, (2) catch directly impacting vehicles to prevent them from injuring nearby persons and objects, and (3) absorb kinetic energy in a more nearly optimum way to limit decelerations to levels that human occupants could survive.

Morphology, structure, composition and build-up processes of the active channel-mouth lobe complex of the Congo deep-sea fan with inputs from remotely operated underwater vehicle (ROV) multibeam and video surveys

NASA Astrophysics Data System (ADS)

Dennielou, Bernard; Droz, Laurence; Babonneau, Nathalie; Jacq, Céline; Bonnel, Cédric; Picot, Marie; Le Saout, Morgane; Saout, Yohan; Bez, Martine; Savoye, Bruno; Olu, Karine; Rabouille, Christophe

2017-08-01

The detailed structure and composition of turbiditic channel-mouth lobes is still largely unknown because they commonly lie at abyssal water depths, are very thin and are therefore beyond the resolution of hull-mound acoustic tools. The morphology, structure and composition of the Congo turbiditic channel-mouth lobe complex (90×40 km; 2525 km2) were investigated with hull-mounted swath bathymetry, air gun seismics, 3.5 kHz sub-bottom profiler, sediment piston cores and also with high-resolution multibeam bathymetry and video acquired with a Remote Operating Vehicle (ROV). The lobe complex lies 760 km off the Congo River mouth in the Angola abyssal plain between 4740 and 5030 m deep. It is active and is fed by turbidity currents that deposit several centimetres of sediment per century. The lobe complex is subdivided into five lobes that have prograded. The lobes are dominantly muddy. Sand represents ca. 13% of the deposits and is restricted to the feeding channel and distributaries. The overall lobe body is composed of thin muddy to silty turbidites. The whole lobe complex is characterized by in situ mass wasting (slumps, debrites). The 1-m-resolution bathymetry shows pervasive slidings and block avalanches on the edges of the feeding channel and the channel mouth indicating that sliding occurs early and continuously in the lobe build-up. Mass wasting is interpreted as a consequence of very-high accumulation rates, over-steepening and erosion along the channels and is therefore an intrinsic process of lobe building. The bifurcation of feeding channels is probably triggered when the gradient in the distributaries at the top of a lobe becomes flat and when turbidity currents find their way on the higher gradient on the lobe side. It may also be triggered by mass wasting on the lobe side. When a new lobe develops, the abandoned lobes continue to collect significant turbiditic deposits from the feeding channel spillover, so that the whole lobe complex remains active. A conceptual lithostratigraphic model is proposed for five morpho-sedimentary environments: lobe rims, lobe body, distributaries, levees, feeding channel. This study shows that high-resolution bathymetry ROV observations are necessary to fully understand the build-up processes of modern channel-mouth lobes.

A Conceptual Aerospace Vehicle Structural System Modeling, Analysis and Design Process

NASA Technical Reports Server (NTRS)

Mukhopadhyay, Vivek

2007-01-01

A process for aerospace structural concept analysis and design is presented, with examples of a blended-wing-body fuselage, a multi-bubble fuselage concept, a notional crew exploration vehicle, and a high altitude long endurance aircraft. Aerospace vehicle structures must withstand all anticipated mission loads, yet must be designed to have optimal structural weight with the required safety margins. For a viable systems study of advanced concepts, these conflicting requirements must be imposed and analyzed early in the conceptual design cycle, preferably with a high degree of fidelity. In this design process, integrated multidisciplinary analysis tools are used in a collaborative engineering environment. First, parametric solid and surface models including the internal structural layout are developed for detailed finite element analyses. Multiple design scenarios are generated for analyzing several structural configurations and material alternatives. The structural stress, deflection, strain, and margins of safety distributions are visualized and the design is improved. Over several design cycles, the refined vehicle parts and assembly models are generated. The accumulated design data is used for the structural mass comparison and concept ranking. The present application focus on the blended-wing-body vehicle structure and advanced composite material are also discussed.

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

A side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

Sleek lines are apparent in this side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Intelligent vehicle safety control strategy in various driving situations

NASA Astrophysics Data System (ADS)

Moon, Seungwuk; Cho, Wanki; Yi, Kyongsu

2010-12-01

This paper describes a safety control strategy for intelligent vehicles with the objective of optimally coordinating the throttle, brake, and active front steering actuator inputs to obtain both lateral stability and longitudinal safety. The control system consists of a supervisor, control algorithms, and a coordinator. From the measurement and estimation signals, the supervisor determines the active control modes among normal driving, longitudinal safety, lateral stability, and integrated safety control mode. The control algorithms consist of longitudinal and lateral stability controllers. The longitudinal controller is designed to improve the driver's comfort during normal, safe-driving situations, and to avoid rear-end collision in vehicle-following situations. The lateral stability controller is designed to obtain the required manoeuvrability and to limit the vehicle body's side-slip angle. To obtain both longitudinal safety and lateral stability control in various driving situations, the coordinator optimally determines the throttle, brake, and active front steering inputs based on the current status of the subject vehicle. Closed-loop simulations with the driver-vehicle-controller system are conducted to investigate the performance of the proposed control strategy. From these simulation results, it is shown that the proposed control algorithm assists the driver in combined severe braking/large steering manoeuvring so that the driver can maintain good manoeuvrability and prevent the vehicle from crashing in vehicle-following situations.

Patients' preferences for different corticosteroid vehicles are highly variable.

PubMed

Felix, Kayla; Unrue, Emily; Inyang, Meyene; Cardwell, Leah A; Oussedik, Elias; Richardson, Irma; Feldman, Steven R

2018-05-17

Topical corticosteroids, available in an array of vehicles are used to control a variety of inflammatory skin diseases. Patients' preferences for different vehicles may affect their willingness to use treatment. We assess corticosteroid vehicle preference and potential impact of topical characteristics on adherence and quality of life in patients with psoriasis. Subjects with psoriasis were recruited from Wake Forest University Dermatology Clinic. Subjects sampled desoximetasone 0.25% spray, betamethasone valerate 0.1% cream, triamcinolone acetonide 0.1% ointment, fluocinonide 0.05% gel, betamethasone valerate 0.1% lotion, clobetasol propionate 0.05% foam, and fluocinonide 0.05% solution in a predetermined randomized order. Subjects completed a Vehicle Preference Measure, Determinants of Adherence Measure and a Determinants of Quality of Life Measure. Patients preferences for the various products were highly variable. Regarding determinants of adherence, patients' perception of absorption of the medication was ranked as 'quite important/extremely important' by 85% of total subjects. A majority of patients rated medication side effects as 'quite important/extremely important' when asked to consider topical characteristics' effect on quality of life. There was wide variation in patient preference for topical medication vehicles used for treating psoriasis. Several vehicle characteristics were considered important to adherence. Given the marked variation in vehicle preference, topical treatment should be individualized according to patients' preferences.

Technology update: Tethered aerostat structural design and material developments

NASA Technical Reports Server (NTRS)

Witherow, R. G.

1975-01-01

Requirements exist for an extremely stable, high performance, all-weather tethered aerostat system. This requirement has been satisfied by a 250,000 cubic foot captive buoyant vehicle as demonstrated by over a year of successful field operations. This achievement required significant advancements in several technology areas including composite materials design, aerostatics and aerodynamics, structural design, electro-mechanical design, vehicle fabrication and mooring operations. This paper specifically addresses the materials and structural design aspects of pressurized buoyant vehicles as related to the general class of Lighter Than Air vehicles.

Hybrid powertrain controller

DOEpatents

Jankovic, Miroslava; Powell, Barry Kay

2000-12-26

A hybrid powertrain for a vehicle comprising a diesel engine and an electric motor in a parallel arrangement with a multiple ratio transmission located on the torque output side of the diesel engine, final drive gearing connecting drivably the output shaft of transmission to traction wheels of the vehicle, and an electric motor drivably coupled to the final drive gearing. A powertrain controller schedules fuel delivered to the diesel engine and effects a split of the total power available, a portion of the power being delivered by the diesel and the balance of the power being delivered by the motor. A shifting schedule for the multiple ratio transmission makes it possible for establishing a proportional relationship between accelerator pedal movement and torque desired at the wheels. The control strategy for the powertrain maintains drivability of the vehicle that resembles drivability of a conventional spark ignition vehicle engine powertrain while achieving improved fuel efficiency and low exhaust gas emissions.

49 CFR 587.4 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-10-01

... Other Regulations Relating to Transportation (Continued) NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) DEFORMABLE BARRIERS Side Impact Moving Deformable Barrier § 587.4 Definitions. All terms defined in section 102 of the National Traffic and Motor Vehicle Safety Act (15 U.S.C...

GEMINI-TITAN (GT)-12 - EARTH SKY - AGENA RENDEZVOUS - OUTER SPACE

NASA Image and Video Library

1966-11-11

S66-62755 (11 Nov. 1966) --- Excellent stereo and side view of the Agena Target Docking Vehicle as seen from the Gemini-12 spacecraft during rendezvous and docking mission in space. The two spacecraft are 50 feet apart. Photo credit: NASA

Implementation of quick clearance in Michigan.

DOT National Transportation Integrated Search

2012-09-01

The subject of this research effort is the If You Can Steer It, Clear It law, passed by the Michigan legislature in : 2010. This legislation requires motorists to move disabled or wrecked vehicles to the side of the road if: 1) the car is : ope...

49 CFR 572.42 - Thorax.

Code of Federal Regulations, 2010 CFR

2010-10-01

... side of the vehicle. The probe's centerline is perpendicular to thorax's midsagittal plane. (3) Align... of the transverse and frontal planes perpendicular to the chest's midsagittal plane passing through... midsagittal plane and tangential plane to the Hinge Mounting Block (Drawing SID-034) are vertical. (5) Impact...

STS-31 Discovery, Orbiter Vehicle (OV) 103, lands on EAFB concrete runway 22

NASA Technical Reports Server (NTRS)

1990-01-01

STS-31 Discovery, Orbiter Vehicle (OV) 103, rolls along concrete runway 22 at Edwards Air Force Base (EAFB), California, after nose landing gear (NLG) and main landing gear (MLG) touchdown. This view looks down OV-103's port side from the space shuttle main engines (SSMEs) to the nose section. The SSMEs are gimbaled to their descent position and the rudder/speedbrake is deployed on the vertical stabilizer. Wheel stop occurred at 6:51 am (Pacific Daylight Time (PDT)). In the distance EAFB facilities are visible.

Application of an Engineering Inviscid-Boundary Layer Method to Slender Three-Dimensional Vehicle Forebodies

NASA Technical Reports Server (NTRS)

Riley, Christopher J.

1993-01-01

An engineering inviscid-boundary layer method has been modified for application to slender three-dimensional (3-D) forebodies which are characteristic of transatmospheric vehicles. An improved shock description in the nose region has been added to the inviscid technique which allows the calculation of a wider range of body geometries. The modified engineering method is applied to the perfect gas solution over a slender 3-D configuration at angle of attack. The method predicts surface pressures and laminar heating rates on the windward side of the vehicle that compare favorably with numerical solutions of the thin-layer Navier-Stokes equations. These improvements extend the 3-D capabilities of the engineering method and significantly increase its design applications.

Colloidal micelles of block copolymers as nanoreactors, templates for gold nanoparticles, and vehicles for biomedical applications.

PubMed

Bakshi, Mandeep Singh

2014-11-01

Target drug delivery methodology is becoming increasingly important to overcome the shortcomings of conventional drug delivery absorption method. It improves the action time with uniform distribution and poses minimum side effects, but is usually difficult to design to achieve the desire results. Economically favorable, environment friendly, multifunctional, and easy to design, hybrid nanomaterials have demonstrated their enormous potential as target drug delivery vehicles. A combination of both micelles and nanoparticles makes them fine target delivery vehicles in a variety of biological applications where precision is primarily required to achieve the desired results as in the case of cytotoxicity of cancer cells, chemotherapy, and computed tomography guided radiation therapy. Copyright © 2014 Elsevier B.V. All rights reserved.

Effectiveness of basic display augmentation in vehicular control by visual field cues

NASA Technical Reports Server (NTRS)

Grunwald, A. J.; Merhav, S. J.

1978-01-01

The paper investigates the effectiveness of different basic display augmentation concepts - fixed reticle, velocity vector, and predicted future vehicle path - for RPVs controlled by a vehicle-mounted TV camera. The task is lateral manual control of a low flying RPV along a straight reference line in the presence of random side gusts. The man-machine system and the visual interface are modeled as a linear time-invariant system. Minimization of a quadratic performance criterion is assumed to underlie the control strategy of a well-trained human operator. The solution for the optimal feedback matrix enables the explicit computation of the variances of lateral deviation and directional error of the vehicle and of the control force that are used as performance measures.

Effect of roof strength in injury mitigation during pole impact.

PubMed

Friedman, Keith; Hutchinson, John; Mihora, Dennis; Kumar, Sri; Frieder, Russell; Sances, Anthony

2007-01-01

Motor vehicle accidents involving pole impacts often result in serious head and neck injuries to occupants. Pole impacts are typically associated with rollover and side collisions. During such events, the roof structure is often deformed into the occupant survival space. The existence of a strengthened roof structure would reduce roof deformation and accordingly provide better protection to occupants. The present study examines the effect of reinforced (strengthened) roofs using experimental crash study and computer model simulation. The experimental study includes the production cab structure of a pickup truck. The cab structure was loaded using an actual telephone pole under controlled laboratory conditions. The cab structure was subjected to two separate load conditions at the A-pillar and door frame. The contact force and deformation were measured using a force gauge and potentiometer, respectively. A computer finite element model was created to simulate the experimental studies. The results of finite element model matched well with experimental data during two different load conditions. The validated finite element model was then used to simulate a reinforced roof structure. The reinforced roof significantly reduced the structural deformations compared to those observed in the production roof. The peak deformation was reduced by approximately 75% and peak velocity was reduced by approximately 50%. Such a reduction in the deformation of the roof structure helps to maintain a safe occupant survival space.

A double-blind vehicle-controlled study of a preparation containing undecylenoyl phenylalanine 2% in the treatment of melasma in females.

PubMed

Katoulis, Alexander; Alevizou, Antigoni; Soura, Efthymia; Mantas, Nikolaos; Bozi, Evangelia; Gregoriou, Stamatis; Makris, Michalis; Rigopoulos, Dimitris

2014-06-01

Undecylenoyl phenylalanine is a novel skin-lightening agent, probably acting as α-melanocyte-stimulating hormone (α-MSH) and beta-adrenergic receptor (β-ADR) antagonist. The objective of this double-blind randomized comparative study was to evaluate the efficacy and safety of a preparation containing undecylenoyl phenylalanine 2% in the topical treatment of melasma in females. Forty female patients with melasma were randomly assigned to apply either the active preparation or the vehicle alone, twice daily for 12 weeks. Patients were evaluated monthly for efficacy and safety. In all, 37 patients completed the study. Of the 20 patients on active treatment, no one responded completely, but 17 (85%) had partial response. Of them, 11 had moderate improvement and six had marked improvement. Lightening of the lesions was evident from the first follow-up visit at 4 weeks. A statistically significant difference (P < 0.001) in efficacy between the active preparation and the vehicle was documented. Using patient assessment ratings, 80% were extremely satisfied or satisfied with the result. The reported side effects were minor and included erythema and itching or burning at the site of application. Undecylenoyl phenylalanine 2% achieved a significant lightening of melasma lesions with minimal side effects. © 2014 Wiley Periodicals, Inc.

Pull-in instability of paddle-type and double-sided NEMS sensors under the accelerating force

NASA Astrophysics Data System (ADS)

Keivani, M.; Khorsandi, J.; Mokhtari, J.; Kanani, A.; Abadian, N.; Abadyan, M.

2016-02-01

Paddle-type and double-sided nanostructures are potential for use as accelerometers in flying vehicles and aerospace applications. Herein the pull-in instability of the cantilever paddle-type and double-sided sensors in the Casimir regime are investigated under the acceleration. The D'Alembert principle is employed to transform the accelerating system into an equivalent static system by incorporating the accelerating force. Based on the couple stress theory (CST), the size-dependent constitutive equations of the sensors are derived. The governing nonlinear equations are solved by two approaches, i.e. modified variational iteration method and finite difference method. The influences of the Casimir force, geometrical parameters, acceleration and the size phenomenon on the instability performance have been demonstrated. The obtained results are beneficial to design and fabricate paddle-type and double-sided accelerometers.

Efficiency of a flapping propulsion system based on two side-by-side pitching foils

NASA Astrophysics Data System (ADS)

Huera-Huarte, Francisco

2017-11-01

We explore the propulsive performance of two foils flapping side-by-side in a wide variety of configurations, for different foil separations, pitching amplitudes and frequencies and phase differences. Direct force and torque measurements will be shown in each situation, after a thorough parametric study, that led to the identification of highly efficient modes of propulsion. The especially designed experimental rig allowed the computation of efficiencies globally and at each shaft in the system. Planar and volumetric Particle Image Velocimetry (PIV) allowed a detailed description of the wake generated by the system, for each different kinematics investigated. The investigation is part of an ambitious project with the aim of producing a high efficient and highly manoeuvrable flapping propulsion system for underwater vehicles. Funding from Spanish Ministry MINECO through Grant DPI2015-71645-P is gratefully acknowledged.

Nonlinear stability and control of gliding vehicles

NASA Astrophysics Data System (ADS)

Bhatta, Pradeep

In this thesis we use nonlinear systems analysis to study dynamics and design control solutions for vehicles subject to hydrodynamic or aerodynamic forcing. Application of energy-based methods for such vehicles is challenging due to the presence of energy-conserving lift and side forces. We study how the lift force determines the geometric structure of vehicle dynamics. A Hamiltonian formulation of the integrable phugoid-mode equations provides a Lyapunov function candidate, which is used throughout the thesis for deriving equilibrium stability results and designing stabilizing control laws. A strong motivation for our work is the emergence of underwater gliders as an important observation platform for oceanography. Underwater gliders rely on buoyancy regulation and internal mass redistribution for motion control. These vehicles are attractive because they are designed to operate autonomously and continuously for several weeks. The results presented in this thesis contribute toward the development of systematic control design procedures for extending the range of provably stable maneuvers of the underwater glider. As the first major contribution we derive conditions for nonlinear stability of longitudinal steady gliding motions using singular perturbation theory. Stability is proved using a composite Lyapunov function, composed of individual Lyapunov functions that prove stability of rotational and translational subsystem equilibria. We use the composite Lyapunov function to design control laws for stabilizing desired relative equilibria in different actuation configurations for the underwater glider. We propose an approximate trajectory tracking method for an aircraft model. Our method uses exponential stability results of controllable steady gliding motions, derived by interpreting the aircraft dynamics as an interconnected system of rotational and translational subsystems. We prove bounded position error for tracking prescribed, straight-line trajectories, and demonstrate good performance in tracking unsteady trajectories in the longitudinal plane. We present all possible relative equilibrium motions for a rigid body moving in a fluid. Motion along a circular helix is a practical relative equilibrium for an underwater glider. We present a study of how internal mass distribution and buoyancy of the underwater glider influence the size of the steady circular helix, and the effect of a vehicle bottom-heaviness parameter on its stability.

Mechanics based model for predicting structure-induced rolling resistance (SRR) of the tire-pavement system

NASA Astrophysics Data System (ADS)

Shakiba, Maryam; Ozer, Hasan; Ziyadi, Mojtaba; Al-Qadi, Imad L.

2016-11-01

The structure-induced rolling resistance of pavements, and its impact on vehicle fuel consumption, is investigated in this study. The structural response of pavement causes additional rolling resistance and fuel consumption of vehicles through deformation of pavement and various dissipation mechanisms associated with inelastic material properties and damping. Accurate and computationally efficient models are required to capture these mechanisms and obtain realistic estimates of changes in vehicle fuel consumption. Two mechanistic-based approaches are currently used to calculate vehicle fuel consumption as related to structural rolling resistance: dissipation-induced and deflection-induced methods. The deflection-induced approach is adopted in this study, and realistic representation of pavement-vehicle interactions (PVIs) is incorporated. In addition to considering viscoelastic behavior of asphalt concrete layers, the realistic representation of PVIs in this study includes non-uniform three-dimensional tire contact stresses and dynamic analysis in pavement simulations. The effects of analysis type, tire contact stresses, pavement viscoelastic properties, pavement damping coefficients, vehicle speed, and pavement temperature are then investigated.

Structural Health Monitoring for a Z-Type Special Vehicle

PubMed Central

Yuan, Chaolin; Ren, Liang; Li, Hongnan

2017-01-01

Nowadays there exist various kinds of special vehicles designed for some purposes, which are different from regular vehicles in overall dimension and design. In that case, accidents such as overturning will lead to large economical loss and casualties. There are still no technical specifications to follow to ensure the safe operation and driving of these special vehicles. Owing to the poor efficiency of regular maintenance, it is more feasible and effective to apply real-time monitoring during the operation and driving process. In this paper, the fiber Bragg grating (FBG) sensors are used to monitor the safety of a z-type special vehicle. Based on the structural features and force distribution, a reasonable structural health monitoring (SHM) scheme is presented. Comparing the monitoring results with the finite element simulation results guarantees the accuracy and reliability of the monitoring results. Large amounts of data are collected during the operation and driving progress to evaluate the structural safety condition and provide reference for SHM systems developed for other special vehicles. PMID:28587161

Ground Vibration Testing Options for Space Launch Vehicles

NASA Technical Reports Server (NTRS)

Patterson, Alan; Smith, Robert K.; Goggin, David; Newsom, Jerry

2011-01-01

New NASA launch vehicles will require development of robust systems in a fiscally-constrained environment. NASA, Department of Defense (DoD), and commercial space companies routinely conduct ground vibration tests as an essential part of math model validation and launch vehicle certification. Although ground vibration testing must be a part of the integrated test planning process, more affordable approaches must also be considered. A study evaluated several ground vibration test options for the NASA Constellation Program flight test vehicles, Orion-1 and Orion-2, which concluded that more affordable ground vibration test options are available. The motivation for ground vibration testing is supported by historical examples from NASA and DoD. The approach used in the present study employed surveys of ground vibration test subject-matter experts that provided data to qualitatively rank six test options. Twenty-five experts from NASA, DoD, and industry provided scoring and comments for this study. The current study determined that both element-level modal tests and integrated vehicle modal tests have technical merits. Both have been successful in validating structural dynamic math models of launch vehicles. However, element-level testing has less overall cost and schedule risk as compared to integrated vehicle testing. Future NASA launch vehicle development programs should anticipate that some structural dynamics testing will be necessary. Analysis alone will be inadequate to certify a crew-capable launch vehicle. At a minimum, component and element structural dynamic tests are recommended for new vehicle elements. Three viable structural dynamic test options were identified. Modal testing of the new vehicle elements and an integrated vehicle test on the mobile launcher provided the optimal trade between technical, cost, and schedule.

Vamorolone, a dissociative steroidal compound, reduces pro-inflammatory cytokine expression in glioma cells and increases activity and survival in a murine model of cortical tumor.

PubMed

Wells, Elizabeth; Kambhampati, Madhuri; Damsker, Jesse M; Gordish-Dressman, Heather; Yadavilli, Sridevi; Becher, Oren J; Gittens, Jamila; Stampar, Mojca; Packer, Roger J; Nazarian, Javad

2017-02-07

Corticosteroids, such as dexamethasone, are routinely used as palliative care in neuro-oncology for their anti-inflammatory benefits, however many patients experience dose limiting side effects caused by glucocorticoid response element (GRE)-mediated transcription. The purpose of this study was to use a murine model to investigate a new steroid alternative, vamorolone, which promises to reduce side effects through dissociating GRE-mediated transcription and NF-κB -mediated anti-inflammatory actions. To compare vamorolone to dexamethasone in reducing pro-inflammatory signals in vitro, murine glioma cells were treated with dexamethasone, vamorolone or vehicle control. Changes in mRNA expression were assessed using the nanostring inflammatory platform. Furthermore, drug efficacy, post-treatment behavioral activity and side effects were assessed by treating two cohorts of brain tumor bearing mice with dexamethasone, vamorolone, or vehicle control. Our investigation showed that treatment with vamorolone resulted in a reduction of pro-inflammatory signals in tumor cells in vitro similar to treatment with dexamethasone. Treatment with vamorolone resulted in a better safety profile in comparison to dexamethasone treatment. Vamorolone- treated mice showed similar or better activity and survival when compared to dexamethasone-treated mice. Our data indicate vamorolone is a potential steroid-sparing alternative for treating patients with brain tumors.

Three-dimensional modeling of air flow and pollutant dispersion in an urban street canyon with thermal effects.

PubMed

Tsai, Mong-Yu; Chen, Kang-Shin; Wu, Chung-Hsing

2005-08-01

Effects of excess ground and building temperatures on airflow and dispersion of pollutants in an urban street canyon with an aspect ratio of 0.8 and a length-to-width ratio of 3 were investigated numerically. Three-dimensional governing equations of mass, momentum, energy, and species were modeled using the RNG k-epsilon turbulence model and Boussinesq approximation, which were solved using the finite volume method. Vehicle emissions were estimated from the measured traffic flow rates and modeled as banded line sources, with a street length and bandwidths equal to typical vehicle widths. Both measurements and simulations reveal that pollutant concentrations typically follow the traffic flow rate; they decline as the height increases and are higher on the leeward side than on the windward side. Three-dimensional simulations reveal that the vortex line, joining the centers of cross-sectional vortexes of the street canyon, meanders between street buildings and shifts toward the windward side when heating strength is increased. Thermal boundary layers are very thin. Entrainment of outside air increases, and pollutant concentration decreases with increasing heating condition. Also, traffic-produced turbulence enhances the turbulent kinetic energy and the mixing of temperature and admixtures in the canyon. Factors affecting the inaccuracy of the simulations are addressed.