1,720,994 research outputs found
H∞ dynamic output feedback control for a networked control active suspension system under actuator faults dataset
No full textThis data set comprises the vehicle responses under different controllers for the active suspension system:
- Passive suspension.
- Active suspension with fault tolerant control
- Active suspension without fault tolerant control
Data is contained in MATLAB .mat files. Each row corresponds to:
1) Time (s)
2) Vertical acceleration (m/s^2)
3) Pitch acceleration (rad/s^2)
4) Roll acceleration (rad/s^2)
5) Front right Actuator force (N)
6) Front left Actuator force (N)
7) Rear right Actuator force (N)
8) Rear left Actuator force (N)
9) Front right suspension deflection (m)
10) Front left suspension deflection (m)
11) Rear right suspension deflection (m)
12) Rear left suspension deflection (m)
13) Front right tyre load (N)
14) Front left tyre load (N)
15) Rear right tyre load (N)
16) Rear left tyre load (N)
17) Front right controller triggering
18) Front left controller triggering
19) Rear right controller triggering
20) Rear left controller triggering</br
Integral-Based Event Triggering Actuator Fault-Tolerant Control for an Active Suspension System Under a Networked Communication Scheme dataset
No full textThis data set comprises the vehicle responses under different controllers for the active suspension system:
- Passive suspension. (Passive)
- Active-suspension networked Non Fault-Tolerant control under a traditional event-triggering scheme. (TET NFT)
- Active-suspension networked Fault-Tolerant control under a traditional event-triggering scheme. (TET FT)
- Active-suspension networked Non Fault-Tolerant control under an integral event-triggering scheme. (IET NFT).
- Active-suspension networked Fault-Tolerant control under an integral event-triggering scheme. (IET FT). This is the proposed methodology.
Data is contained in MATLAB .mat files. Each row corresponds to:
1) Time (s)
2) Vertical acceleration (m/s^2)
3) Pitch acceleration (rad/s^2)
4) Roll acceleration (rad/s^2)
5) Front right Actuator force (N)
6) Front left Actuator force (N)
7) Rear right Actuator force (N)
8) Rear left Actuator force (N)
9) Front right suspension deflection (m)
10) Front left suspension deflection (m)
11) Rear right suspension deflection (m)
12) Rear left suspension deflection (m)
13) Front right tyre load (N)
14) Front left tyre load (N)
15) Rear right tyre load (N)
16) Rear left tyre load (N)
17) Front right controller triggering
18) Front left controller triggering
19) Rear right controller triggering
20) Rear left controller triggering
21) Vertical displacement of the center of gravity (m)
22) Front right tyre deflection (m)
23) Front left tyre deflection (m)
24) Rear right tyre deflection (m)
25) Rear left tyre deflection (m)</br
Diseño de sistemas de automatización de la conducción basados en control robusto para la mejora de la seguridad y el confort en vehículos automóviles
No full textMención Internacional en el título de doctorDe acuerdo con los datos proporcionados por la Dirección General de Tráfico, la cifra
de víctimas por siniestros viales en España fue de 119.695 en el año 2021, de las cuales,
1.533 fallecieron. El factor humano es la causa principal de que se produzcan accidentes,
ya bien debido a conductas temerarias o baja capacidad de reacción por parte de los
conductores.
Con el fin de mejorar la seguridad durante la conducción y reducir la posibilidad de
que se produzcan accidentes, actualmente los vehículos incorporan diferentes sistemas
de automatización de la conducción. Según el estándar SAE-J3016, estos sistemas se
clasifican en 6 niveles dependiendo de su complejidad, desde ”no automatización” hasta
”completamente autónomo”. El nivel 0 corresponde a un vehículo sin automatización en
el que el conductor controla las tareas de conducción dinámica (DDT, Dynamic Driving
Task), siendo apoyado por sistemas de seguridad activa, como son el sistema de frenada
de emergencia, el asistente de mantenimiento de carril y los sistemas de suspensión activa,
entre otros. Aunque a día de hoy, los sistemas de seguridad activa ya están incorporados en
los vehículos de producción serie, todavía existen retos respecto a su diseño como es tratar
la aparición de fallos tanto en sensores como actuadores o la existencia de incertidumbres
y perturbaciones externas para que el comportamiento dinámico del vehículo no se vea
afectado por ellos. Los niveles 1 y 2 corresponden con las funciones de apoyo al conductor
y cuentan con sistemas para el control longitudinal y lateral del vehículo como son el
control de crucero adaptativo y el asistente de aparcamiento. Los niveles 3 y superiores
corresponden con los sistemas de automatización de la conducción (ADS, Automated
Driving System). Dentro de estos últimos niveles, una de las tareas más importantes es el
seguimiento de trayectoria que guía al vehículo para que siga un camino deseado, el cual
ha sido previamente generado por un sistema de planificación de la trayectoria.
Todos los sistemas mencionados anteriormente requieren del montaje de sensores,
controladores y actuadores en el propio vehículo. Estos dispositivos están conectados entre
sí mediante redes de comunicación, lo que produce un retardo en la transmisión de
la información, pudiendo afectar al comportamiento dinámico del vehículo, haciéndolo
incluso inestable. Como solución, se están diseñando sistemas de control bajo un análisis
de estabilidad con funcionales que incluyen este retardo. Por otra parte, si se envía una
gran cantidad de información a la red en un tiempo reducido, esta se puede saturar, imposibilitando
la comunicación entre los diversos elementos conectados. Este problema se
solventa mediante la integración de mecanismos de disparo de eventos en la transmisión,
cuya función es descartar paquetes de información irrelevantes.
Por todos los motivos mencionados, los dos objetivos principales de la presente Tesis
Doctoral son: 1) Diseño de un sistema de suspensión activa tolerante a fallos en los actuadores
considerando retrasos en la red de comunicación para mejorar la seguridad del vehículo y el confort de los ocupantes que incluye, además, un mecanismo de disparo
de eventos para reducir la información enviada a la red y evitar su saturación. 2) Diseño
de un sistema de seguimiento de trayectoria combinado con un sistema de estabilidad de
balanceo considerando retrasos en la red de comunicación y un mecanismo de disparo de
eventos. Los sistemas propuestos han sido validados mediante el software comercial de simulación
de dinámica vehicular CarSim. Los resultados obtenidos demuestran la eficacia
de estos sistemas.According to data provided by the Directorate General of Traffic, the number of road
accident victims in Spain was 119.695 in 2021, of which 1.533 died. The human factor is
the main cause of accidents occurring, either due to reckless behaviour or poor reaction
capacity on the part of drivers.
In order to improve driving safety and reduce the possibility of accidents, vehicles are
nowadays equipped with different driving automation systems. According to the SAEJ3016
standard, these systems are classified into 6 levels depending on their complexity,
from ”no automation” to ”fully autonomous”. Level 0 corresponds to a vehicle with no
automation in which the driver controls the dynamic driving tasks (DDT), supported by
active safety systems such as emergency braking, lane keeping assist and active suspension
systems, among others. Although today, active safety systems are already incorporated
in series production vehicles, there are still design challenges such as dealing with
sensor and actuator failures and external uncertainties and disturbances so that the dynamic
behaviour of the vehicle is not affected by them. Levels 1 and 2 correspond to driver
support functions and include systems for longitudinal and lateral vehicle control such
as adaptive cruise control and parking assistance. Levels 3 and above correspond to the
automated driving systems (ADS). Within these latter levels, one of the most important
tasks is path following, which guides the vehicle to follow a desired path that has been
previously generated by a path planning system.
Level 3 or higher functionalities include vehicle steering control to achieve trajectory
tracking and speed control to adapt to road conditions. The main problem with these systems
lies in the model used for the design of the control law. Many investigations simplify
the study of vehicle behavior by relying on kinematic models according to Ackermann
geometry, which ignores effects such as tire-road contact, or the lateral inertial and rolling
behavior of the vehicle. In order to achieve a safer behavior, the design of the controller
should be performed following more complex vehicle models, which take into account
the above mentioned aspects.
All the aforementioned systems require the installation of sensors, controllers and actuators
in the vehicle itself. These devices are connected to each other via communication
networks, which causes a delay in the transmission of information and can affect the dynamic
behaviour of the vehicle, even making it unstable. As a solution, control systems
are being designed under stability analysis with functionalities that include this delay. On
the other hand, if a large amount of information is sent to the network in a short time, the
network can become saturated, making communication between the various connected
elements impossible. This problem is solved by integrating event triggering mechanisms
in the transmission, whose function is to discard irrelevant information packets.
For all the above mentioned reasons, the two main objectives of this Doctoral Thesis are: 1) Design of an active suspension system tolerant to actuator failures considering
delays in the communication network to improve vehicle safety and occupant comfort
that includes, in addition, an event triggering mechanism to reduce the information sent
to the network and avoid its saturation. 2) Design of a trajectory tracking system combined
with a roll stability system considering delays in the communication network and an
event triggering mechanism. The proposed systems have been validated using the commercial
vehicle dynamics simulation software CarSim. The results obtained demonstrate
the effectiveness of these systems.Esta Tesis Doctoral se ha desarrollado dentro del proyecto nacional competitivo Intelligent
Driving Safety System under an IoT platform with low-cost devices (RTI2018-
095143-BC21) apoyado a través de ”FEDER/Ministerio de Ciencia e Innovación - Agencia
Estatal de Investigación (AEI)” del Gobierno de España.Programa de Doctorado en Ingeniería Mecánica y de Organización Industrial por la Universidad Carlos III de MadridPresidente: Marco Ceccarelli.- Secretario: Juan Antonio Cabrera Carrillo.- Vocal: Felipe Jiménez Alons
Detection of people and vehicles through radar system and artificial vision for autonomous driving
No full textGrado en Ingeniería en Tecnologías Industriale
Going Beyond Counting First Authors in Author Co-citation Analysis
Full text linkThe present study examines one of the fundamental aspects of author co-citation analysis (ACA) - the way co-citation
counts are defined. Co-citation counting provides the data on which all subsequent statistical analyses and mappings
are based, and we compare ACA results based on two different types of co-citation counting - the traditional type that
only counts the first one among a cited work's authors on the one hand and a non-traditional type that takes into
account the first 5 authors of a cited work on the other hand. Results indicate that the picture produced through this non-traditional author co-citation counting contains more coherent author groups and is therefore considerably clearer. However, this picture represents fewer specialties in the research field being studied than that produced through the traditional first-author co-citation counting when the same number of top-ranked authors is selected and analyzed. Reasons for these effects are discussed
Variations on the Author
Full text link“Variations on the Author” discusses two of Eduardo Coutinho’s recent films (Um Dia na Vida, from 2010, and Últimas Conversas, posthumously released in 2015) and their contribution to the general question of documentary authorship. The director’s filmography is characterized by a consistent yet self-effacing form of authorial self-inscription: Coutinho often features as an interviewer that rather than express opinions propels discourses; an interviewer that is good at listening. This mode of self-inscription characterizes him as an author who is not expressive but who is nonetheless markedly present on the screen. In Um Dia na Vida, however, Coutinho is completely absent form the image, while Últimas Conversas, on the contrary, includes a confessional prologue that moves the director from the margins to the center of his films. This article examines the ways in which these works stand out in the filmography of a director who offers new insights into the notion of cinematic authorship
Appropriate Similarity Measures for Author Cocitation Analysis
Full text linkWe provide a number of new insights into the methodological discussion about author cocitation analysis. We first argue that the use of the Pearson correlation for measuring the similarity between authors’ cocitation profiles is not very satisfactory. We then discuss what kind of similarity measures may be used as an alternative to the Pearson correlation. We consider three similarity measures in particular. One is the well-known cosine. The other two similarity measures have not been used before in the bibliometric literature. Finally, we show by means of an example that our findings have a high practical relevance.information science;Pearson correlation;cosine;similarity measure;author cocitation analysis
Dispelling the Myths Behind First-author Citation Counts
Full text linkWe conducted a full-scale evaluative citation analysis study of scholars in the XML research field to explore just how different from each other author rankings resulting from different citation counting methods actually are, and to demonstrate the capability of emerging data and tools on the Web in supporting more realistic citation counting methods. Our results contest some common arguments for the continued
use of first-author citation counts in the evaluation of scholars, such as high correlations between author rankings by first-author citation counts and other citation
counting methods, and high costs of using more realistic citation counting methods that are not well-supported by the ISI databases. It is argued that increasingly available digital full text research papers make it possible for citation analysis studies to go beyond what the ISI databases have directly supported and to employ more
sophisticated methods
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