Lateral Acceleration

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Alain Berthoz - One of the best experts on this subject based on the ideXlab platform.

  • role of Lateral Acceleration in curve driving driver model and experiments on a real vehicle and a driving simulator
    Human Factors, 2001
    Co-Authors: Gilles Reymond, Andras Kemeny, Jacques Droulez, Alain Berthoz
    Abstract:

    Experimental studies show that automobile drivers adjust their speed in curves so that maximum vehicle Lateral Accelerations decrease at high speeds. This pattern of Lateral Accelerations is described by a new driver model, assuming drivers control a variable safety margin of perceived Lateral Acceleration according to their anticipated steering deviations. Compared with a minimum time-to-lane-crossing (H. Godthelp, 1986) speed modulation strategy, this model, based on nonvisual cues, predicts that extreme values of Lateral Acceleration in curves decrease quadratically with speed, in accordance with experimental data obtained in a vehicle driven on a test track and in a motion-based driving simulator. Variations of model parameters can characterize "normal" or "fast" driving styles on the test track. On the simulator, it was found that the upper limits of Lateral Acceleration decreased less steeply when the motion cuing system was deactivated, although drivers maintained a consistent driving style. This i...

  • Role of Lateral Acceleration in Curve Driving: Driver Model and Experiments on a Real Vehicle and a Driving Simulator
    Human Factors: The Journal of the Human Factors and Ergonomics Society, 2001
    Co-Authors: Gilles Reymond, Andras Kemeny, Jacques Droulez, Alain Berthoz
    Abstract:

    Experimental studies show that automobile drivers adjust their speed in curves so that maximum vehicle Lateral Accelerations decrease at high speeds. This pattern of Lateral Accelerations is described by a new driver model, assuming drivers control a variable safety margin of perceived Lateral Acceleration according to their anticipated steering deviations. Compared with a minimum time-to-lane-crossing (H. Godthelp, 1986) speed modulation strategy, this model, based on nonvisual cues, predicts that extreme values of Lateral Acceleration in curves decrease quadratically with speed, in accordance with experimental data obtained in a vehicle driven on a test track and in a motion-based driving simulator. Variations of model parameters can characterize "normal" or "fast" driving styles on the test track. On the simulator, it was found that the upper limits of Lateral Acceleration decreased less steeply when the motion cuing system was deactivated, although drivers maintained a consistent driving style. This is interpreted per the model as an underestimation of curvilinear speed due to the lack of inertial stimuli. Actual or potential applications of this research include a method to assess driving simulators as well as to identify driving styles for on-board driver aid systems.

  • Role of Lateral Acceleration in Curve Driving: Driver Model and Experiments on a Real Vehicle and a Driving Simulator
    Human Factors: The Journal of the Human Factors and Ergonomics Society, 2001
    Co-Authors: Gilles Reymond, Andras Kemeny, Jacques Droulez, Alain Berthoz
    Abstract:

    Experimental studies show that automobile drivers adjust their speed in curves so that maximum vehicle Lateral Accelerations decrease at high speeds. This pattern of Lateral Accelerations is described by a new driver model, assuming drivers control a variable safety margin of perceived Lateral Acceleration according to their anticipated steering deviations. Compared with a minimum time-to-lane-crossing (H. Godthelp, 1986) speed modulation strategy, this model, based on nonvisual cues, predicts that extreme values of Lateral Acceleration in curves decrease quadratically with speed, in accordance with experimental data obtained in a vehicle driven on a test track and in a motion-based driving simulator. Variations of model parameters can characterize "normal" or "fast" driving styles on the test track. On the simulator, it was found that the upper limits of Lateral Acceleration decreased less steeply when the motion cuing system was deactivated, although drivers maintained a consistent driving style. This is interpreted per the model as an underestimation of curvilinear speed due to the lack of inertial stimuli. Actual or potential applications of this research include a method to assess driving simulators as well as to identify driving styles for on-board driver aid systems.

Seibum B Choi - One of the best experts on this subject based on the ideXlab platform.

  • vehicle side slip angle estimation of ground vehicles based on a Lateral Acceleration compensation
    IEEE Access, 2020
    Co-Authors: Kwanghyun Cho, Yafei Wang, Hyunwoo Son, Kanghyun Nam, Seibum B Choi
    Abstract:

    For vehicle stability control system to function properly under a variety of changing road conditions and driver’s inputs, precise estimations of vehicle states are necessarily required. In particular, information on the side-slip angle is critical to vehicle handling and safety control. Since commercial sensors measuring the side-slip angle are not cost effective, estimation methods that use available sensor measurements and vehicle dynamics models are necessarily required. This paper proposes a novel methodology to estimate the side-slip angle which is used as an index of vehicle stability. A side-slip angle observer is designed using the bicycle model and the kinematic model. Here, in order to directly use the Lateral accelerometer signal, the Lateral Acceleration compensation method through the roll angle estimation is proposed. The estimation performance is verified under various road conditions and different driver’s inputs using HIL test equipment including commercial vehicle dynamics simulation software CarSim.

  • Lateral Acceleration compensation of a vehicle based on roll angle estimation
    2010 IEEE International Conference on Control Applications, 2010
    Co-Authors: Seibum B Choi, Sukchang Kang
    Abstract:

    This paper demonstrates a method for compensating the gravity component of the Lateral Acceleration through the estimation of the roll angle. The Lateral Acceleration has a direct influence on the road disturbance and suspension motion by driver's steering input. It is difficult to differenciate the bias(gravity component) induced by the road bank disturbance and suspension motion from the actual Lateral Acceleration measured by a sensor. Although the roll rate sensor can estimate the roll angle via the integration, it has several limitations concerning its use. Because there is no roll rate sensor or roll angle sensor in usual vehicles and the integration may cause the sensor drift problem. In this paper, the state index that implicates whether the state of the vehicle is in the transient region or steady state region, is defined. The roll angle is estimated by integrating the suspension angle rate and kinematic roll angle through switching of the state index. The gravity component induced by roll angle is substracted from the measured Lateral Acceleration components. And the side-slip angle is estimated to verify the influence of the compensated Lateral Acceleration. These works are verified using CarSim program with variety of road environments and steering inputs.

Lin Tian - One of the best experts on this subject based on the ideXlab platform.

Gilles Reymond - One of the best experts on this subject based on the ideXlab platform.

  • role of Lateral Acceleration in curve driving driver model and experiments on a real vehicle and a driving simulator
    Human Factors, 2001
    Co-Authors: Gilles Reymond, Andras Kemeny, Jacques Droulez, Alain Berthoz
    Abstract:

    Experimental studies show that automobile drivers adjust their speed in curves so that maximum vehicle Lateral Accelerations decrease at high speeds. This pattern of Lateral Accelerations is described by a new driver model, assuming drivers control a variable safety margin of perceived Lateral Acceleration according to their anticipated steering deviations. Compared with a minimum time-to-lane-crossing (H. Godthelp, 1986) speed modulation strategy, this model, based on nonvisual cues, predicts that extreme values of Lateral Acceleration in curves decrease quadratically with speed, in accordance with experimental data obtained in a vehicle driven on a test track and in a motion-based driving simulator. Variations of model parameters can characterize "normal" or "fast" driving styles on the test track. On the simulator, it was found that the upper limits of Lateral Acceleration decreased less steeply when the motion cuing system was deactivated, although drivers maintained a consistent driving style. This i...

  • Role of Lateral Acceleration in Curve Driving: Driver Model and Experiments on a Real Vehicle and a Driving Simulator
    Human Factors: The Journal of the Human Factors and Ergonomics Society, 2001
    Co-Authors: Gilles Reymond, Andras Kemeny, Jacques Droulez, Alain Berthoz
    Abstract:

    Experimental studies show that automobile drivers adjust their speed in curves so that maximum vehicle Lateral Accelerations decrease at high speeds. This pattern of Lateral Accelerations is described by a new driver model, assuming drivers control a variable safety margin of perceived Lateral Acceleration according to their anticipated steering deviations. Compared with a minimum time-to-lane-crossing (H. Godthelp, 1986) speed modulation strategy, this model, based on nonvisual cues, predicts that extreme values of Lateral Acceleration in curves decrease quadratically with speed, in accordance with experimental data obtained in a vehicle driven on a test track and in a motion-based driving simulator. Variations of model parameters can characterize "normal" or "fast" driving styles on the test track. On the simulator, it was found that the upper limits of Lateral Acceleration decreased less steeply when the motion cuing system was deactivated, although drivers maintained a consistent driving style. This is interpreted per the model as an underestimation of curvilinear speed due to the lack of inertial stimuli. Actual or potential applications of this research include a method to assess driving simulators as well as to identify driving styles for on-board driver aid systems.

  • Role of Lateral Acceleration in Curve Driving: Driver Model and Experiments on a Real Vehicle and a Driving Simulator
    Human Factors: The Journal of the Human Factors and Ergonomics Society, 2001
    Co-Authors: Gilles Reymond, Andras Kemeny, Jacques Droulez, Alain Berthoz
    Abstract:

    Experimental studies show that automobile drivers adjust their speed in curves so that maximum vehicle Lateral Accelerations decrease at high speeds. This pattern of Lateral Accelerations is described by a new driver model, assuming drivers control a variable safety margin of perceived Lateral Acceleration according to their anticipated steering deviations. Compared with a minimum time-to-lane-crossing (H. Godthelp, 1986) speed modulation strategy, this model, based on nonvisual cues, predicts that extreme values of Lateral Acceleration in curves decrease quadratically with speed, in accordance with experimental data obtained in a vehicle driven on a test track and in a motion-based driving simulator. Variations of model parameters can characterize "normal" or "fast" driving styles on the test track. On the simulator, it was found that the upper limits of Lateral Acceleration decreased less steeply when the motion cuing system was deactivated, although drivers maintained a consistent driving style. This is interpreted per the model as an underestimation of curvilinear speed due to the lack of inertial stimuli. Actual or potential applications of this research include a method to assess driving simulators as well as to identify driving styles for on-board driver aid systems.

Michael J. Griffin - One of the best experts on this subject based on the ideXlab platform.

  • motion sickness caused by roll compensated Lateral Acceleration effects of centre of rotation and subject demographics
    Proceedings of the Institution of Mechanical Engineers Part F: Journal of Rail and Rapid Transit, 2014
    Co-Authors: George F. Beard, Michael J. Griffin
    Abstract:

    The combination of low-frequency Lateral and roll motions experienced in tilting trains can provoke motion sickness. The incidence of sickness depends on vehicle design and subject demographics. Vehicle design affects the location of the centre-of-roll, which influences passenger perception of motion. Age and gender have large influences on susceptibility to sickness, but little is known about the effects of ethnicity and body size. This study investigated the influence of both the vertical position of the centre-of-roll and subject characteristics (ethnicity, weight, stature and sickness susceptibility) on sickness caused by fully roll-compensated Lateral oscillation. It was hypothesised that sickness would be greater when full compensation occurred at the head than when full compensation occurred at the seat. Sixty subjects experienced a 0.2-Hz Lateral oscillation combined with ±7.3° of roll, so that the Lateral Acceleration was fully compensated at either the seat surface or 800 mm above the seat (i.e. average head height). Illness ratings and symptom scores were recorded every minute for 50 min (i.e. during a 5-min acclimatisation period, a 30-min exposure period and a 15-min recovery period). Although the mean illness ratings were greater when full compensation occurred at the head than at the seat, the difference was not statistically significant. Weight and stature were not associated with motion sickness, but illness ratings were much greater in Asian subjects than in European subjects. It is concluded that differences in susceptibility between Asians and Europeans have a greater effect on motion sickness than the height of the centre-of-rotation during roll-compensated Lateral Acceleration.

  • Discomfort caused by low-frequency Lateral oscillation, roll oscillation and roll-compensated Lateral oscillation.
    Ergonomics, 2012
    Co-Authors: George F. Beard, Michael J. Griffin
    Abstract:

    Roll compensation during cornering (aligning the feet-to-head axis of the body with the resultant force) reduces Lateral Acceleration, but how any improvement in comfort depends on the frequency of the Acceleration has not previously been investigated. Seated subjects judged the discomfort caused by Lateral oscillation, roll oscillation and fully roll-compensated Lateral oscillation at each of seven frequencies (0.25–1.0 Hz). Irrespective of whether it was caused by pure Lateral Acceleration or gravitational Acceleration due to pure roll, Acceleration in the plane of the seat caused similar discomfort at frequencies less than 0.4 Hz. From 0.4 to 1.0 Hz, with the same Lateral Acceleration in the plane of the seat, there was greater discomfort from roll oscillation than from Lateral Acceleration. With fully roll-compensated Lateral oscillation, discomfort was less than with either the Lateral component or the roll component of the motion from 0.2 to 0.5 Hz, but discomfort increased with increasing frequency...

  • Motion sickness with fully roll-compensated Lateral oscillation: Effect of oscillation frequency
    Aviation Space and Environmental Medicine, 2009
    Co-Authors: Barnaby E. Donohew, Michael J. Griffin
    Abstract:

    BACKGROUND: During Lateral Acceleration, the addition of an appropriate roll motion can improve comfort, but some combinations of Lateral and roll motion increase motion sickness. OBJECTIVES: To determine how motion sickness caused by Lateral oscillation fully compensated by roll oscillation (so subjects feel no Lateral Acceleration) depends on the frequency of oscillation and compare sickness with that caused by uncompensated Lateral oscillation. METHOD: A total of 160 subjects (8 groups of 20) were exposed for 30 min to fully roll-compensated sinusoidal Lateral oscillation at one of 8 frequencies (0.05, 0.08, 0.125, 0.16, 0.20, 0.315, 0.5, 0.8 Hz). A further 60 subjects (3 groups of 20) were exposed to Lateral oscillation (at 0.315, 0.5, or 0.8 Hz) to allow comparison of sickness with that caused by uncompensated Lateral oscillation at frequencies not previously studied. Subjects rated symptoms at 1-min intervals. RESULTS: With fully roll-compensated Lateral oscillation, illness ratings tended to increase with increasing frequency of oscillation from 0.05 to 0.2 Hz (with peak Lateral velocity, +/- 1.0 m x s(-1)) and tended to decrease from 0.315 to 0.8 Hz (with peak Lateral jerk, +/- 1.96 m x s(-3)). Roll compensation significantly reduced the duration before subjects developed nausea. CONCLUSIONS: Motion sickness is increased by roll oscillation used to compensate fully for low-frequency Lateral oscillation. In general, when roll oscillation is combined with low-frequency Lateral oscillation, motion sickness cannot be predicted from either the roll oscillation or the Lateral oscillation alone. The dependence of motion sickness on the frequency of oscillation is broadly similar for pure Lateral oscillation and 100% roll-compensated Lateral oscillation.

  • motion sickness from combined Lateral and roll oscillation effect of varying phase relationships
    Aviation Space and Environmental Medicine, 2007
    Co-Authors: J Joseph, Michael J. Griffin
    Abstract:

    Background: Previous studies have investigated motion sickness caused by combined Lateral and roll oscillation occurring in phase with each other. In tilting trains there can be a phase difference between the two motions. Hypothesis: It was hypothesized that sickness caused by combined Lateral and roll oscillation would depend on the phase between the Lateral Acceleration and the roll displacement. Method: At intervals of at least 1 wk, 20 subjects were seated in a cabin and exposed to four 30-min exposures of combined 0.2 Hz sinusoidal Lateral Acceleration (± 1.26 ms?2) and 0.2 Hz roll displacement (± 7.32°). The roll oscillation had one of four phases relative to the Lateral oscillation: 1) 0° delay (giving 100% compensation of the Lateral Acceleration); 2) 14.5° delay (75% compensation); 3) 29° delay (50% compensation); and 4) 29° advance (50% compensation). Subjects gave ratings of sickness at 1-min intervals. Results: Sickness was greatest with no delay (100% compensation). Increasing the delay to 14.5° (75% compensation) and to 29° (50% compensation) decreased sickness. Less sickness occurred when the roll displacement led the Lateral Acceleration by 29° (phase advance) than when the roll displacement followed the Lateral Acceleration by 29° (phase delay). Conclusions: With combined Lateral and roll oscillation, sickness depends on the phase between the two motions. Increasing the delay in the roll motion reduces sickness, but also reduces the compensation. There is less sickness when the roll displacement leads the Lateral Acceleration than when the roll displacement lags the Lateral Acceleration.

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