<p>This thesis presents the making and the implementation of a roll stability system for a simulator truck. The purpose of the system is to prevent rollover. The making of the system consists of three parts; calculating the roll angle, calculating a rollover index and constructing the control system. The roll angle was calculated using a one degree of freedom model of the truck with the measured lateral acceleration as input signal. Using the roll angle and the roll rate, a rollover index was calculated. The controller made the truck brake to avoid the impending rollover when the rollover index was at a critical point. The benefits of the system were measured by conducting a study in which test persons drove the simulator truck both with the stability system switched on and switched off. The scenario in the study was carefully constructed so that it would test the system thoroughly. The results were not unambiguous, in some situations the roll stability system prevented roll over, but in others it had the opposite effect.</p> / <p>I den här examensarbetesrapporten presenteras ett rollstabiliseringssystem för tunga fordon framtaget på VTIs (Statens väg- och transportforskningsinstitut) begäran. Systemet ska användas i VTIs simulator och det ska förhindra att fordonet välter. Utvecklingen av systemet kan delas in i tre större områden; beräkning av fordonets rollvinkel, framtagandet av ett rolloverindex samt skapandet av en regulator. Rollvinkeln är framtagen utifrån en lastbilsmodell med en frihestgrad, och skattades utifrån den mätta sidoaccelerationen. Rollhastigheten i sin tur skattades utifrån rollvinkeln. Ett rolloverindex som anger risken för vältning i varje ögonblick räknades fram med hjälp av rollvinkeln och rollhastigheten. Då indexet indikerar att vältning är nära aktiveras ett reglersystem. Detta system bromsar in lastbilen för att minska vältrisken. Examensarbetet avslutades med en studie utförd i simulatorn där försökspersoner körde både med och utan stabiliseringssytemet inkopplat. Scenariot i studien var speciellt utformat för att testa stabiliseringssystemet. Resultaten var inte entydiga, stabiliseringssystemet hjälpte i vissa situationer men i andra hade det motsatt effekt och fick lastbilen att välta snarare än att förhindra vältningen. Slutligen utvärderades nyttoeffekterna av det framtagna systemet.</p>

This thesis presents the making and the implementation of a roll stability system for a simulator truck. The purpose of the system is to prevent rollover. The making of the system consists of three parts; calculating the roll angle, calculating a rollover index and constructing the control system. The roll angle was calculated using a one degree of freedom model of the truck with the measured lateral acceleration as input signal. Using the roll angle and the roll rate, a rollover index was calculated. The controller made the truck brake to avoid the impending rollover when the rollover index was at a critical point. The benefits of the system were measured by conducting a study in which test persons drove the simulator truck both with the stability system switched on and switched off. The scenario in the study was carefully constructed so that it would test the system thoroughly. The results were not unambiguous, in some situations the roll stability system prevented roll over, but in others it had the opposite effect. / I den här examensarbetesrapporten presenteras ett rollstabiliseringssystem för tunga fordon framtaget på VTIs (Statens väg- och transportforskningsinstitut) begäran. Systemet ska användas i VTIs simulator och det ska förhindra att fordonet välter. Utvecklingen av systemet kan delas in i tre större områden; beräkning av fordonets rollvinkel, framtagandet av ett rolloverindex samt skapandet av en regulator. Rollvinkeln är framtagen utifrån en lastbilsmodell med en frihestgrad, och skattades utifrån den mätta sidoaccelerationen. Rollhastigheten i sin tur skattades utifrån rollvinkeln. Ett rolloverindex som anger risken för vältning i varje ögonblick räknades fram med hjälp av rollvinkeln och rollhastigheten. Då indexet indikerar att vältning är nära aktiveras ett reglersystem. Detta system bromsar in lastbilen för att minska vältrisken. Examensarbetet avslutades med en studie utförd i simulatorn där försökspersoner körde både med och utan stabiliseringssytemet inkopplat. Scenariot i studien var speciellt utformat för att testa stabiliseringssystemet. Resultaten var inte entydiga, stabiliseringssystemet hjälpte i vissa situationer men i andra hade det motsatt effekt och fick lastbilen att välta snarare än att förhindra vältningen. Slutligen utvärderades nyttoeffekterna av det framtagna systemet.

This research presents an investigation to actively improve the rollover stability of articulated heavy vehicles (AHVs) during high speed manoeuvres using anti-roll control systems. A 3-dimensional (3-D) linear yaw/roll model with 5 degrees of freedom is developed. Based on this model a linear quadratic regulator (LQR) controller is designed to improve the rollover stability of a tractor/semi-trailer combination. A design optimization method for AHVs using genetic algorithms (GAs) and multibody vehicle system models is also presented. AHVs have poor manoeuvrability when travelling at low speeds on local roads and city streets. On the other hand, these vehicles exhibit unstable motion modes at high speeds, including jack-knifing, trailer sway and rollover. From the design point of view, the low-speed manoeuvrability and high-speed stability have conflicting requirements on some design variables. The design method based on a GA and a multibody vehicle dynamic package, TruckSim, is proposed to coordinate this trade-off relationship. To test the effectiveness of the design method, a tractor/semi-trailer combination is optimized using the proposed method. It is demonstrated that the proposed design method can be used for identifying desired design variables and predict performance envelopes in the early design stages of AHVs. / UOIT

No description available.

The effect of center of gravity (CG) height and lateral and longitudinal off-centering on high-speed roll stability of A-double tractor trailers with 28-ft and 33-ft straight-rail and drop-frame trailers is evaluated through simulation and track testing. The changes in CG position due to the type of trailer (straight-rail vs. drop-frame) and laterally and longitudinally off-centered loads are considered. The simulation results show that imbalanced trailer loading induces roll instability and increases the likelihood of trailer rollover. Additionally, for equal loading conditions, the drop-frame trailers exhibit better roll stability than straight-rail trailers because of the lower CG. The simulation evaluation of 28-ft A-doubles is complemented with track testing of 33-ft trailers in alike (Drop-Drop and Straight-Straight) and mixed (Drop-Straight and Straight-Drop) arrangements of front and rear trailers, for various steering maneuvers that represent highway driving, such as exit ramp, obstacle avoidance, etc. The test trailers include specially designed load frames for emulating a loaded trailer in various loading conditions, outriggers for preventing trailer rollover, and durability structures for withstanding the torsional and bending moments resulting from the tests. Various sensors, including GPS, LiDAR units, accelerometers, string pots, and pressure transducers, are used, along with an onboard data acquisition (DAQ) system, for collecting the necessary data for post-analysis. Analysis of the test data indicates that the Drop-Drop configuration exhibits higher roll stability than the Straight-Straight configuration. For mixed trailers, the Drop-Straight configuration exhibits higher roll stability in exit ramps, but lower obstacle avoidance stability. Equipping the trailers with a roll stability control (RSC) system improves roll stability in terms of increasing the rollover threshold speed and tolerating more aggressive lane change steering maneuvers for A-doubles in various conditions. The RSC performance increases further when the brake application is synchronized between the two trailers to account for any lateral dynamic delay that naturally occurs. A novel interconnected RSC system is proposed to eliminate the lag between the RSC modules with a new control logarithm. The proposed RSC system increases the trailers' roll stability by 16% when compared with independent RSC systems that are commonly used for A-doubles. / Doctor of Philosophy / Commercial trucks play an indispensable role in transporting goods in society. A large percentage of the goods that we use daily or are delivered to our homes are transported on the nation's highways. Most often, the average automobile driver notices the presence of trucks on highways, at times with a bit of disdain. The public's perception appears to be formed by the fact that accidents involving commercial trucks are more publicized because they can cause more property damage, injuries, or even fatalities. The primary thrust of this research is to make the nation's highways safer by offering a better understanding of the dynamics of trucks with double trailers that are operated with a higher frequency on public highways. The double trailer configuration is often favored because of its larger cargo capacity and high modularity. However, their roll dynamics are not as well understood as the conventional tractor-semitrailers. Understanding the dynamics of double-trailer trucks is undoubtedly the very first step toward preventing or reducing the traffic accidents caused by rollovers. This study provides detailed analysis of roll dynamics for double trailers with imbalanced payloads. It also evaluates the effect of different types of trailers, such as drop-frame trailers (those with a "belly" in the mid-section of the trailer) and straight-rail trailers (those without a "belly") on their rollover propensity. The commercialized RSC system is evaluated for its effectiveness on the double-trailer truck. The evaluations are based on over 1,000 sets of tests in highly controlled conditions at the Transportation Research Center (TRC), a special facility for vehicle dynamic assessment in East Liberty, Ohio. It is found that the rollover dynamics of trucks with double trailers can be improved by having an awareness of the most favorable trailer arrangements according to their types of trailers and type of steering (exit-ramp or obstacle avoidance). In addition, this study provides the analysis of the commercialized RSC system for its effectiveness on the double-trailer truck. Lastly, a novel RSC system is proposed to further improve the effectiveness of the original RSC system.

Some of the results of an extensive track testing program at the Center for Vehicle Systems and Safety (CVeSS) at Virginia Tech for evaluating the roll stability of commercial trucks with 33-ft A-double trailers are evaluated. The study includes straight-rail trailers with heavy and light loading conditions. Commercial trucks are more susceptible to rollovers than passenger cars because of their higher center of gravity relative to their track width. Multi-trailer articulated heavy vehicles, such as A-doubles, are particularly prone to rollovers because of their articulation and rearward amplification. Electronic stability control (ESC) has been mandated by the National Highway Safety Administration (NHSTA) for Class 8 trucks and busses since 2017. When detecting oversteer or understeer, ESC automatically activates the brakes at the correct side of the steer and/or drive axle(s) to regain steering stability. ESC, however, often cannot sense the likelihood of trailer rollover in multi-trailer articulated heavy vehicles because of the articulation between the trailers and tractors. As a result of this, trailers are often equipped with roll stability control (RSC) systems to mitigate speed-induced rollovers. Sensing the trailer lateral acceleration, RSC activates the trailer brakes to reduce speed and lower the likelihood of rollover. However, a limited number of past studies have shown that the trailer roll angle may provide an earlier indication of a pending rollover than the lateral acceleration. This study intends to provide further analysis in this regard in an effort to improve the effectiveness of RSC systems for trailers. An extensive amount of data from track testing with a 33-ft A-double under heavy and light loading is evaluated. Particular attention is given to lateral accelerations and trailer roll angles prior to rollover and relative to RSC activation time. The study's results indicate that the trailer roll angle provides a slightly earlier indication of rollover than lateral acceleration during dynamic driving conditions, potentially resulting in a timelier activation of RSC. Of course, detecting the roll angle is often more challenging than lateral acceleration, which can be detected with an accelerometer. Additionally, the roll angle measurement may be subjected to errors and possibly unwanted RSC engagement. The study's results further indicate that the trailer-based RSC systems effectively mitigate rollovers in both quasi-steady-state and dynamic driving conditions. / Master of Science / Some of the results of an extensive track testing program at the Center for Vehicle Systems and Safety (CVeSS) at Virginia Tech for evaluating the roll stability of commercial trucks with 33-ft A-double trailers are evaluated. "33-ft A-doubles" commonly refer to a commercial truck that has a tractor with two trailers (in this case 33-ft in length) that are connected by an A-dolly. Their modularity and ease of connecting and disconnecting at various drop stations have made such commercial vehicles a common scene on U.S. highways due to the proliferation of e-commerce cargo. Compared to a single-unit or tractor semi-trailer combination, the double- or triple-trailer configurations offer several logistical benefits that make them more advantageous. The multi-trailer vehicles can carry more cargo per driver, lowering driver, fuel, and equipment costs significantly. There are, however, some challenges to operating multi-trailer articulated vehicles. On average, their accidents are more expensive than single-trailer or single-unit trucks. Additionally, they are more susceptible to rolling over and causing property damage, injuries, and at times fatalities. To reduce rollovers, systems with automated braking, called roll stability control (RSC), are often installed on the trailers. RSC applies the trailer brakes if it senses that the vehicle speed — the primary cause of most commercial vehicle accidents — exceeds the safe limit for negotiating a turn. In this study, we intend to evaluate the effectiveness of roll stability control (RSC) systems for reducing the likelihood of speed-induced rollovers. We will also explore ways of improving their performance. Namely, we will evaluate whether sensing the lateral acceleration of the trailer or its roll angle would provide a better means for timely activation of RSC. The study's results indicate that, although more challenging to measure, the trailer roll angle provides a slightly sooner indication of a pending rollover than lateral acceleration. The results also suggest that RSC systems vastly reduce the number of speed-induced rollovers in trucks with 33-ft A-double trailers under different trailer configurations and cargo weights.

This research investigates a novel arrangement to pneumatic suspensions that are commonly used in heavy trucks, toward providing a dynamically balanced system that resists body roll and provides added roll stability to the vehicle. The new suspension, referred to as "balanced suspension," is implemented by retrofitting a conventional pneumatic suspension with two leveling valves and a symmetric plumbing arrangement to provide a balanced airflow and air pressure in the airsprings. This new design contributes to a balanced force distribution among the axles, which enables the suspension to maintain the body in a leveled position both statically and dynamically. This is in contrast to conventional heavy truck pneumatic suspensions that are mainly adjusted quasi-statically to level the body in response to load variations. The main objectives of the research are to discover and analyze the effects of various pneumatic components on the suspension dynamic response and numerically study the benefits of the pneumatically balanced suspension system. A pneumatic suspension model is established to capture the details of airsprings, leveling valves, check valves, pipes, and air tank based on the laws of fluid mechanics and thermodynamics. Experiments are designed and conducted to help determine and verify the modeling parameters and components. Co-simulation technique is applied to establish a multi-domain model that couples highly non-linear fluid dynamics of the pneumatic suspension with complex multi-body dynamics of an articulated vehicle. The model is used to extensively study effects of pneumatic balanced control of the suspensions on the tractor and trailer combination dynamics. The simulations indicate that the dual leveling valve arrangement of the balanced suspension provides better adjustments to the body roll by charging the airsprings on the jounce side, while purging air from the rebound side. Such an adjustment allows maintaining a larger difference in suspension force from side to side, which resists the vehicle sway and levels the truck body during cornering. Additionally, the balanced suspension better equalizes the front and rear drive axle air pressures, for a better dynamic load sharing and pitch control. It is evident from the simulation results that the balanced suspension increases roll stiffness without affecting vertical stiffness, and thereby it can serve as an anti-roll bar that results in a more stable body roll during steering maneuvers. Moreover, the Failure Mode and Effects Analysis (FMEA) study suggests that when one side of the balanced suspension fails, the other side acts to compensate for the failure. On the other hand, if the trailer is also equipped with dual leveling valves, such an arrangement will bring an additional stabilizing effect to the vehicle in case of the tractor suspension failure. The overall research results presented show that significant improvements on vehicle roll dynamics and suspension dynamic responsiveness can be achieved from the balanced suspension system. / PHD / Over the last decade or so, air suspension has been widely equipped on heavy truck for a better ride and height control. The conventional air suspension employs one leveling valve to adjust airspring pressure in order to maintain ride height for various loads, which, however, hardly provides roll stability control when a truck undergoes a turn, accelerating, or breaking. A new air suspension system, referred to as balanced suspension, is proposed by implementing two leveling valves and a symmetric plumbing arrangement. The suspension pneumatics are designed to provide balanced air flow and pressure in the airsprings such that they are able to better respond to truck body motion in real time. The main objective of this research is to provide a simulation evaluation of the effect of maintaining the balanced airflow in heavy truck air suspensions on vehicle roll stability. The analysis is performed based on a complex model including fluid dynamics of the pneumatic suspension and multi-body dynamics of the heavy truck. Experiments are conducted to determine some parameters necessary for the modeling and to provide verification for the pneumatic suspension model. The simulation results show that, as a truck performs a cornering, the proposed balanced suspension can supply air to the compressed suspension while purging air from the extended suspension. These adjustments result in balanced suspension force to improve the dynamic responsiveness of the suspension to steering, causing less body roll, in comparison with the conventional air suspension. Additionally, the Failure Mode and Effects Analysis (FMEA) study indicates that one-side component failure of the balanced suspension does not completely disable the system, the unaffected side works to keep the system functioning until the failure is corrected. Overall research results suggest that the truck roll dynamics and suspension dynamic responsiveness are improved for the balanced suspension. Moreover, this study contributes to a simulation platform that can serve as an effective virtual design and simulation tool for analyzing, improving, and engineering the pneumatic suspension system.

Rollover prevention in Sports Utility Vehicles (SUV‟s) offers a great challenge in vehicle safety. By reducing the body roll angle of the vehicle the load transfer will increase and thus decrease the lateral force that can be generated by the tires. This decrease in the lateral force can cause the vehicle to slide rather than to roll over. This study presents the possibility of using slow active suspension control to reduce the body roll and thus reduce the rollover propensity of a vehicle fitted with a hydro-pneumatic suspension system. The slow active control is obtained by pumping oil into and draining oil out of each hydro-pneumatic suspension unit individually. A real gas model for the suspension units as well as for the accumulator that supplies the oil is incorporated in a validated full vehicle Adams model. This model is then used to simulate a double lane change manoeuvre performed by a SUV at 60 km/h and it is shown that a significant improvement in body roll can be obtained with relatively low energy requirements. The proposed control is successfully implemented on a Land Rover Defender test vehicle. A Proportional-Derivative (PD) controller is used to control on-off solenoid operated valves and the flow is adjusted using the lateral acceleration as a parameter. Experimental results confirm that a significant improvement in body roll is possible. AFRIKAANS : Omrolvoorkoming in Sportnutsvoertuie bied geweldige uitdagings in terme van voertuigveiligheid. Deur die rolhoek van die voertuig te verminder word die laterale lasoordrag verhoog en word die laterale krag wat die bande kan genereer minder. As die laterale krag genoeg verminder sal die voertuig eerder gly as omrol. Die studie ondersoek die moontlikheid om stadig-aktiewe suspensiebeheer op 'n voertuig met 'n hidropneumatiese suspensie te gebruik om bakrol te verminder en dus die omrolgeneigdheid van die voertuig te verlaag. Die beheer word toegepas deur olie in elke hidropneumaties suspensie-eenheid individueel in te pomp of te dreineer. 'n Werklike gas model word gebruik om die supensie-eenhede asook die akkumulator, wat die olie aan die suspensie voorsien, te modeleer. Hierdie modelle word in 'n gevalideerde volvoertuig ADAMS model geïnkorporeer en 'n dubbel laanverwisseling word gesimuleer teen 60 km/h. Die resultate toon dat 'n beduidende verbetering in die rolhoek moontlik is met relatiewe lae energievereistes. Die voorgestelde beheer is suksesvol op 'n Land Rover Defender geïmplimenteer en 'n Proportioneele-Differensiaal (PD) beheerder word gebruik om die aan-af solenoїde kleppe te beheer terwyl die vloei aangepas word na gelang van die laterale versnelling. Eksperimentele resultate bevestig dat 'n beduidende verbetering in bakrol moontlik is. / Dissertation (MEng)--University of Pretoria, 2012. / Mechanical and Aeronautical Engineering / unrestricted

This dissertation details the methods and analysis of extensive physical tests and simulation conducted by the Center for Vehicle Systems and Safety (CVeSS) at Virginia Tech on the maneuverability, roll-stability, and brake type performance of 33-ft double trailers. Little literature exists for 33-ft doubles because they are uncommon on the U.S. roads due to current federal restrictions limiting long-combination vehicles to 28-ft doubles. With the continual rise in e-commerce, however, there is a push by package carriers on legislation to permit carriers to introduce 33-ft doubles into their fleets. Three separate studies detailed herein highlight 33-ft double trailers' off-tracking, roll-stability with stability control systems, and brake type influence on braking performance. The first study compares low-speed off-tracking of a 33-ft double to 28-ft double and 53-ft single configurations via simulation and full-scale tests. Novel numerical tractrix models are introduced and compared to existing models commonly used to evaluate low-speed off-tracking of long combination vehicles (LCVs). Unlike pre-existing models, accuracy of one of the proposed models is largely unaffected by input path resolution and regularity—a significant benefit for reducing computational cost and easing implementation for many applications. Full-scale tests are conducted at Virginia Tech and an extensive uncertainty analysis is detailed for the test procedure and measurements. Field tests compare favorably with simulations for all tested maneuvers and trailer configurations and clearly demonstrate the order from least to most off-tracking as 28-ft double, 33-ft double, and 53-ft single. The 33-ft doubles have slightly larger off-tracking than 28-ft doubles, whereas 53-ft singles have substantially larger off-tracking than 28-ft and 33-ft doubles. The second study evaluates 33-ft double straight-rail trailers rollover propensity with different stability control system implementations: stock (none), tractor electronic stability control (ESC), trailer roll-stability control (RSC), and RSC+ESC. Extensive test vehicle instrumentation and structural reinforcement are detailed for the test preparations. Tests are conducted on a test track with either driver or robot steering. On their own, both ESC and RSC clearly reduce the rollover propensity of the trailers for all maneuvers, and the trailers exhibit the highest roll-stability when both RSC and ESC are active. The tested ESC and RSC modules are off-the-shelf products from industry suppliers chosen by the program sponsor. The third study compares trailer drum and disc brake performance in three conditions: straight-line braking distance, brake type influence on RSC performance, and roll dynamics in a combined braking and turning maneuver. A braking robot is designed, fabricated, and implemented to provide precise and repeatable brake pedal application. Test results suggest that disc brakes tend to provide reduced braking distance and are less susceptible to brake fade than drum brakes. Anti-lock braking system (ABS) and suspension dynamics react differently to the two brake types. Small, noticeable differences in RSC performance are evident between the two brake types. Within the test limitations, rollover dynamics were not clearly different between the two brake types for braking-in-turn maneuvers, performed for a large range of entry speeds and brake activation delay relative to the start of steering. / Doctor of Philosophy / Due to their large size, mass, and high center-of-gravity, heavy vehicles, especially long combination vehicles (LCVs) require a substantial amount of space to negotiate turns, long distances to brake from highway speeds to a stop and are susceptible to rollover. Combination vehicles on the U.S. roads are commonly in 53-ft single trailer or 28-ft double trailer configurations. With the continual rise of e-commerce, package carriers are pursuing 33-ft double trailers to increase each vehicle's cargo volume. Before introducing these trailers into a fleet, there is a need to understand (1) if 33-ft doubles can negotiate existing routes traveled by 28-ft double and 53-ft single configurations, (2) if 33-ft doubles can benefit from existing stability control systems, and (3) how trailer brake types perform on 33-ft doubles. Three separate studies are conducted to address these topics. The first study compares off-tracking for the three mentioned trailer configurations through low-speed, real-world maneuvers via physical full-scale tests and simulation. Off-tracking is a metric illustrative of maneuverability and is defined as the relative distance in paths of the rearmost axle to the lead steer axle. New mathematical models are introduced and used to simulate vehicle motion through low-speed maneuvers. The simulation and field tests determine that, for all tested maneuvers, the order from smallest to largest off-tracking is 28-ft double, 33-ft double, and 53-ft single configurations, with the 33-ft doubles having slightly larger off-tracking than 28-ft doubles. This suggests that 33-ft doubles can travel through routes typically traveled by a 53-ft single but need slightly more space on the road than a 28-ft double. The second study tests 33-ft double trailers with and without stability control systems. Tests, conducted at a test track, are designed to replicate real-world maneuvers that induce trailer rollover. It is found that the 33-ft double trailers are clearly less likely to rollover with the tested stability enhancement systems than without. The tests also illustrate that the different tested control systems' effectiveness in reducing rollover propensity is maneuver dependent. The third study tests the braking distance, brake influence on the stability control systems, and rollover dynamics while braking-in-turn for two different types of brakes, drum brakes and disc brakes. Small but evident differences in the performance of the two brake types suggest disc brakes could provide shorter stopping distance and time at highway speeds, compared with drum brakes. The studies detailed in this dissertation provide valuable information on 33-ft doubles dynamics and provide guidance for their safe introduction on the U.S. roadways.

The ride stability of an A-train 28-foot double tractor trailer when outfitted with different Roll Stability Control (RSC) systems with the same payload and suspension configurations is studied experimentally for various dynamic maneuvers. The primary goal of the study is to determine the effect of different commercially-available RSC systems on the extent of improvements they offer for increasing roll stability of commercial vehicles with double trailers, when subjected to limit-steering maneuvers that can rise during highway driving. A semitruck and two 28-foot trailers are modified for enduring the forces and moments that can result during testing. A load structure is used for placing the ballast loads within the trailers at a suitable height for duplicating the CG height of the trailers during their commercial use. Outriggers and jackknifing arresting mechanisms are used to prevent vehicle damage and ensure safety during the tests. The test vehicle is equipped with multiple sensors and cameras for the necessary measurements and observations. The analog and video data are time-synced for correlating the measurements with visual observation of the test vehicle dynamics in post-processing. An extensive number of tests are conducted at the Michelin Laurens Proving Grounds (MLPG) in Laurens, SC. The tests include evaluating each RSC system with different maneuvers and speeds until a rollover occurs or the vehicle is deemed to be unstable. The maneuvers that are used for the tests include: double lane change, sine-with-dwell, J-turn, and ramp steer maneuver. Both a steering robot and subjective driver are used for the tests. The test data are analyzed and the results are used to compare the three RSC systems with each other, and with trailers without RSC. The test results indicate that all three RSC systems are able to improve the speed at which rollover occurs, with a varying degree. For two of the systems, the rollover speed gained, when compared with trailers without RSC, is marginal. For one of the systems, there are more significant speed gains. Since most RSC systems are tuned for a conventional tractor-trailer, additional testing with some of the systems would be necessary to enable the manufacturers to better fine-tune the RSC control scheme to the dynamics of double trailers. / MS / The safety of driven semi-trailer trucks towing two trailers is analyzed in a study created to examine the behavior of the vehicle and its units during high speed, high maneuvering circumstances. The rolling over of a specific test truck is studied to study the ability of a common large vehicle to succeed in evasive or emergency maneuvers. Focus on the rolling over of a truck is placed in this project, as large freight vehicle rollovers are among the most popular and most dangerous type of accidents on highways today. A semi-trailer truck with two trailers, or double trailer vehicle, is instrumented with sensors and cameras to study several different characteristics associated with vehicle operation and conditions that incite rollover. The behavior of a double trailer vehicle is complicated due to the additional rotation joint between the adjacent trailers, where typical semi-trailer trucks (18-wheelers) only incorporate one: between the towing tractor and the towed trailer. Commercially available electronic appliances called Roll Stability Control (RSC) systems were designed to automatically control and apply the vehicle brakes under rollover conditions, and are installed and used individually to evaluate any improvements on the test vehicle’s ability to stay upright. Information regarding RSC system operation can be found. All vehicle testing is completed at a professional vehicle testing location in Laurens, SC and the same four test maneuvers are used to determine the effectiveness of each of the five RSC systems tested using data collected with the instrumented sensors. Different types of RSC systems exist due to different manners of operation, and are discussed in this document and analyzed. This project develops the conclusion that the five systems used during testing all improve vehicle stability, but provide differing results in doing so, largely due to their different operations. Therefore, commercially available RSC systems are proven to work differently and provide different results. Recommendations for further testing of RSC systems is provided. Although no recommendations are made regarding the tested RSC systems, the collected data show large, double trailer freight vehicles are more stable when using any of the tested commercially available RSC systems, especially during evasive maneuvering or emergency situations. These findings can bring immediate improvements to large freight vehicle operation and safety.