Yes / This paper presents a multi-degrees-of-freedom non-linear multibody dynamic model of a three-axle heavy commercial vehicle tractor unit, comprising a subchassis, front and rear leaf spring suspensions, steering system, and ten wheels/tyres, with a semi-trailer comprising two axles and eight wheels/tyres. The investigation is mainly concerned with the rollover stability of the articulated vehicle. The models incorporate all sources of compliance, stiffness, and damping, all with non-linear characteristics, and are constructed and simulated using automatic dynamic analysis of mechanical systems formulation. A constant radius turn test and a single lane change test (according to the ISO Standard) are simulated. The constant radius turn test shows the understeer behaviour of the vehicle, and the single lane change manoeuvre was conducted to show the transient behaviour of the vehicle. Non-stable roll and yaw behaviour of the vehicle is predicted at test speeds .90 km/h. Rollover stability of the vehicle is also investigated using a constant radius turn test with increasing speed. The articulated laden vehicle model predicted increased understeer behaviour, due to higher load acting on the wheels of the middle and rear axles of the tractor and the influence of the semi-trailer, as shown by the reduced yaw rate and the steering angle variation during the constant radius turn. The rollover test predicted a critical lateral acceleration value where complete rollover occurs. Unstable behaviour of the articulated vehicle is also predicted in the single lane change manoeuvre.

A cost effective method of rollover mitigation in vehicles is presented. The method was designed so that some of the system states were measured by sensors that are already available on most vehicles and so that other states could be measured with relatively low cost sensors. Also, the control algorithm was designed to be implementable using a series of look up tables and computationally efficient equations to enable the use of low-cost controller platforms. These look up tables and equations can be modified to change the conservativeness of the method as well as to configure the method for use on almost any 4-wheeled vehicle. Lastly, the proposed mitigation technique was designed to be directly implementable with existing vehicle hardware. To develop this method, a vehicle model was created using several advanced computer packages including SolidWorks 2008™, MATLAB ®, Simulink®, and SimMechanics™. Once created, the model was outfitted with virtual sensors that represent data from realistic sensor types. A detection algorithm was designed around the hypothesis of a stability boundary utilizing the sensor data to detect impending rollover. Finally, a mitigation algorithm was designed to limit throttle and braking upon impending rollover. This algorithm was defined using the basic principles of end-stop control, but was adapted to work appropriately with this scenario. To conclude this research, two simple maneuvers were used to verify the effectiveness of this system to mitigate vehicle rollover. This research was government sponsored and in some instances utilized secured data. Due to the nature of this material, some data has been omitted from this document. / Master of Science

Les consommateurs d’aujourd’hui ont des goûts très variés et cherchent les produits les plus récents. Avec l’accélération technologique, les cycles de vie des produits se sont raccourcis et donc, de nouveaux produits doivent être introduits au marché plus souvent et progressivement, les anciens doivent y être retirés. L’introduction d’un nouveau produit est une source de croissance et d’avantage concurrentiel. Les directeurs du Marketing et Supply Chain se sont confrontés à la question de savoir comment gérer avec succès le remplacement de leurs produits et d’optimiser les coûts de la chaîne d’approvisionnement associée. Dans une situation idéale, la procédure de rollover est efficace et claire: l’ancien produit est vendu jusqu’à une date prévue où un nouveau produit est introduit. Dans la vie réelle, la situation est moins favorable. Le but de notre travail est d’analyser et de caractériser la politique optimale du rollover avec une date de disponibilitéstochastique pour l’introduction du nouveau produit sur le marché. Pour résoudre le problème d’optimisation,nous utilisons dans notre premier article deux mesures de minimisation: le coût moyen et le coût de la valeurconditionnelle à risque. On obtient des solutions en forme explicite pour les politiques optimales. En outre, nous caractérisons l’influence des paramètres de coûts sur la structure de la politique optimale. Dans cet esprit, nous analysons aussi le comportement de la politique de rollover optimale dans des contextes différents. Dans notre deuxième article, nous examinons le même problème mais avec une demande constante pour le premier produit et une demande linéaire au début puis constante pour le deuxième. Ce modèle est inspiré par la demande de Bass. Dans notre troisième article, la date de disponibilité du nouveau produit existe mais elle est inconnue. La seule information disponible est un ensemble historique d’échantillons qui sont tirés de la vraie distribution. Nous résoudrons le problème avec l’approche data drivenet nous obtenons des formulations tractables. Nous développons aussi des bornes sur le nombre d’échantillons nécessaires pour garantir qu’avec une forte probabilité, le coût n’est pas très loin du vrai coût optimal. / Shorter product life cycles and rapid product obsolescence provide increasing incentives to introduce newproducts to markets more quickly. As a consequence of rapidly changing market conditions, firms focus onimproving their new product development processes to reap the benefits of early market entry. Researchershave analyzed market entry, but have seldom provided quantitative approaches for the product rolloverproblem. This research builds upon the literature by using established optimization methods to examine howfirms can minimize their net loss during the rollover process. Specifically, our work explicitly optimizes thetiming of removal of old products and introduction of new products, the optimal strategy, and the magnitudeof net losses when the market entry approval date of a new product is unknown. In the first paper, we use theconditional value at risk to optimize the net loss and investigate the effect of risk perception of the manageron the rollover process. We compare it to the minimization of the classical expected net loss. We deriveconditions for optimality and unique closed-form solutions for single and dual rollover cases. In the secondpaper, we investigate the rollover problem, but for a time-dependent demand rate for the second producttrying to approximate the Bass Model. Finally, in the third paper, we apply the data-driven optimizationapproach to the product rollover problem where the probability distribution of the approval date is unknown.We rather have historical observations of approval dates. We develop the optimal times of rollover and showthe superiority of the data-driven method over the conditional value at risk in case where it is difficult to guessthe real probability distribution

No description available.

Motor coaches are an integral part of the transportation system. It was observed that occupant fatalities and serious injuries occur in rollover more frequently than in any other type of accidents for these vehicles. Several regulations such as Economic Commission for Europe Regulation 66 (ECE R66) are issued to minimize the catastrophic consequences of rollover accidents. Passing “Motorcoach safety plan” which is based on a complete vehicle rollover test of ECE R66 will be mandatory in North America in the near future. However, the cost of a single physical test encourages researchers to perform numerical simulations prior to a complete vehicle rollover test. In this thesis, the integrity of a coach seat and the effects of different restraint configurations on the safety of passengers in rollover are numerically studied. To perform this research, a new modeling approach, which is computationally effective and highly suitable for parametric studies, is proposed. Firstly, a detailed model of two seats of a coach is developed and validated against experimental results. Anthropomorphic Test Devices are then introduced to the model and acceleration history of a physical rollover test is imposed on the system. The model is solved using non-linear explicit dynamic Finite Element code LS-DYNA®. Injury criteria values are extracted and compared to the experimental results. An acceptable level of correlation is achieved that confirms the validity of the model and the reliability of the modeling approach. The integrity of the seat in a rollover is analyzed showing the necessity of an anchorage test prior to a whole coach rollover test. The results of a parametric study on the safety of passengers reveal the high probability of partial ejection if the retractor does not lock properly in a rollover. It is also shown that the safety of occupants can be improved if retractor pretensioners be introduced to coaches. / February 2017

A Thesis submitted to The University of Arizona College of Medicine - Phoenix in partial fulfillment of the requirements for the Degree of Doctor of Medicine. / Motor vehicle accidents involving pedestrians are some of the most common and lethal forms of injury for children in the United States. Among younger children, a common mechanism of action for severe trauma is when a vehicle runs over the child in a forward or backward motion at low speed resulting in a blunt crush injury. This typically occurs in non‐traffic settings including driveways, sidewalks, and roadways. Such incidents have been referred to in many different ways in the literature but for the purposes of this paper will be referred to as low speed vehicle run‐overs. This is a retrospective chart review carried out at Phoenix Children’s Hospital in affiliation with the University of Arizona College of Medicine‐Phoenix that categorizes and examines the injuries sustained by patients involved in low speed vehicle runovers occurring between December 2007 and August 2013. Fifty‐five pediatric patients were included with a median age of 24 months and 6 of these patients were fatally injured. Internal injuries were common overall and significantly more common in children ≤24months. Over half of the cohort sustained fractures, with a 24% incidence of skull fractures. All fatalities were the result of traumatic brain injury. Twenty percent of victims required operative intervention. It was concluded that the severity of these types of incidents varies from minimal to life threatening and best care requires close and thorough evaluation by the trauma and emergency department teams.

The work presented in this thesis is dedicated to the study of vehicle rollover and the tyre and suspension characteristics influencing it. Recent data shows that 35.4% of recorded fatal crashes in Sports Utility Vehicles (SUVs) included vehicle rollover. The effect of rollover on an SUV tends to be more severe than for other types of passenger vehicle. Additionally, the number of SUVs on the roads is rising. Therefore, a thorough understanding of factors affecting the rollover resistance of SUVs is needed. The majority of previous research work on rollover dynamics has been based on low fidelity models. However, vehicle rollover is a highly non-linear event due to the large angles in vehicle body motion, extreme suspension travel, tyre non-linearities and large forces acting on the wheel, resulting in suspension spring-aids, rebound stops and bushings operating in the non-linear region. This work investigates vehicle rollover using a complex and highly non-linear multi-body validated model with 165 degrees of freedom. The vehicle model is complemented by a Magic Formula tyre model. Design of experiment methodology is used to identify tyre properties affecting vehicle rollover. A novel, statistical approach is used to systematically identify the sensitivity of rollover propensity to suspension kinematic and compliance characteristics. In this process, several rollover metrics are examined together with stability considerations and an appropriate rollover metric is devised. Research so far reveals that the tyre properties having the greatest influence on vehicle rollover are friction coefficient, friction variation with load, camber stiffness, and tyre vertical stiffness. Key kinematic and compliance characteristics affecting rollover propensity are front and rear suspension rate, front roll stiffness, front camber gain, front and rear camber compliance and rear jacking force. The study of suspension and tyre parameters affecting rollover is supplemented by an investigation of a novel anti-rollover control scheme based on a reaction wheel actuator. The simulations performed so far show promising results. Even with a very simple and conservative control scheme the reaction wheel, with actuator torque limited to 100Nm, power limited to 5kW and total energy consumption of less than 3kJ, increases the critical manoeuvre velocity by over 9%. The main advantage of the proposed control scheme, as opposed to other known anti-rollover control schemes, is that it prevents rollover whilst allowing the driver to maintain the desired vehicle path.

No description available.

This thesis seeks to analyze the occurrence and behavior of rainfall-triggered landslides in coastal British Columbia. In particular, it focuses on the analysis of landslide temporal and spatial distributions occurrence and their magnitudes, and considers the major factors that influence regional landslide behavior. Implicit in the research is the understanding that the landscape of coastal BC is managed, and that landslides, in addition to occurring naturally may be caused by, and certainly impact, resources that are important to humankind. Underlying each chapter is the rationale that by better understanding the causes of, and controls on landslide occurrence and magnitude, we can reduce the impacts and lower the associated risk. Statistical magnitude-frequency relationships are examined in coastal BC. Observations suggest that landslides in coastal British Columbia tend to a larger size until about 10,000 m2 in total area. At this point larger landslides are limited by landscape controls according to a power law. Probabilistic regional hazard analysis is one logical outcome of magnitude-frequency analysis and a regional mass movement hazard map for Vancouver Island is presented. Physiographic controls on statistical magnitude-frequency distributions are examined using a cellular automata based model and results compare favorably to actual landslide behavior: modeled landslides bifurcate at local elevation highs, deposit mass preferentially where the local slopes decrease, find routes in confined valley or channel networks, and, when sufficiently large, overwhelm the local topography. The magnitude-frequency distribution of both the actual landslides and the cellular automata model follow a power law for magnitudes higher than 10,000 m2 - 20,000 m2 and show a flattening of the slope for smaller magnitudes. The results provide strong corroborative evidence for physiographic limitations related to slope, slope distance and the distribution of mass within landslides. The physiographic controls on landslide magnitude, debris flow mobility and runout behavior is examined using detailed field and air photograph analysis. The role of slope on deposition and scour is investigated and a practical method for estimating both entrainment and runout in the field, as well as in the GIS environment, is presented. Further controls on landslide mobility, including the role of gullies and stream channels, roads and benches and intact forests, are considered. The role of landslides in controlling landscape physiography is also examined. In particular, it is determined that moderate-sized landslides do the most work transporting material on hillslopes, defined by a work peak, and that magnitude varies based on local physiography and climate. Landslides that form the work peak are distinct from catastrophic landslides that are themselves formative and system resetting. The persistence time for debris slides/debris flows and rock slides/rock avalanches is calculated over six orders of magnitude and an event is considered catastrophic when it persists in the landscape ten times longer than the population of landslides that form the work peak. A detailed case study examines meteorological controls on landslide occurrence and the role of extreme weather is considered. A critical onset of landslide triggering rainfall intensity is determined to be between 80 mm and 100 mm in 24 hours and wind is determined to result in increased local precipitation. The role of rain-on-snow is also evaluated and determined to be crucial to landslide occurrence. Finally, a conceptual model of landslide-induced denudation for coastal mountain watersheds spanning 10,000 years of environmental change is presented. Recent human impacts are calculated for landslide frequencies over the 20th century. The impact of logging during the last 100 years is unambiguous; logging induced landslides almost doubles the effect frequency of the wettest millennia in the last 10,000 years. This suggests that the impact of logging outpaces that of climatic change. Debris slides and debris flows are estimated to have resulted in a landscape lowering of 0.7 m across the Vancouver Island during the last 10,000 years.

This thesis seeks to analyze the occurrence and behavior of rainfall-triggered landslides in coastal British Columbia. In particular, it focuses on the analysis of landslide temporal and spatial distributions occurrence and their magnitudes, and considers the major factors that influence regional landslide behavior. Implicit in the research is the understanding that the landscape of coastal BC is managed, and that landslides, in addition to occurring naturally may be caused by, and certainly impact, resources that are important to humankind. Underlying each chapter is the rationale that by better understanding the causes of, and controls on landslide occurrence and magnitude, we can reduce the impacts and lower the associated risk. Statistical magnitude-frequency relationships are examined in coastal BC. Observations suggest that landslides in coastal British Columbia tend to a larger size until about 10,000 m2 in total area. At this point larger landslides are limited by landscape controls according to a power law. Probabilistic regional hazard analysis is one logical outcome of magnitude-frequency analysis and a regional mass movement hazard map for Vancouver Island is presented. Physiographic controls on statistical magnitude-frequency distributions are examined using a cellular automata based model and results compare favorably to actual landslide behavior: modeled landslides bifurcate at local elevation highs, deposit mass preferentially where the local slopes decrease, find routes in confined valley or channel networks, and, when sufficiently large, overwhelm the local topography. The magnitude-frequency distribution of both the actual landslides and the cellular automata model follow a power law for magnitudes higher than 10,000 m2 - 20,000 m2 and show a flattening of the slope for smaller magnitudes. The results provide strong corroborative evidence for physiographic limitations related to slope, slope distance and the distribution of mass within landslides. The physiographic controls on landslide magnitude, debris flow mobility and runout behavior is examined using detailed field and air photograph analysis. The role of slope on deposition and scour is investigated and a practical method for estimating both entrainment and runout in the field, as well as in the GIS environment, is presented. Further controls on landslide mobility, including the role of gullies and stream channels, roads and benches and intact forests, are considered. The role of landslides in controlling landscape physiography is also examined. In particular, it is determined that moderate-sized landslides do the most work transporting material on hillslopes, defined by a work peak, and that magnitude varies based on local physiography and climate. Landslides that form the work peak are distinct from catastrophic landslides that are themselves formative and system resetting. The persistence time for debris slides/debris flows and rock slides/rock avalanches is calculated over six orders of magnitude and an event is considered catastrophic when it persists in the landscape ten times longer than the population of landslides that form the work peak. A detailed case study examines meteorological controls on landslide occurrence and the role of extreme weather is considered. A critical onset of landslide triggering rainfall intensity is determined to be between 80 mm and 100 mm in 24 hours and wind is determined to result in increased local precipitation. The role of rain-on-snow is also evaluated and determined to be crucial to landslide occurrence. Finally, a conceptual model of landslide-induced denudation for coastal mountain watersheds spanning 10,000 years of environmental change is presented. Recent human impacts are calculated for landslide frequencies over the 20th century. The impact of logging during the last 100 years is unambiguous; logging induced landslides almost doubles the effect frequency of the wettest millennia in the last 10,000 years. This suggests that the impact of logging outpaces that of climatic change. Debris slides and debris flows are estimated to have resulted in a landscape lowering of 0.7 m across the Vancouver Island during the last 10,000 years.