Fast Calculating Surrogate Models for Leg and Head Impact in Vehicle–Pedestrian Collision Simulations

Objective: In previous research, a tool chain to simulate vehicle–pedestrian accidents from ordinary driving state to in-crash has been developed. This tool chain allows for injury criteria-based, vehicle-specific (geometry, stiffness, active safety systems, etc.) assessments. Due to the complex nature of the included finite element analysis (FEA) models, calculation times are very high. This is a major drawback for using FEA models in large-scale effectiveness assessment studies. Therefore, fast calculating surrogate models to approximate the relevant injury criteria as a function of pedestrian vehicle collision constellations have to be developed.

Method: The development of surrogate models for head and leg injury criteria to overcome the problem of long calculation times while preserving high detail level of results for effectiveness analysis is shown in this article. These surrogate models are then used in the tool chain as time-efficient replacements for the FEA model to approximate the injury criteria values. The method consists of the following steps: Selection of suitable training data sets out of a large number of given collision constellations, detailed FEA calculations with the training data sets as input, and training of the surrogate models with the FEA model's input and output values.

Results: A separate surrogate model was created for each injury criterion, consisting of a response surface that maps the input parameters (i.e., leg impactor position and velocity) to the output value. In addition, a performance test comparing surrogate model predictions of additional collision constellations to the results of respective FEA calculations was carried out. The developed method allows for prediction of injury criteria based on impact constellation for a given vehicle. Because the surrogate models are specific to a certain vehicle, training has to be redone for a new vehicle. Still, there is a large benefit regarding calculation time when doing large-scale studies.

Conclusion: The method can be used in prospective effectiveness assessment studies of new vehicle safety features and takes into account specific local features of a vehicle (geometry, stiffness, etc.) as well as external parameters (location and velocity of pedestrian impact). Furthermore, it can be easily extended to other injury criteria or accident scenarios; for example, cyclist accidents.     

Comparison of Expected Crash and Injury Reduction from Production Forward Collision and Lane Departure Warning Systems

Objectives: The U.S. New Car Assessment Program (NCAP) now tests for forward collision warning (FCW) and lane departure warning (LDW). The design of these warnings differs greatly between vehicles and can result in different real-world field performance in preventing or mitigating the effects of collisions. The objective of this study was to compare the expected number of crashes and injured drivers that could be prevented if all vehicles in the fleet were equipped with the FCW and LDW systems tested under the U.S. NCAP.

Methods: To predict the potential crashes and serious injury that could be prevented, our approach was to computationally model the U.S. crash population. The models simulated all rear-end and single-vehicle road departure collisions that occurred in a nationally representative crash database (NASS-CDS). A sample of 478 single-vehicle crashes from NASS-CDS 2012 was the basis for 24,822 simulations for LDW. A sample of 1,042 rear-end collisions from NASS-CDS years 1997–2013 was the basis for 7,616 simulations for FCW. For each crash, 2 simulations were performed: (1) without the system present and (2) with the system present. Models of each production safety system were based on 54 model year 2010–2014 vehicles that were evaluated under the NCAP confirmation procedure for LDW and/or FCW. NCAP performed 40 LDW and 45 FCW tests of these vehicles.

Results: The design of the FCW systems had a dramatic impact on their potential to prevent crashes and injuries. Between 0 and 67% of crashes and 2 and 69% of moderately to fatally injured drivers in rear-end impacts could have been prevented if all vehicles were equipped with the FCW systems. Earlier warning times resulted in increased benefits. The largest effect on benefits, however, was the lower operating speed threshold of the systems. Systems that only operated at speeds above 20 mph were less than half as effective as those that operated above 5 mph with similar warning times. The production LDW systems could have prevented between 11 and 23% of drift-out-of-lane crashes and 13 and 22% of seriously to fatally injured drivers. A majority of the tested LDW systems delivered warnings near the point when the vehicle first touched the lane line, leading to similar benefits. Minimum operating speed also greatly affected LDW effectiveness.

Conclusions: The results of this study show that the expected field performance of FCW and LDW systems are highly dependent on the design and system limitations. Systems that delivered warnings earlier and operated at lower speeds may prevent far more crashes and injuries than systems that warn late and operate only at high speeds. These results suggest that future FCW and LDW evaluation should prioritize early warnings and full-speed range operation. A limitation of this study is that additional crash avoidance features that may also mitigate collisions—for example, brake assist, automated braking, or lane-keeping assistance—were not evaluated during the NCAP tests or in our benefits models. The potential additional mitigating effects of these systems were not quantified in this study.     

Analysis of Driver Evasive Maneuvering Prior to Intersection Crashes Using Event Data Recorders

Objective: Intersection crashes account for over 4,500 fatalities in the United States each year. Intersection Advanced Driver Assistance Systems (I-ADAS) are emerging vehicle-based active safety systems that have the potential to help drivers safely navigate across intersections and prevent intersection crashes and injuries. The performance of an I-ADAS is expected to be highly dependent upon driver evasive maneuvering prior to an intersection crash. Little has been published, however, on the detailed evasive kinematics followed by drivers prior to real-world intersection crashes. The objective of this study was to characterize the frequency, timing, and kinematics of driver evasive maneuvers prior to intersection crashes.

Methods: Event data recorders (EDRs) downloaded from vehicles involved in intersection crashes were investigated as part of NASS-CDS years 2001 to 2013. A total of 135 EDRs with precrash vehicle speed and braking application were downloaded to investigate evasive braking. A smaller subset of 59 EDRs that collected vehicle yaw rate was additionally analyzed to investigate evasive steering. Each vehicle was assigned to one of 3 precrash movement classifiers (traveling through the intersection, completely stopped, or rolling stop) based on the vehicle's calculated acceleration and observed velocity profile. To ensure that any significant steering input observed was an attempted evasive maneuver, the analysis excluded vehicles at intersections that were turning, driving on a curved road, or performing a lane change. Braking application at the last EDR-recorded time point was assumed to indicate evasive braking. A vehicle yaw rate greater than 4° per second was assumed to indicate an evasive steering maneuver.

Results: Drivers executed crash avoidance maneuvers in four-fifths of intersection crashes. A more detailed analysis of evasive braking frequency by precrash maneuver revealed that drivers performing complete or rolling stops (61.3%) braked less often than drivers traveling through the intersection without yielding (79.0%). After accounting for uncertainty in the timing of braking and steering data, the median evasive braking time was found to be between 0.5 to 1.5 s prior to impact, and the median initial evasive steering time was found to occur between 0.5 and 0.9 s prior to impact. The median average evasive braking deceleration for all cases was found to be 0.58 g. The median of the maximum evasive vehicle yaw rates was found to be 8.2° per second. Evasive steering direction was found to be most frequently in the direction of travel of the approaching vehicle.

Conclusions: The majority of drivers involved in intersection crashes were alert enough to perform an evasive action. Most drivers used a combination of steering and braking to avoid a crash. The average driver attempted to steer and brake at approximately the same time prior to the crash.     

流动注射化学发光法测定环境水样中痕量Pb2+的方法研究

在碱性介质中,鲁米诺和过氧化氢能产生稳定的发光信号,Pb2+-EDTA络合物对鲁米诺-过氧化氢体系的化学发光产生微弱的抑制作用,而表面活性剂吐温-80的加入可以改变发光体系的微环境性质,从而对化学发光体系起到增敏作用。据此建立测定环境水样中痕量Pb2+的流动注射化学发光分析方法。此方法用于测定环境水样中Pb2+的含量,具有检出限高,操作简便,分析速度快等优点。     

高色度印染废水中六价铬的测定研究

印染行业的废水含有多种染料,具有较深的色度,从而影响六价铬的测定.因此印染废水的脱色对六价铬的分析非常重要.本文主要利用活性炭吸附有机染料的特性,对六价铬分光光度法测定的前处理进行了优化探讨,使废水中的染料被吸附的同时,不影响六价铬的测定.研究结果表明,在pH＞8.5时,活性炭对六价铬基本没有吸附,其他因素的影响也较小,可以用活性炭来处理高色度印染废水,同时确定了活性炭脱色的用量以及前处理的过程.     

西藏色季拉山两种典型天然林分土壤活性有机碳组分与土壤呼吸特征研究

森林土壤活性有机碳和土壤呼吸及其组分区异是森林土壤碳循环过程研究的关键问题.青藏高原亚高山原始森林植被是我国重要的生态屏障,对全球陆地生态系统的碳收支平衡具有举足轻重的作用.本研究选取西藏色季拉山两种最典型的天然林分(急尖长苞冷杉和林芝云杉)为研究对象,测定了这两种林分的土壤活性有机碳含量和同期的土壤呼吸速率及其组分速率,分析了土壤呼吸及其组分与土壤活性有机碳组分之间的关系,结果表明,西藏色季拉山两种天然林分土壤总有机碳(TOC)、土壤颗粒有机碳(POC)、易氧化有机碳(LOC)和微生物量碳(MBC)含量均具有显著的表聚性.急尖长苞冷杉林土壤活性有机碳含量较高,其TOC、POC、LOC、MBC含量分别为57.05 g·kg-1、17.9 g·kg-1、12.2 g·kg-1和365.6 mg·kg-1.两种林分的土壤总呼吸速率(Rt)和微生物呼吸速率(Rh)差异不显著(p0.05),但它们与枯枝落叶呼吸速率(Rl)和根系呼吸速率(Rr)差异极显著(p0.01),同时,Rl和Rr之间差异极显著(p0.01).从不同林分来看,林芝云杉林的土壤总呼吸速率(Rt)和微生物呼吸速率(Rh)高,而急尖长苞冷杉林的枯枝落叶呼吸速率(Rl)和根系呼吸速率(Rr)高.两种林分土壤呼吸各组分对土壤总呼吸速率(Rt)的贡献率大小依次为:RhRlRr.两种林分均表现为微生物呼吸对总呼吸的贡献比例最高,林芝云杉为92.42%,冷杉为70.81%.两种林分的土壤活性碳组分与土壤呼吸关系最密切的是MBC,其次是LOC,最不密切的是POC.     

介质阻挡放电等离子协同TiO_2-GAC降解甲基橙的研究

采用介质阻挡放电(DBD)等离子协同颗粒活性炭负载TiO2(TiO2-GAC)对甲基橙进行降解,研究了该体系的协同处理效果,探讨了放电电压、初始pH、初始电导率、初始浓度和TiO2-GAC投加量等操作参数的影响,并建立了协同体系的表观反应动力学模型.实验结果表明,DBD与TiO2-GAC联合处理表现出明显的协同效应,处理25min后,协同体系对甲基橙的降解率和COD去除率分别为96.2%和90%,与单独DBD体系相比,分别提高了52.7%和50.4%;协同体系降解甲基橙的过程符合表观反应动力学模型,模型值与实验值吻合良好,总级数为2.352;体系中H2O2、O3浓度测定结果表明,与单独DBD体系对比,协同体系的H2O2浓度增高,而O3浓度降低,说明TiO2-GAC起到了催化作用;TiO2-GAC在DBD体系中获得了原位再生,五次再生循环后再生率达80%.     

长白山温带森林单萜烯排放模拟

于2010年夏季,采用松弛涡度积累(Relaxed Eddy Accumulation)技术在长白山温带森林铁塔上测量了挥发性有机物(VOC)冠层尺度的排放通量,同步测量了气象参数、光合有效辐射(PAR)等,初步获得长白山阔叶林单萜烯的排放通量.同时,利用PAR能量守恒原理,建立了冠层尺度上单萜烯排放的经验模式.结果发现,模拟结果与测量结果比较一致,平均而言,模拟值高出测量值约20%～40%.采用不同方法对经验模式进行了检验,结果表明,采用比较各个采样时段平均值的方法可行,而且经验模式对于2010年夏季不同采样时段的平均值也给出了较好的模拟结果,其模拟值高出测量值约20%～24%.     

采用新工艺处理延迟焦化冷焦水恶臭污染

延迟焦化装置冷焦水处理系统原采用半敞开式循环冷却工艺,焦炭塔顶高温溢流水进入冷焦热水罐及在凉水塔的冷却过程中,污水中含硫化氢的混合性气体加上罐内存有的有害气体逸放进入大气中,散发出强烈恶臭,严重污染周围环境.冷焦水密闭系统通过对冷焦水密闭控制,在冷焦热水罐顶增设胺液脱臭工艺,彻底解决了原来冷焦水恶臭污染环境这一难题.     

Design methodology for active disassembly based on the decapitated head method

Due to the characteristic that shape memory materials can quickly return to their original shape and have large deformation, such materials can be used as the connection in active disassembly devices. However, existing active disassembly devices typically require two moulding steps and complicated machining processes that result in high manufacturing cost. The active disassembly device based on the proposed decapitated head method has only one moulding step and lower manufacturing cost. Its disassembly mode is local damage disassembly, which can decrease the active disassembly cost and improve disassembly efficiency. This paper describes the active disassembly theory and the design methodology based on the decapitated head method, and then analyses the design criteria and feasibility of this method with a real case study.