ITCS960002A1 - PSVD - PROGRESSIVE ROAD VEHICLE DECELERATION SIGNAL. - Google Patents

Abstract

Energy pyramid in wood or metal of the optimal size of one fiftieth of those of the great Pyramid of Egypt - called Cheops - and containing a work table inside. Due to its shape, measurements and characteristics it will give rise to the concentration of bio-energetic waves and will serve as a base container and as a means for subsequent experiences in order to obtain further patents for the possible consequent proof of the alleged existing energy and its possible uses.

Description

DESCRIPTION OF THE INDUSTRIAL PATENT OF THE PSVD TITLE

(PROGRESSIVE SIGNALER OF ROAD VEHICLE DECELERATIONS)

Introduction

In low or no traffic conditions, the driver's conditioning? given by the geometry of the road and the environment. In flow conditions pi? supported, instead, the behavior of the individual? conditioned by that of other drivers.

Generally the reporting of dangerous situations on the road? done through lights, often flashing.

The rear of road vehicles have lights which, when used correctly, give information to the following vehicles about:

? maneuvers that the driver intends to carry out (flashing lights for turning to the right or left);

? maneuvers that the driver is carrying out (stop or reverse lights).

The drivers of the following vehicles, thanks to the presence of these lights, receive information and decide which is the best behavior to keep.

The stop light, in particular, serves to indicate to other road users who are behind the vehicle that its driver has applied the service brake. It ? often placed near other lights, just as necessary, such as the position ones or additional ques to be used in case of fog. A distracted driver can? do not feel the moment when the stop light comes on. In this case, he receives the wrong information that causes a situation of potential danger and, in some cases, of an accident.

Almost all the manufacturers of road vehicles and in particular of passenger cars are building models in which the stop lights are positioned more? away from the position lights and move upwards. Some models, on the other hand, have an additional rear red light operating in parallel with the regulatory brake lights.

The current Italian legislation [1], adapted to the EEC directives,? reported in the Ministerial D of 30.12.1992 published in the Official Gazette of the Italian Republic no.

29.04.1993. In Annex I of this, at point 4.7? indicated the height of the stop lights from above This height must be a minimum of 350 mm and a maximum of 1500 mm or 2100 mm if the body shape does not allow to comply with the 1500 mm. ? lu a device intended to illuminate the road or to emit a light signal. The additional light mounted inside the vehicle can? be considered, as reported in point 1. 19, as? optional light? whose presence? left to the choice of the manufacturer.

Currently l? choice seems to be oriented, as mentioned, towards a simple supplementary light intended for the repetition of information already? provided by regulatory stop lights. This headlight, anyway,? pi? visible than simple regulatory lights, but it works with the same logic of 'all or nothing'.

The operating logic? All or nothing? should be abandoned to provide the drivers of the following vehicles with more information? complete. The device presented in this note is mounted in the same position as the? Optional light ?. It works progressively and provides the drivers of the following vehicles with information on the actual deceleration conditions of the vehicle. In this way, the device increases the information provided to the drivers and, therefore, the safety conditions of traffic.

Principle of operation

The device uses an acceleration transducer to control a light containing a series of lamps with differentiated ignition. The acceleration transducer supplies, through an amplification circuit, an electrical signal proportional to the longitudinal acceleration of the vehicle. This signal drives a multiple threshold circuit for? gradual lighting of the lamps.

The ignition can? be that of a single lamp to indicate the simple release of the accelerator treads until the simultaneous ignition of all the lights in conditions of maximum braking. If the pressure on the brake pedal is maintained for longer? of 10 sec., a timer circuit, connected to the brake switch, in a condition of zero deceleration, activates all the lamps with fast flashing.

The choice of the number of lamps contained in the signal lamp,? was dictated by the following considerations:

? the quantity? of information provided to the drivers of the following vehicles must be sufficient to understand the behavior of the driver of the vehicle but not excessive;

? the dimensions must be similar to those of the additional devices of the all or nothing commercial type, already? accepted by drivers. ?

The dimensions of the light, subject to change, are approximately 35 by 5 cm. The light? adaptable to the totality? vehicles in circulation and those of new production.

The quantity of information provided by the light allows to signal, with seven lamps, four levels of deceleration that can be qualitatively defined:

Action Level Report Behavior

1 slowdown _ | Q ||| Check it out

2 moderate braking B | H CU CI Q H H Be careful 3 braking hard

4 emergency braking? ? ? ??????????? F Frreennaadeci prolonged braking for pi? of 10 sec. Flashing lights Rear brake Table 1 - Qualitative description of the intervention levels of the device, the s ignition and the behavior of the drivers of the following vehicles.

These levels correspond to the reactions of the drivers indicated in the fourth column of Table No. 1. The regulatory stop lights also come into operation from the second level. An increase in information due to more? different threshold levels would make the device less effective.

Finally, the possibility of obtaining the simultaneous flashing of all the lights in situations of prolonged braking? certainly useful in those conditions of circulation that allow the frequent formation of queues

Determination of threshold values

Yup ? made it necessary to determine the threshold values for the activation of the various lamps of the device.

How ? known, the maximum braking effect, in vehicles on g? mma, is obtained by braking without locking the wheels. The ABS (Anti Braking System) works on this very principle, reducing the pressure in the braking circuit when the sensors communicate a wheel lock.

By defining the relative slip, S, as.

s = OR *>

OR

where: QJR speed? angle of the free-rolling wheel

? speed instant angular in braking

yes ? seen as the maximum average deceleration value is associated with a relative slip of about 0.2 (fig. n. 1). In an experimental work [2] the authors demonstrate the independence of the maximum mean value of the deceleration during the emergency braking from the speed? initial (fig. n. 2). It is noted that the average deceleration values with the wheel locked are about 0.70 G.

1.50? - 1 - 1 -?

? 1.20

? 0.90

?

U _iJ 0.60

at o 0.30

0.00? I I _: _ I _ L

0.00 0.20 0.40 0.90 0.80 1.00

_ _ SLIP RATIO

Fig. N 1 - Deceleration (G) / Relative slip [1].

1.50

1.20

0.90

-1 0.90

Cx 0.30

0.00

0.00 1.00 2.00 3.00 4.00 6.00

TIME IN SEC

Fig, n, 2 - Deceleration (G) / Time (sec) for different speeds? braking [1],

In a comparative study of the braking behavior of cars and trucks [3], the average deceleration of trucks? approximately equal to 50% of that of cars (fig. n. 3).

1.20

ji 0.00

\

you

-J 0.60

0.30

0.00

0.00 0.20 0.40 0.60 0.80 1.00

TIME IN SEC

Fig. N. 3 - Deceleration (G) / Time (sec) cars (lighter line) and trucks (darker line) [2],

Ultimately we used as maximum average deceleration values on dry roads (with friction coefficient of about 0.76 (10 mph) to 0.55 (70 mph) 0.70 G for cars and 0.35 G for trucks.

Other authors [4] have conducted experiments, in Italy, on the deceleration values of cars when the accelerator pedal is released, in 5th gear. The diagram of f? G. 4 shows the experimental mean values with the regression curve found. Note how the average deceleration measured when the accelerator pedal is released varies linearly from values close to 0.05 G at 35 mph up to over 0.10 G at 70 mph.

0.10

or

c 0.09

? S

0.08

0.07

> 0.08

<

0.05

0.04

30.00 40.00 50.00 80.00 70.00 80.00

Speed (mph)

Decotorathlon - 0.001 * O.OOISpeed r "2 - 0.985

Fig. N. 4 * Deceleration (G) / Speed? initial (mph) [4],

The purpose of the device? to inform the drivers of the following vehicles about the real deceleration conditions of the vehicle on which it? installed. In conditions of low traffic and speed? high deceleration when the pedal is released? of about 0.10 G. This value? was chosen as the minimum intervention threshold.

In? A Policy on Geometrie Design of Highways and Street ?, the AASHTO reports (fig. N. 5) the speed values. starting as a function of the distance traveled. From the elaboration of these values we deduce the comfortable average decelerations for various speeds. initials. They range from a maximum of 0.32 G for a speed? initial of 50 mph (A of fig. n. 5) to a minimum of 0.28 G for a speed? 20 mph (D in fig. 5).

UO TI

Fig. N. 5 - Speed initial (mph) / distance traveled (ft) [5],

Ultimately it appears that it is not possible to use an equal threshold calibration for cars and trucks. Considering the wet braking conditions, yes? decided to reduce the maximum value of the average deceleration measured for cars by 50 per cent. The minimum and maximum values considered are:

deceleration deceleration

m / sec <1> _ G _

1.0 0.10 minimum intervention threshold

3.5 0.35 maximum deceleration

The threshold values, referred to Tab. 1, are:

deceleration deceleration

Level m / sec * G

1 1.00 0.10

2 2.00 0.20

3 3.00 0.31

4 3.50 0.36

When considering trucks, the threshold values must be reduced by 50%.

Transducers and actuators

The heart of the system? the acceleration transucer. This can? be of a commercial piezoelectric type, with a cut-off frequency of about 500 Hz and followed by an amplification circuit. The piezoelectric transducer supplies a signal proportional to the longitudinal acceleration of the vehicle and the downstream amplifier can? easily control the multiple threshold circuit for switching on the signal lamps.

An alternative more? economic can? be made using a linear resistance variation potentiometer of rectilinear type as transducer. On the control pin of the potentiometer? fixed a mass bound to a spring.

Compared to a radial operated potentiometer, this type of potentiometer has the advantage of not being sensitive to variations d? longitudinal slope of the road. Using a radially operated potentiometer, a longitudinal slope of the road of 10%, a slope not difficult to meet, would lead to a rotation of 5.65?, Equal to 2.1% of the entire rotation of the potentiometer (270?).

VW A 41 Qf? OD 2 -

The change in resistance of the linear potentiometer? transformed into marks *? electric proportional from the circuit shown in fig. n. 6.,

Fig. N. 6 - Electric circuit actuatole of the linear potentiometer

The signal must be taken at points A-A. D circuit? powered by car battery and stabilized by zener diode (DZ1). A potentiometric trimmer (RIO) to set the center scale values.

The device calibration operations will be carried out for comparison.

Conclusions

In this note? A device has been described to be mounted on new or on-the-road cars or trucks, which provides the following vehicles with quantitative information on the actual braking conditions of the vehicle.

Yup ? chosen to operate only with four deceleration values which describe four different braking conditions to give sufficiently complete but not redundant information.

The extreme values were taken from experimental works.

Is it believed that such a device will contribute? to achieve more driving conditions? safe, roads.

Bibliography

[1] Ministerial Decree of 30.12.1992 published in the Official Gazette of the Italian Republic n. 99 of 29.04.1993.

[2] Walter S. Reed, A. Taner Keskin,? Vehicular Response to Eniergency Braking ?, Accident Reconstrution: Automobiles .... and Pedestrian P-193, SAE International Congress and Exposition, Detroit, Michigan, Febbruary 23-27, 1987

[3] Walter S. Reed, A. Taner Keskin,? A Compari son of Automobile and Truck Decelerations During Emergency Braking ?, Accident Reconstrution: Automobiles .... and Pedestrian P-193, SAE International Congress and Exposition, Detroit, Michigan , Febbruary 23-27, 1987

[4] F. M. La Camera, A. Carbone, G. Cignitti,? The use of the multiparameter clothoid in road design ?, Autostrade magazine, 3/1982.

[5] AASHTO,? A Pplicy on Geometrie Design of Highways and Street ?, Washington, D: C.

1990.

Claims (1)

CLAIMS: PATENT (PROGRESSIVE SIGNALER OF DECELERATIONS OF ROAD VEHICLES) (PSVD) Our Patent? a device that is mounted on all road vehicles in place of the optional light, see Depot Regulations, whose presence? left to the choice of the manufacturer. The optional light, such as the stop light, works with the All or Nothing logic. "Our Patent proposes to abandon this logic to provide the drivers of the following vehicles with more complete information. The PSVD device works in a progressive way and gives the vehicles following information on the actual deceleration conditions of the vehicle in front. In this way the safety conditions of road traffic are increased. Our device uses an acceleration transducer to control a light, which is mounted in the same position as the light optional, containing a series of lamps with differentiated (gradual) lighting. Lighting of a single lamp to indicate the simple release of the accelerator pedal until the simultaneous lighting of all the lamps in conditions of maximum braking. brake pedal is held for more than ten seconds, a timer circuit in deceleration condition null action, activates all the blades intermittently fast. The quantity d1inforination allows to signal four levels of deceleration. From the second level, the regulatory stop lights also come into operation. For details see the deposit.