Francesco Frendo

How the Autonomic Nervous System and Driving Style Change With Incremental Stressing Conditions During Simulated Driving

This paper reports on the autonomic nervous system (ANS) changes and driving style modifications as a response to incremental stressing level stimulation during simulated driving. Fifteen subjects performed a driving simulation experiment consisting of three driving sessions. Starting from a first session where participants performed a steady motorway driving, the experimental protocol includes two additional driving sessions with incremental stress load. More specifically, the first stressing load consists of randomly administering mechanical stimuli to the vehicle during a steady motorway driving by means of a series of sudden and unexpected skids, such as those produced by a strong wind gust. These skids were supposed to produce in the driver a given level of stress. In order to assess this mental workload, dedicated psychological tests were performed. The second stressing load implied an incremental psychological load, consisting of a battery of time pressing arithmetical questions, added to the mechanical stimuli. For the whole experimental session, the drivers physiological signals and the vehicles mechanical parameters were recorded and analyzed. In this paper, the ANS changes were investigated in terms of heart rate variability, respiration activity, and electrodermal response along with mechanical information such as that coming from steering wheel angle corrections, velocity changes, and time responses. Results are satisfactory and promising. In particular, significant statistical differences were found among the three driving sessions with an increasing stress level both in ANS responses and mechanical parameter changes. In addition, a good recognition of these sessions was carried out by pattern classification algorithms achieving an accuracy greater than 90%.

Measurement of coatings' elastic properties by mechanical methods: Part 2. Application to thermal barrier coatings

Elastic properties of a thermal barrier ceramic coating composed of an NiCoCrAIY bond coat and a ZrO2(Y2O3) top coat were measured by a four-point bending rig in the temperature range 20°C–900°C. Different types of specimens (i.e., with bond coat only or with bond coat and top coat, on one side or on both sides) were employed. Test procedures were based on the theory discussed in Part 1 to enhance accuracy and to estimate confidence intervals. In particular, the method employed at high temperature was calibrated at room temperature by comparing the results with those obtained by methods with low sensitivity to layer thicknesses. For the bond coat, Youngs modulus was found to be temperature independent up to about 500°C; a decreasing trend was observed above this temperature. For the top coat, a slightly temperature range examined. A possible explanation is given on the basis of phase transformation and the microstructure of the two layers. At room temperature, Poissons ratio for the bond coat was found to be near 0.3, whereas a near zero value was measured for the top coat.

A fail-safe magnetorheological clutch excited by permanent magnets for the disengagement of automotive auxiliaries

This work was carried out in the framework of a funded project aimed at evaluating the feasibility of an ad hoc clutch for the disengagement an auxiliary device, i.e. the vacuum pump used with the powerbrake in diesel engine vehicles, when its operation is not required. In this way it is possible to improve the overall vehicle efficiency. Strict design specifications were defined with reference to available room, torque transmission, absence of axial loads and fail-safe operation. A magnetorheological clutch with permanent magnets was conceived to fulfil the technical requirements. Different clutch geometries were compared with particular reference to the fail-safe operation and torque capabilities. After an iterative procedure, in which both mechanical design and magnetic field analyses were considered, the most promising solution was defined and a prototype was built and tested. A four-pole sliding permanent magnet was adopted to generate the magnetic field. The experimental results validated the developed models and demonstrated the feasibility developed models and demonstrate the feasibility of the proposed solution. A principle for the automatic clutch actuation is also presented.

Critical review of handling diagram and understeer gradient for vehicles with locked differential

The steady-state cornering behaviour of rear-wheel drive vehicles fitted with locked differential is critically analysed by means of simple, albeit carefully formulated, vehicle models, which allow for a rigorous theoretical analysis. Results obtained for some classical manoeuvres, with either constant forward speed, steer angle or turning radius, clearly show that, in the case of locked differential, the vehicle cornering behaviour is strongly affected by the manoeuvre. As an important consequence, the handling diagram is not unique and the understeer gradient is no longer dependent only upon the lateral acceleration, as in vehicles equipped with an open differential. Accordingly, this study shows that some typical tools and concepts of vehicle dynamics are indeed inadequate in the case of locked differential.

Temperature Effect on the Torque Characteristic of a Magnetorheological Clutch

In this article the torque characteristic of a permanent magnet magnetorheological (MR) clutch is investigated focusing on the influence of temperature. An experimental campaign was carried out on a test bench equipped with a caulk oxen, heating up to 80°C. The torque characteristic was measured monitoring both fluid and clutch case temperature. Torque data were processed and well fitted by a formula where the temperature dependence is expressed by Arrhenius law. In particular, a loss of transmitted torque for increasing temperature was found. An approximate dependence of MR fluid shear stress on temperature, useful for similar devices, was also obtained.

A multi-gap magnetorheological clutch with permanent magnet

This paper describes the design and testing of a novel permanent magnet clutch based on a magnetorheological fluid. It was inspired by a prototype previously developed by the authors and contains a novel gap shape conceived to reduce torque loss in the disengaged operating mode. Several geometries and material arrangements were investigated and the performance in terms of transmissible torque in different operating conditions was assessed using finite element numerical models. The prototype was manufactured and some experimental tests were performed. The new prototype was rated on the basis of performance indices and the design effectiveness was proven by a higher value of efficiency in the disengaged operating mode.

A magnetorheological clutch for efficient automotive auxiliary device actuation

In this paper the results of a project funded by Regione Toscana aimed at reducing the power absorption of auxiliary devices in vehicles are presented. In particular the design, testing and application of a magnetorheological clutch (MR) is proposed, aimed at disengaging the vacuum pump, which draws in air from the power-brake booster chamber, in order to reduce the device power absorption. Several clutch preliminary studies done to choose the clutch geometry and the magnetic field supply are illustrated. The final choice consisted in an MR clutch with permanent magnet, which satisfied size, torque and fail-safe specifications. The clutch characteristics, in terms of torque versus slip, were obtained experimentally for three different clutch prototypes on an ad-hoc developed test bench. As result of a preliminary simulation, a comparison between the power absorption of a current production vacuum pump, an innovative vacuum pump and both vacuum pumps coupled with the MR clutch is presented. The New European Driving Cycle is considered for simulating the vacuum pump operation both in urban and highway driving. Results show that the use of the innovative vacuum pump reduces the device consumption of about 35%, whereas the use of MR clutch coupled with the innovative vacuum pump reduces it up to about 44% in urban driving and 50% in highway driving.

The handling surface: a new perspective in vehicle dynamics

The problem of describing the understeer–oversteer behaviour of a general vehicle, such as one with locked differential or tandem rear axle, is addressed taking a new perspective. The well-known handling diagram and the associated classical understeer gradient may be inadequate, mainly because they are no longer unique. The new concept of handling surface and a new definition of understeer gradient, which is indeed the gradient of the handling surface and hence a vector, are presented. It is also shown how the new concepts relate to and generalize the classical ones. Finally, a procedure for the experimental measure of the new understeer gradient is outlined.

Magnetic FEM Design and Experimental Validation of an Innovative Fail-Safe Magnetorheological Clutch Excited by Permanent Magnets

This paper describes the magnetic design of an innovative fail-safe clutch based on magnetorheological fluid (MRF). A cylindrical arrangement of permanent magnets (PMs) is used to excite the fluid. The suitable distribution of magnetic field inside the MRF and the transmissible torque is obtained by moving the PMs along the axial direction. The device is designed using a magneto/mechanical FEM model, developed on purpose and based on a three-dimensional (3-D) finite-element code, which takes into account the B-H and τ-H functions of the nonlinear materials (e.g., MRF, PM, and ferromagnetic materials). The flux density maps and the shear stress maps inside the fluid are carefully analyzed. Furthermore, in order to validate the FEM model, some preliminary experimental measurements are performed on a prototype. Finally, the magnetic axial force acting on the PM system is investigated.

Evaluation of the vehicle handling performances by a new approach

The analysis of the steady-state cornering behaviour of a vehicle is generally based on the classical single track model. As a consequence, some results, such as the handling diagram and the understeer gradient, are not general and should be used only for the category of vehicles that they represent. A general approach, which is not dependent on the vehicle model, is presented in this paper. It is shown how the handling performances of any vehicle can be investigated by the properties of some functions of two variables, called handling surfaces. The new approach includes, as a particular case, the classical theory.