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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Validating theoretical dynamic amplification factors using in-situ measurements for a wide range of train speeds</title>
      <link>https://trid.trb.org/View/2643036</link>
      <description><![CDATA[The vertical displacement of the whole railway infrastructure, including the natural ground underneath, depends on the train speed. This phenomenon is usually known as dynamic amplification. In the most extreme situation, trains may attain a “critical speed” at which the vertical displacement of the railway system would increase infinitely if no damping were present. Since the current trend worldwide is to increase the operational train speed, the question arises about what vertical displacements can be expected in the track for these new train speeds. The beam on elastic foundation model has been successfully applied to railways at relatively low train speeds for many decades. In this article, the power of this model to predict track vertical displacements at very high train speeds, including values close to the site's critical speed, is empirically proven for the first time. To this end, results predicted by this model are compared herein to direct measurements of track vertical displacement for a broad range of train speeds, including (i) in situ field measurements taken in four different sites (France, United Kingdom, The Netherlands and Sweden), and (ii) data from several tests performed in the CEDEX Track Box facility (CTB, Spain). The match between theoretical results and direct measurements confirms the applicability of the beam on elastic foundation model for predicting dynamic track deflections under future increases in maximum commercial train speeds, providing essential insights for the safe design and maintenance of high-speed railway lines.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:01:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643036</guid>
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    <item>
      <title>Which type of backpressure is more stable? – Comparative analysis based on two-movement intersections</title>
      <link>https://trid.trb.org/View/2636251</link>
      <description><![CDATA[Stability, which indicates that queues do not grow infinitely over time, is a key concept in control policies such as BackPressure (BP). However, its abstract nature and diverse definitions make its comparative analysis difficult both theoretically and experimentally. As a result, simulations in existing studies often use alternative metrics, such as average delay, to evaluate the performance of different control policies. Little research directly compares different stabilities through theory or experiments. In this paper, we compare seven common stability definitions and theoretically demonstrates that they are equivalent in simulations and applications. Furthermore, we propose a 𝘵-test method for identifying whether a queue is stable based on the sequence of queueing differences. This method allows us to classify any sampled demand as stable or unstable based on simulated queues for a given control policy. Therefore, if the network’s dimension, i.e., the number of movements, does not exceed three, we can directly draw the stability region (SR) for all policies and compare their sizes. To accurately reproduce various BP theories, ensure fair comparisons, and facilitate the visualization of SRs, we use simulation codes to simulate a two-movement intersection scenario and discuss its extension to networks. Six distinct types of BP policies are compared, along with analysis for fixed-time and actuated controls. We obtain many insights that are difficult to achieve through purely theoretical analysis and delay-based simulations, including: 1) variability in BP’s SR: the SR typically varies when the BP changes its queue status weight or efficiency weight; 2) size hierarchy of SR: BPs generally outperform actuated controls in terms of SR, and actuated controls tend to outperform fixed-time controls; 3) non-cyclic vs. cyclic BP: non-cyclic BP usually has a larger SR than cyclic BP; 4) effect of real-time supply information: using real-time supply increases the SR of BP, even under the assumption of fixed saturation headway; and 5) SR degradation phenomenon: longer cycle lengths in cyclic BP may cause its SR to degenerate into a rectangular shape typical of fixed-time control.]]></description>
      <pubDate>Wed, 11 Mar 2026 14:45:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636251</guid>
    </item>
    <item>
      <title>A multi-layer functionally graded cylindrical shell model with imperfect interfaces and its application to subsea pipeline engineering</title>
      <link>https://trid.trb.org/View/2636886</link>
      <description><![CDATA[The widespread use of multilayer cylindrical shell structures in engineering has created a demand for theoretical models and analytical solutions that are applicable under various working conditions. In this study, the classical two-dimensional plane elasticity theory for multilayer media is extended to an axisymmetric cylindrical shell configuration, incorporating imperfect interfaces represented by distributed tangential and radial springs. The formulation incorporates layer-wise material properties and interfacial stiffness, allowing for the analysis of both homogeneous and functionally graded materials. The solution is obtained by applying boundary and interlayer continuity conditions, combined with Fourier series expansion in the circumferential and radial directions to accommodate arbitrary loading patterns. The effects of different material gradation functions and interface stiffness values on the stress distribution are investigated in detail. The model is particularly suited for analyzing infinitely long cylindrical shells, such as those used in subsea multilayer pipeline systems. Numerical results demonstrate the accuracy and applicability of the model in handling plane elasticity problems for both isotropic and graded structures. The choice of material distribution function influences not only the extrema but also the shape of the stress profiles. It is found that when the interface stiffness exceeds2×108MPa/m, the interface can be treated as perfectly bonded. Conversely, imperfect bonding alters the stress distribution trends and increases stress concentrations within layers. In underwater pipeline configurations, stress increases from the inner to outer layers, with radial stresses remaining continuous and circumferential stresses exhibiting discontinuities at the interfaces. Significant stress variations are observed across interlayer boundaries.]]></description>
      <pubDate>Fri, 09 Jan 2026 16:59:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636886</guid>
    </item>
    <item>
      <title>A smooth bounded choice model: Formulation and application in three large-scale case studies</title>
      <link>https://trid.trb.org/View/2633564</link>
      <description><![CDATA[One-stage (implicit) choice set formation models offer a computationally efficient way to model how individuals consider alternatives. Among these, the Bounded Choice Model (BCM) stands out for its consistent, utility-based cutoffs. However, the BCM is non-differentiable, which limits its usefulness: key outputs such as elasticities and standard errors cannot be computed analytically. To overcome this, we introduce the Smooth Bounded Choice Model (SBCM). This model assumes a new smooth truncated logistic distribution for the error terms and applies a smooth approximation to the maximum function used in defining the reference utility. As a result, the SBCM is infinitely differentiable, while preserving core features of the BCM, such as bounding, continuity, and the ability to collapse to the Multinomial Logit (MNL) model under specific conditions. Importantly, the SBCM is not just a smoother version of the BCM. Its more flexible distributional assumptions can better capture actual choice behaviour and allow for meaningful differences in predicted probabilities. We derive closed-form expressions for choice probabilities, gradients, Hessians, elasticities, and standard errors, and present a practical estimation method. The SBCM is tested in three case studies: one mode choice and two route choice settings (bicycle and public transport). In all cases, it outperforms both the BCM and MNL in terms of model fit and interpretability. While the BCM has so far been limited to car route choice, we show that the SBCM is widely applicable across various discrete choice contexts.]]></description>
      <pubDate>Fri, 09 Jan 2026 14:44:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633564</guid>
    </item>
    <item>
      <title>Embodied Interactive Intelligence Towards Autonomous Driving</title>
      <link>https://trid.trb.org/View/2636591</link>
      <description><![CDATA[Autonomous driving depends on successful interactions among humans, vehicles, and roads. However, people often lack an understanding of autonomous vehicle (AV) behaviours and decisions. Moreover, AVs have difficulty aligning with human intentions in their interactions. To overcome the obstacles associated with the absence of interactive intelligence, especially in complex and uncertain environments, we introduce the concept of embodied interactive intelligence towards autonomous driving (EIIAD), which establishes representation and learning methods aligned with the physical world, enhancing human–machine integration. Building on this concept, we propose an end-to-end unified constrained vehicle environment interaction (UniCVE) model, which involves the construction of an end-to-end perception–cognition–behaviour closed-loop feedback paradigm and continuous learning through accumulated split driving scenarios. This model realizes interaction cognition through networks designed for pedestrians and vehicles, and it unifies the cognition as a value network of AVs to generate socially compatible behaviours. The UniCVE model is implemented on Dongfeng autonomous buses, which have successfully travelled 22 thousand kilometres and completed 45 thousand navigation tasks in Xiong’an New Area, China, demonstrating its general applicability in various driving scenarios. In addition, we highlight the high-level interactive intelligence of the UniCVE model in selected simulated complex interaction scenarios, demonstrating that it makes AVs more intelligent, more reliable, and more attuned to human relationships. Furthermore, the UniCVE model’s capacity for self-learning and self-growth allows it to infinitely approximate true intelligence, even with limited experience.]]></description>
      <pubDate>Mon, 29 Dec 2025 09:32:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2636591</guid>
    </item>
    <item>
      <title>Model checking-aided design of ship control and monitoring system based on cause and effect matrix</title>
      <link>https://trid.trb.org/View/2610259</link>
      <description><![CDATA[This paper presents a model checking (MC) aided methodology for the development of Control and Monitoring Systems CMSs) embedded in ships, characterized as safety instrumented systems. The proposed methodology aims to assist designers in identifying errors in the early stages of the project, in order to increase system reliability and reduce the risks of operational failures that could lead to accidents involving the crew, environmental damage, and financial losses. The methodology is applied to two case studies to assist the technical team in designing the emergency stop logic for the main combustion engines (MCEs) and the alarm and alert detection logic. The code specification is initially represented using Binary Logic Diagrams (BLDs) following ISA 5.2. To validate the BLDs before their implementation in Programmable Logic Controllers (PLCs), the MC aided design methodology proceeds as follows: 1) the safety requirements are represented in a Cause and Effect (C&E) matrix in accordance with IEC 62881; 2) each safety property from the C&E matrix is systematically translated into two Linear Temporal Logic (LTL) formulas, Spurious Trip Freeness (STF) and Failure on Demand Freeness (FDF), developed in compliance with IEC 61511; 3) Additionally, the Output Liveness (OL) property is also verified, which is formulated in LTL and ensures that the controlled outputs are updated infinitely over time – in other words, the controller remains responsive to changes in the inputs and process conditions, preventing the outputs from remaining in blocking states; 4) the BLD model is systematically translated into a formal Temporized Transition System (TTS) using the intermediary language FIACRE; 5) the LTL properties (STF, FDF e OL) are verified on the TTS model using the model checker TINA/SELT; 6) if any property fails, the counterexamples returned by TINA/SELT are translated into timing diagrams to help the designer identify errors in the BLDs. The application results demonstrate that the initial BLD proposed by the design team for the MCE emergency stop logic is free of spurious trips but not of failure on demand, whereas the initial BLD for the alarm logic is free of failure on demand but exhibits a spurious trip, as evidenced by a counterexample timing diagram. After corrections, subsequent verifications confirm that the updated BLDs satisfy all the properties specified in the C&E matrices. In this way, MC proves to be an effective technique for identifying errors early in the system design process, thereby reducing correction costs and increasing overall reliability. The use of the C&E matrix to express MC properties and FIACRE to model the BLD mitigates the intricate and error-prone process of directly specifying temporal logic formulas and transition systems.]]></description>
      <pubDate>Fri, 21 Nov 2025 08:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2610259</guid>
    </item>
    <item>
      <title>Viscoelastic study of asphalt mixture under penetration loading based on infinite boundary</title>
      <link>https://trid.trb.org/View/2585374</link>
      <description><![CDATA[The penetration creep behavior of asphalt mixtures was investigated through a combination of analytical methods, numerical simulations, and experimental testing. Based on the elastic analytical solutions of Sneddon and Choi, viscoelastic solutions for penetration loading are derived under both the semi-infinite space model and the infinitely thin plate model. Finite element software ABAQUS is used to perform numerical simulations on finite-sized asphalt mixture specimens, including gyratory compacted specimens and rutting plate specimens. The simulated penetration depths are compared with experimental results, and penetration depth corrections are proposed for two different infinite space models by establishing corresponding correction factors. The findings indicate that the commonly used gyratory compacted specimen size (Φ150 ×100 mm) effectively eliminates finite-size effects and closely approximates penetration depth in a semi-infinite space. Under the infinitely thin plate model correction, the transverse dimension of the specimen exhibits a unidirectional convergence trend with penetration depth. Additionally, as specimen height increases, the convergence of the correction curve is enhanced. A unified correction curve is established to improve the predictability of the correction factors.]]></description>
      <pubDate>Mon, 15 Sep 2025 10:34:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2585374</guid>
    </item>
    <item>
      <title>An Efficient 3-D FEM Model for Electromagnetic Force and Torque Calculation in Null-Flux Superconducting EDS Trains</title>
      <link>https://trid.trb.org/View/2559195</link>
      <description><![CDATA[This article presents an efficient 3-D finite element method (FEM) model for calculating dynamic electromagnetic forces and torques in a null-flux superconducting electrodynamic suspension (EDS) train. The model introduces two innovations to enhance efficiency: a static modeling method for simulating the moving magnets that incorporates magnetic potential boundary (MPB) conditions, and a method for minimizing the modeling unit of the suspension coils using the superposition principle. The model consists of two submodels. Submodel 1 performs a steady-state calculation of the magnetic vector potential for the superconducting magnets and suspension coils, represented as a time- and space-dependent interpolation function, which is then applied in submodel 2 to conduct a transient analysis of induced currents, dynamic forces, and torques on the suspension coils. These forces and torques are subsequently translated into their effects on the bogie. The model was validated using both experimental data and the Yamanashi Maglev Test Line data. Moreover, it reduces computation time by over 98% compared to an existing 3-D FEM model that employs the moving mesh technique and periodic boundary conditions. Using this model, the authors investigated the dynamic forces and torques on the bogie, revealing how their averages and harmonics evolve with the bogie’s posture. The proposed modeling method is also well-suited for the precise and efficient simulation of electromagnetic coupling in other systems with infinitely long or moving components, offering significant potential for a wide range of applications.]]></description>
      <pubDate>Tue, 29 Jul 2025 15:52:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2559195</guid>
    </item>
    <item>
      <title>Optimal Strategies for Locally Owned Bridges: Quantifying Payoffs in Repeated Games to Address Performance Deficiencies and Prevent Defection</title>
      <link>https://trid.trb.org/View/2582006</link>
      <description><![CDATA[This paper investigates the interactions between state transportation agencies and local government bridge owners using a game theory–based framework. The framework includes a game involving two players with imperfect information, capturing the uncertainty faced by local bridge owners in their actions within infinitely repeated games. Initially, the strategy of inaction, or doing nothing, appears advantageous to local bridge owners by avoiding immediate costs. However, when state and/or federal agencies strategically provide additional information, such as demonstrating methods for calculating payoffs or directly providing them for budgetary planning, the optimal outcome is expected to shift toward collaboration between the two parties. Drawing on a comprehensive study of 182 bridges across three counties in Georgia, this research illustrates the efficacy of systematically determining payoffs, encompassing costs and benefits, within the proposed game theory framework. The study concludes that the proposed methodology enables state agencies and local bridge owners to achieve optimal outcomes and enhance their predictive capabilities for optimizing future interactions. This framework offers valuable insights for significantly improving locally owned bridge management and decision-making processes among state entities and local stakeholders.]]></description>
      <pubDate>Tue, 29 Jul 2025 09:27:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2582006</guid>
    </item>
    <item>
      <title>Stress Intensity Factor for Cylindrical Specimen with External Circular Crack Under Tension</title>
      <link>https://trid.trb.org/View/2407886</link>
      <description><![CDATA[The aim of the work is to determine the approximate value of the stress intensity factor for a cylindrical sample with a circumferential crack. Irwin’s idea to extrapolate formulas for stress concentration at the notch top obtained by Neuber for a body of revolution with an annular recess of a hyperbolic shape under conditions of uniaxial tension is used. The calculations were carried out for the particular case of an infinitely small root radius of the notch (crack) on the experimental data basis. The structural fracture criterion is used to estimate the sample size (ligament diameter and outer diameter). The size of the minimum (in the crack plane) cross-section of a cylindrical sample is calculated from the condition of matching the structural criterion with Irwin’s fracture criterion. The diameter of the sample itself is proposed to be determined based on the requirement of the stress intensity factors’ equality for a deep crack in a body of revolution and a surface crack in a half-plane. The assessment of fracture toughness is given on the example of beinitic steel of strength class 650, which is used, in particular, for the construction of trunk pipelines. It is shown that, in accordance with the structural approach, the ratio of the ligament diameters and the sample is not predetermined, but is determined by sequentially selecting.]]></description>
      <pubDate>Fri, 25 Jul 2025 11:32:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407886</guid>
    </item>
    <item>
      <title>Influence of dynamic soil–structure interaction and bridge length on the response of continuous, multi-span railway bridges</title>
      <link>https://trid.trb.org/View/2490130</link>
      <description><![CDATA[This paper focuses on the effect of dynamic soil–structure interaction (SSI) on the free and forced vibration response of continuous, multi-span box girder bridges with periodic geometry. The influence of the bridge length (number of spans) on the response is also investigated. In order to compute the dynamic response of finite, periodic railway bridges, an efficient model based on the wave finite element method (WFEM) is presented. The computational domain is restricted to a reference cell (one bridge span) and Floquet theory is used to describe wave propagation in the periodic structure. Additionally, the authors take advantage of the periodicity within the reference cell to maximize computational efficiency. The dynamic stiffness and damping of a piled foundation embedded in layered soil is computed a priori using a finite element-boundary element (FE-BE) model. The foundation stiffness and damping are subsequently incorporated into the bridge model using frequency-dependent springs and dashpots. The response of an infinitely long bridge is characterized by dispersion curves of torsional and bending waves. The natural frequencies of bridges of finite length are situated within the pass bands of these waves. Dynamic SSI mainly reduces the natural frequencies of torsional and bending modes with in-phase motion in neighboring spans. When dynamic SSI is taken into account, the mid-span receptance is not much affected by the bridge length. Hence, infinitely long bridge models can be used to predict the response of bridges of finite length, reducing computational complexity. The peak acceleration during train passages is reduced due to dynamic SSI; a slightly higher response is observed for shorter bridges.]]></description>
      <pubDate>Thu, 20 Feb 2025 16:25:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2490130</guid>
    </item>
    <item>
      <title>An Analytical Study on Headform Impact Protection Space for a Rigid Target</title>
      <link>https://trid.trb.org/View/1787416</link>
      <description><![CDATA[This paper examines the theoretical worst case of normal headform impact on an infinitely rigid surface with the help of a dynamic spring-mass model. It is pointed out that the current approach is not an actual representation of any vehicle upper interior but is useful in gaining insight into the headform impact phenomenon and determining how to further enhance design. After considering force-deflection characteristics of a variety of commonly used headform impact protection countermeasures, a mathematical model is set up with spring properties that approximate those of physical countermeasures. Closed-form solutions are derived for various dynamic elasto-plastic phases including elastic unloading and contact. A parametric study is then carried out with 𝘏𝘐𝘊(𝘥) as the dependent variable, and spring stiffness, yield force and spring length (representing countermeasure crush space) as the design variables. Through analysis performed in this study, it will be shown that no matter how efficient a countermeasure may be in terms of energy absorption, a crush space of about 30 mm to cover an infinitely rigid surface is generally required for attaining 𝘏𝘐𝘊(𝘥) levels below 1000 at an impact velocity of 15 mph. It is pointed out that in an actual vehicle environment, a crush space of less than 30 mm may suffice due to structural compliance of vehicle targets. The approach detailed here can be extended to this latter case of headform impact targets with finite stiffness and yield characteristics.]]></description>
      <pubDate>Mon, 13 Jan 2025 11:12:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787416</guid>
    </item>
    <item>
      <title>Modeling ground vibration excited by a high-speed train running along a viaduct railway using a new structure-soil interaction method</title>
      <link>https://trid.trb.org/View/2460229</link>
      <description><![CDATA[Ground vibrations generated by high-speed trains running along railways either at grade or on viaduct bridges, are greatly concerned by the railway industry. Considering the train-track-bridge-abutment-pile-soil interactions involved, modeling the problem in an analytical manner is almost impossible, while conventional numerical methods struggle to accurately simulate the dynamic properties of infinitely large soils. Therefore, this study introduces a new substructure methodology for train-track-bridge-abutment-pile-soil interactions that leverages an ingenious combination of the 2.5-dimensional finite element-boundary element method (2.5D FE-BE) for dynamics of infinitely long periodic structures, and a local 3-dimensional finite element model for pile-soil interaction. This innovative method allows for the consideration of detailed pile-soil coupling using a local finite element model, all while retaining the ability to account for the infinite size of the soil structure using the 2.5-dimensional finite element-boundary elements. After a comparison between model prediction and field measurement, the model is employed to explore the environmental vibration characteristics of on-viaduct high-speed railways and analyze the vibration reduction effects of various measures, including rail fasteners, track slab pads, and bridge bearings.]]></description>
      <pubDate>Wed, 04 Dec 2024 17:13:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2460229</guid>
    </item>
    <item>
      <title>Fast calculation of vehicle-road coupled response based on moving frequency response function</title>
      <link>https://trid.trb.org/View/2448936</link>
      <description><![CDATA[Vehicle–road coupled system is inherently time–varying, and its responses are traditionally calculated using time–domain methods which involves significant computational effort. Aiming to improve the efficiency of response calculation for the coupled system, this paper proposes a fast calculation method in frequency domain, based on the newly developed moving frequency response function (FRF). Firstly, considering the vibration characteristics of an infinitely long road, the road response is straightforwardly expressed using the road impulse response function (IRF). Subsequently, the concept of the road moving IRF is proposed and derived with respect to the moving observation points. The moving FRF is then obtained by applying Fourier transform, which allows the responses of the road moving observation points to be established in frequency domain for fast calculation under moving loads. Furthermore, by analyzing the vehicle–road coupled vibrations, based on the vehicle FRF and road moving FRF, a formula for the vehicle–road coupling force is derived in frequency domain, along with an expression for the responses at the vehicle–road contact points. Finally, the approach is illustrated in numerical simulations of vehicle–road coupled systems, and its computational efficiency and accuracy are verified through comparison with currently popular methods.]]></description>
      <pubDate>Wed, 20 Nov 2024 09:13:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2448936</guid>
    </item>
    <item>
      <title>Intelligent Identification of Moving Trajectory of Autonomous Vehicle Based on Friction Nano-Generator</title>
      <link>https://trid.trb.org/View/2389336</link>
      <description><![CDATA[The purpose of this paper is to explore an intelligent identification method of autonomous vehicle moving trajectory based on friction nano-generator. This method uses friction nano-generator to obtain energy from the friction between the vehicle tire and the ground, and realizes the perception and recognition of the vehicle motion state. On this basis, through the analysis and processing of the motion state data, an intelligent identification model of the moving trajectory of autonomous vehicles is established to realize the intelligent prediction and control of the driving trajectory of vehicles. Therefore, a large number of vehicle movement state data is collected, and the data are preprocessed and feature extracted, and an intelligent recognition model of vehicle movement trajectory is constructed by machine learning method. Finally, the accuracy and stability of the model are verified by experiments, and the feasibility and practicability of the method are proved. The results show that the intelligent identification method of autonomous vehicle trajectory based on friction nano-generator has high accuracy and practicability. In the field verification environment, the lateral position deviation, heading angle deviation and minimum radius of curvature of the trajectory recognition algorithm for autonomous vehicles are 0.2193m, 10deg and 5.9m, respectively. The lateral deviation of the real vehicle test is kept within 0.5m, and the lateral acceleration is infinitely close to zero. This autonomous path identification is extremely stable. This method can not only realize intelligent prediction and control of vehicle trajectory, but also provide data support for self-learning and optimization of autonomous vehicles.]]></description>
      <pubDate>Tue, 20 Aug 2024 16:17:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389336</guid>
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