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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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      <link>https://trid.trb.org/</link>
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      <title>Effect of Aftermarket Modifications on ADAS Functionality – 2021 Ford F-150 Light Vehicle</title>
      <link>https://trid.trb.org/View/2539052</link>
      <description><![CDATA[Both automotive aftermarket vehicle modifications and Advanced Driver Assistance Systems (ADAS) are growing. However, there is very little information available in the public domain about the effect of aftermarket modifications on ADAS functionality. To address this deficiency, a research study was previously performed in which a 2022 Chevrolet Silverado 1500 light truck was tested in four different hardware configurations. These included stock as well as three typical aftermarket configurations comprised of increased tire diameters, a suspension level kit, and two different suspension lift kits. Physical tests were carried out to investigate ADAS performance of lane keeping, crash imminent braking, traffic jam assist, blind spot detection, and rear cross traffic alert systems. The results of the Silverado study showed that the ADAS functionality of that vehicle was not significantly altered by aftermarket modifications. To determine if the results of the Silverado study were significant only for that particular light truck, or if they could be generalized to other light vehicles, a similar study was performed on a 2021 Ford F-150 light truck. Aftermarket modifications applied to the F-150 were like those employed on the Silverado, except a suspension lower kit was added to the hardware configurations tested. Physical test procedures were carried over into the F-150 study, apart from a pedestrian interaction test that was added. The results of the F-150 study are analogous to the results of the Silverado study, in that the ADAS performance of the modified F-150 was found to be comparable to stock for all aftermarket hardware configurations tested. However, the average values for certain ADAS performance metrics differed in some F-150 modified configurations compared to stock. In this work, the results of the F-150 ADAS functionality testing is summarized, and a statistical analysis of the test data collected is presented.]]></description>
      <pubDate>Tue, 15 Apr 2025 13:56:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539052</guid>
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    <item>
      <title>An Evaluation of the Performance of the Bendix Wingman Advanced Collision Mitigation System in a 2018 &amp; 2019 International 4300</title>
      <link>https://trid.trb.org/View/2155542</link>
      <description><![CDATA[The Bendix Wingman Advanced – a radar-only collision mitigation system (CMS) available on commercial vehicles – was evaluated in two separate test series to determine its performance in simulated stationary vehicle rear collision scenarios. In the first series of tests, evaluations were conducted in daytime and nighttime conditions at two speed ranges – 35 and 45-50 miles per hour (mph) – to evaluate the performance of the audible and visual forward collision warning (FCW) system in a Bendix Wingman Advanced CMS while approaching a stationary vehicle target (SVT) in a 2018 International 4300. Two years later, a second test series was conducted with a 2019 International 4300 traveling between 15 – 55 mph in low light and nighttime conditions approaching the SVT to evaluate the Bendix Wingman Advanced CMS on the truck. Both test series sought to determine the maximum speed the system would warn prior to the test driver swerving around the SVT. The tests utilized a foam stationary vehicle target built using Euro NCAP specifications as a guide. Testing measured the time to collision (TTC) values utilizing VBOX data acquisition equipment as well as an “analog” system utilizing synced cameras and a reference line painted on the test track. The TTC at the left evasive steering maneuver by the test driver to avoid the stationary vehicle target was typically between 1.0 – 1.5 seconds. The results of the two series of tests provide valuable information about the performance of the Bendix Wingman Advanced CMS approaching stationary vehicles in rear collision scenarios.]]></description>
      <pubDate>Wed, 19 Apr 2023 16:34:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2155542</guid>
    </item>
    <item>
      <title>Modeling of a 6×4 Tractor and Trailers for Use in Real Time Hardware in the Loop Simulation for ESC Testing</title>
      <link>https://trid.trb.org/View/1828115</link>
      <description><![CDATA[According to NHTSA's 2011 Traffic Safety Facts [1], passenger vehicle occupant fatalities continued the strong decline that has been occurring recently. In 2011, there were 21,253 passenger vehicles fatalities compared to 22,273 in 2010, and that was a 4.6% decrease. However; large-truck occupant fatalities increased from 530 in 2010 to 635 in 2011, which is a 20% increase. This was a second consecutive year in which large truck fatalities have increased (9% increase from 2009 to 2010). There was also a 15% increase in large truck occupant injuries from 2010. Moreover, the fatal crashes involving large trucks increased by 1.9%, in contrast to other-vehicle-occupant fatalities that declined by 3.6% from 2010.         The 2010 accident statistics NHTSA's report reveals that large trucks have a fatal accident involvement rate of 1.22 vehicles per 100 million vehicle miles traveled compared to 1.53 for light trucks and 1.18 for passenger cars. This translates to a fatal accident involvement rate of 32.35 vehicles per 100,000 registered large trucks compared to 17.02 for light trucks and 13.09 for passenger cars. These statistics indicate that large trucks account for a disproportionately large number of fatal crashes compared to any other type of vehicle (excluding motorcycles) even though they account for only a small fraction of registered vehicles.         However, testing tractor trailer combinations on the test track is a cumbersome, potentially dangerous, and expensive process. An alternate means to test such vehicles is to use Hardware-in-the-Loop (HIL) simulation technologies to test Electronic Stability Control (ESC) and other emerging advanced technologies intended for highway safety.         The HIL simulation environment incorporates multiple software environments interacting with actual hardware. In such a simulation, the accuracy of the software models is critical to the accuracy of the simulation results. This paper outlines the modeling of a Volvo tractor and two trailers in TruckSim, used by the HIL system at NHTSA.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:35:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1828115</guid>
    </item>
    <item>
      <title>Managing System Effects of Traction Bars Implemented on a Hotchkiss Suspension</title>
      <link>https://trid.trb.org/View/1806605</link>
      <description><![CDATA[This paper describes the implementation effort behind adding a pair of suspension links between the axle and frame of a light truck with a Hotchkiss-type suspension. These links, referred to as anti-windup bars (or traction bars), were introduced into an existing system to improve NVH performance; however, doing so required modifications to maintain other vehicle attributes, including vehicle safety and durability life. The authors address the management of these attributes and related design decisions for the components involved, focusing on the conflicting requirements involved. Physical vehicle testing, using design revisions recommended by Finite Element (FE) simulations, was performed to confirm component performance and related system behavior. Test results suggested improvements to the FE models that were required to more closely approximate the vehicle's behavior. Several of these FE model improvements and component design iterations were implemented simultaneously, resulting in effective anti-windup bar and frame structure design revisions. These design revisions improved the system's ability to manage the energy inputs to the system during vehicle durability and crash testing.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:26:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1806605</guid>
    </item>
    <item>
      <title>Testing and Modeling of Mounts for Improved Safety Design and Crashworthiness Analysis</title>
      <link>https://trid.trb.org/View/1803571</link>
      <description><![CDATA[This paper describes (1) the findings from the implementation of a component test methodology for body, engine and transmission mounts [1, 2 and 3], and (2) the associated CAE model development and mount design robustness enhancement. A series of component tests on light truck body, engine and transmission mounts have been conducted to not only obtain their characteristics as inputs for crashworthiness analysis, but also drive mount design direction for frontal impacts.         In this paper, the lessons learned from implementation of the mount testing and modeling methodology [1, 2 and 3] are reported in three areas: firstly, improvement of test setup and data collection over an existing approach to achieve test robustness, time efficiency and cost effectiveness; secondly, the confirmation of the thread effect on body mount performance for improved body mount design; and thirdly, the confirmation of a dual spring modeling methodology for better simulating engine and transmission mounts based on test finding and existing practice. Component test results and the new mount modeling methodology are incorporated into full vehicle CAE models for crashworthiness analysis of frontal crashes. Simulated results with implementation of the mount modeling methodology, when compared with full vehicle test data, indicate that the quality and the prediction accuracy of the full vehicle CAE models have been improved. Both the test and CAE methodology are implemented into vehicle program for support in crash safety analysis.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:26:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1803571</guid>
    </item>
    <item>
      <title>Performance Evaluation of Door &amp; Seat Side-Impact Airbags for Passenger Van and Sport-Utility Vehicles</title>
      <link>https://trid.trb.org/View/1780307</link>
      <description><![CDATA[Side impact accounts for a significant source of societal harm, injury and death. To address this issue, Europe and US have introduced legislation to be met for the new vehicle certification. In an effort to meet these regulations and the market demand for safety, Automotive manufacturers have significantly improved vehicle side structure integrity and introduced side impact airbags are for added protection.         Today, passenger vans, light truck and sport-utility type vehicles are all popular consumer choices in the US. These vehicles differ significantly from passenger cars in many respects and as such need special design considerations for side airbags.         Here, MADYMO-3D model of a generic passenger van / Sport-Utility type vehicle is created and correlated to FMVSS-214 side impact crash test. This model is used to evaluate both door and seat mounted side airbag designs in different orientations at standard test impact condition and at a higher speed. The results are presented and the significance of side airbag design for occupant protection is discussed.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:12:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1780307</guid>
    </item>
    <item>
      <title>Influence of tire blowout on the collision of a light pickup truck with a guardrail safety barrier</title>
      <link>https://trid.trb.org/View/1697677</link>
      <description><![CDATA[This main purpose of this work is to investigate, through a finite-element simulation, the effect of tire blowout on the collision of a light pickup truck with a guardrail, at a speed of 100 km/h. The finite-element model was calibrated against a dynamic test carried out by the Texas Transportation Institute. Four cases of individual tire blowout were considered. Among these, the case of the left front tire was found to be the most critical one, resulting in a pitch angle of 24°, a roll angle of 12°, and a yaw angle of 30°. For this critical case, the results showed that the deflated tire trapped in the guardrail, which created more interaction between the vehicle and the guardrail beam. These challenging crash conditions were found to be more crucial for the stability of the pickup compared with the fully inflated tire scenario.]]></description>
      <pubDate>Tue, 26 May 2020 10:20:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1697677</guid>
    </item>
    <item>
      <title>Finite Element Analysis of Vehicle Dynamics on Single Slope Barriers Under MASH Testing</title>
      <link>https://trid.trb.org/View/1573439</link>
      <description><![CDATA[The Georgia Tech research team utilized the commercially available finite element program LS-DYNA to simulate impacts of a number of vehicles with two sloped barriers under specific impact conditions from the AASHTO Manual for Assessing Safety Hardware (MASH). The vehicle categories chosen for the analysis were a standard passenger car, light pickup truck, and heavy single unit truck. The concrete barriers were modeled with rigid material representation in all of the analyses. Two MASH criteria were used to evaluate the FEA simulation results: (1) MASH Structural Adequacy Criteria A - Test article should contain and redirect the vehicle or bring the vehicle to a controlled stop; the vehicle should not penetrate, underride, or override the installation although controlled lateral deflection of the test article is acceptable; and (2) MASH Occupant Risk Criteria F - The vehicle should remain upright during and after collision, and the maximum roll and pitch angles are not to exceed 75 degrees. For each impact condition and vehicle type, the simulations indicated that the barriers will satisfy the two pertinent MASH evaluation criteria.]]></description>
      <pubDate>Mon, 17 Dec 2018 10:26:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1573439</guid>
    </item>
    <item>
      <title>Vehicle to Infrastructure Program Safety Applications Project</title>
      <link>https://trid.trb.org/View/1566818</link>
      <description><![CDATA[This report describes the development, evaluation and refinement of three Vehicle-to-Infrastructure (V2I)     safety applications using Dedicated Short Range Communication (DSRC)-based over-the-  air messages between the infrastructure and vehicles.  The safety applications selected for development were a Red Light Violation Warning application, Curve Speed Warning application and Reduced Speed Zone Warning with Lane Closure application. The report details the work completed to define system requirements, develop application algorithms and implement the applications in prototype test vehicles. A flexible, containerized Basic Information Message was developed during the project to deliver required infrastructure data to the vehicle-based applications. Six light vehicles and one heavy truck were equipped with the applications and served as the prototype vehicles in testing and stakeholder outreach demonstrations conducted during the project. Portable infrastructure equipment was also developed to support testing and evaluation of the applications. Testing consisted of objective tests conducted on test tracks and engineering tests conducted on public roads. The test results suggested several specific refinements to the applications and underscored the need to conduct additional on-road testing under real-world conditions to further evaluate application performance. The work was conducted by the Crash Avoidance Metrics Partners LLC V2I   Consortium through Federal Highway Administration sponsorship. The V2I Consortium consists of Ford, GM, Honda, Hyundai-Kia, Mazda, Nissan, Subaru, VW/Audi and Volvo Truck]]></description>
      <pubDate>Tue, 20 Nov 2018 10:17:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1566818</guid>
    </item>
    <item>
      <title>Mitigating Heavy Truck Rear-End Crashes with the use of Rear-Lighting Countermeasures</title>
      <link>https://trid.trb.org/View/1431405</link>
      <description><![CDATA[In 2006, there were approximately 23,500 rear-end crashes involving heavy trucks (i.e., gross vehicle weight greater than 4,536 kg). The Enhanced Rear Signaling (ERS) for Heavy Trucks project was developed by the Federal Motor Carrier Safety Administration (FMCSA) to investigate methods to reduce or mitigate those crashes where a heavy truck has been struck from behind by another vehicle. Visual warnings have been shown to be effective, assuming the following driver is looking directly at the warning display or has his/her eyes drawn to it. A visual warning can be placed where it is needed and it can be designed so that its meaning is nearly unambiguous. FMCSA contracted with the Virginia Tech Transportation Institute (VTTI) to investigate potential benefit of additional rear warning-light configurations as rear-end crash countermeasures for heavy trucks. This paper will describe the dynamic closed-track testing performed and overall countermeasure performance of two rear warning-light configurations as compared to the baseline brake lights. The key metric of effective performance was the rear warning-light configurations' ability to draw the following-vehicle driver's eye forward during an in-vehicle distraction task. Thirty participants were coached to maintain a following distance of approximately 120 ft (36.58 m) during multiple closed-track loops. Results indicated a strong trend for improved eye-drawing performance of both rear warning-light configurations over that of normal brake lights. The rear warning-light configurations had significantly better attention-getting ratings, as compared to baseline brake lights, while the participants were fixating either directly ahead or 30 deg off-axis. Participants gave discomfort glare ratings while (1) positioned directly behind the test trailer and fixating on the vehicles rear-lighting (i.e., acting as a following vehicle) and (2) positioned in the adjacent lane and looking past the rear-lighting (i.e., acting as a passing vehicle). The results indicated that there were no significant differences in discomfort glare ratings for the two rear warning-light configurations and brake lights. The helpfulness and usefulness ratings showed that overall participants perceived both rear warning-light configurations positively. In conclusion, both rear warning-light configurations appear to be good candidates to move forward to the follow-on real-world data collection effort.       ]]></description>
      <pubDate>Fri, 15 Sep 2017 10:39:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1431405</guid>
    </item>
    <item>
      <title>Effect of crushable blockouts on a full-scale guardrail system</title>
      <link>https://trid.trb.org/View/1436676</link>
      <description><![CDATA[Since the performance of the guardrail system depends in part on the compatibility of vehicle-to-roadside hardware, it is important to improve the interaction of the vehicle with the guardrail system by adding more compliance to the guardrail system. In this paper, a finite-element baseline model of a guardrail system consisting of a light truck (2000 kg) travelling at 100 km/h and striking a guardrail was developed in accordance with the National Cooperative Highway Research Program (NCHRP) Report 350 guidelines for Test Level 3 safety performance. The model was validated through comparison to a full-scale test conducted by the Texas Transportation Institute. In order for the guardrail system to absorb more energy and offer better stability to the vehicle, a rigid wooden blockout was replaced by a new crushable blockout design that was evaluated at the component level. The new blockout was formed by three crash cans and triggered at the corner, then was implemented in the full-scale model. The results of the analysis indicate that both models satisfy the requirements of NCHRP Report 350 for the Test 3-11 conditions and show that the crushable blockout offers better vehicle stability in terms of roll angle and vehicle deceleration.]]></description>
      <pubDate>Wed, 28 Dec 2016 08:51:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1436676</guid>
    </item>
    <item>
      <title>Performance Comparison and Repeatability Evaluation of the Flex PLI and the TRL Pedestrian Legform Impactors</title>
      <link>https://trid.trb.org/View/1361048</link>
      <description><![CDATA[The objectives of this study were to compare the response differences of the Flex Pedestrian Legform Impactor (PLI) and TRL legforms under various test conditions and to assess their repeatability. A test fixture with four control factors was designed and fabricated to simulate a generalized front structure of a light truck. Using this fixture, thirty-six impact tests with the Flex PLI and the TRL legforms were performed at an impact speed of 32 km/h. The responses from the two legform impactors, specifically, moments in the Flex PLI and acceleration in the TRL, medial collateral ligament (MCL) elongation in the Flex PLI and bending angle in the TRL, and anterior cruciate ligament (ACL) elongation in the Flex PLI and shear displacement in the TRL were compared. The Taguchi method was applied to compare the responses from these three pairs of measurements. The shape and magnitude of the response time histories were used to evaluate the repeatability of the Flex PLI and TRL legforms. Some results from this limited study indicate that the two legforms did not consistently respond to the same test conditions in the same way and could potentially drive countermeasures in opposite directions. For example, increasing the protrusion of the lower bumper stiffener relative to the bumper generally resulted in lower moments in the upper tibia with the Flex PLI, but higher accelerations with the TRL legform. However, the MCL from the Flex PLI and bending angle of the TRL legform trended consistently with changes of all four fixture factors, although with differing sensitivity. A repeatability analysis indicated that most measurement parameters of each legform were repeatable or marginally repeatable across the spectrum of the test conditions. However, the MCL elongation of the Flex PLI and the bending angle of the TRL were non-repeatable in some test conditions.]]></description>
      <pubDate>Mon, 20 Jul 2015 15:46:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1361048</guid>
    </item>
    <item>
      <title>Finite Element Based Improvement of a Light Truck Design to Optimize Crashworthiness</title>
      <link>https://trid.trb.org/View/1342665</link>
      <description><![CDATA[Occupant protection of vehicle cab is required for all the commercial vehicles. According to ECE R29-03 amendments, the simulation methods of the front pillar impact test and the side 20° pendulum impact of the roof strength test for a light truck with a gross mass not exceeding 7.5t are proposed. In this study, a reliable finite element model of a light truck is built by using its computer aided design (CAD) model. The finite element model is verified against cab modal test and frontal impact test. Then two crash tests are simulated to evaluate the survival space by examining the contact between the deformed cab and a prescribed manikin model. In the front pillar impact test, the deformed cab is predicted to contact with the manikin. In the roof strength test, the minimum distance between the deformed cab and the manikin is predicted to be 75.3 mm, which does not satisfy requirements either. To enhance the crashworthiness of the truck, some structural improvements are designed such as filling structural foam in the A-pillars and the side panels, adding a roof crossbeam, and reinforcing the rear wall of cab. The simulation results of the improved cab structure show that the cab stiffness is improved, the energy absorption is more homogeneous and there is no penetration into the survival space.]]></description>
      <pubDate>Thu, 26 Feb 2015 09:53:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1342665</guid>
    </item>
    <item>
      <title>Federal Motor Carrier Safety Administration’s Advanced System Testing Utilizing a Data Acquisition System on the Highways (FAST DASH): Safety Technology Evaluation Project #1 Blindspot Warning</title>
      <link>https://trid.trb.org/View/1298745</link>
      <description><![CDATA[The purpose of the Federal Motor Carrier Safety Administration’s (FMCSA’s) Advanced System Testing utilizing a Data Acquisition System on the Highways (FAST DASH) program is to conduct an efficient and independent evaluation of promising safety technologies aimed at improving commercial motor vehicle (CMV) operations. The CMV safety technology evaluated in this study was a blindspot object detection and warning system (BSW), which uses an array of infrared laser beams to create three-dimensional (3D) detection zones on either side of a CMV. The system alerts the driver of objects in the blindspots via activation of amber light-emitting diodes (LEDs) mounted on the side-view mirrors. This particular technology type was selected because it can address the leading heavy truck pre-crash scenario that an independent analysis by Volpe National Transportation Systems Center identified (“Changing lanes/Same direction”), and there is limited documentation of BSW system effectiveness for CMVs in industry literature. Results from the controlled tests and the field study indicate that the subject BSW system provides good coverage and helps to identify objects in the blindspot zones of CMVs. These blindspot zones pose a  particular challenge to CMV drivers, especially on the passenger-side of the vehicle. System testing in controlled experiments on a test track showed that the system performed well at correctly detecting vehicles inside the detection zones and correctly ignoring vehicles outside the detection zones. During the field study, participating drivers indicated an overall user acceptance for the system. A safety benefit analysis was performed, using safety critical events (SCEs) as a measure of risk, and results indicate practically significant improvements with a strong positive statistical trend for safety benefits.]]></description>
      <pubDate>Fri, 28 Feb 2014 13:32:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1298745</guid>
    </item>
    <item>
      <title>Field evaluation of an enhanced rear signalling system for heavy trucks</title>
      <link>https://trid.trb.org/View/1263790</link>
      <description><![CDATA[In two-vehicle fatal crashes in 2008, heavy trucks were found to be 3.2 times more likely than other vehicles to be struck from behind. The U.S. Federal Motor Carrier Safety Administration awarded a contract to the Virginia Tech Transportation Institute to perform Phase III of the Enhanced Rear Signalling for Heavy Trucks project. The project was directed at investigating methods to reduce or mitigate those crashes where a heavy truck has been struck from behind by another vehicle. The focus of this article is the dynamic evaluation of the final Enhanced Rear Signalling countermeasure system on public roadways of Virginia. Results indicated that the system was robust in real-world driving situations. The system performed well at detecting rear-end crash threats, activating a trailer-positioned warning-light system, drawing the gazes of distracted following-vehicle drivers back to the forward roadway and resulted in minor following-vehicle unintended consequences. An increase in false alarm rate was found for the warning light activation system during low-speed, high traffic- density scenarios and the propensity of these false alarms should be addressed prior to a field operational test.]]></description>
      <pubDate>Fri, 25 Oct 2013 11:27:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1263790</guid>
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