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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>NETWORK BENEFITS OF ROUTE GUIDANCE WITH TRAFFIC INCIDENTS</title>
      <link>https://trid.trb.org/View/413340</link>
      <description><![CDATA[This note outlines the systems modelling approach adopted by the Transportation Research Group, University of Southampton, for examining the effects of driver route guidance (DRG) systems and analysing their performance and benefits.  The CONTRAM dynamic traffic assignment model was chosen as a network traffic model, able to undertake dynamic traffic assignment and represent all key urban traffic features, especially under congested traffic conditions.  The Group has developed CONTRAMI and RGCONTRAM from CONTRAM, to study traffic incidents and route guidance, respectively.  CONTRAMI represents incident characteristics in terms of location, duration and 'severity', and represents drivers' response to new incident-induced traffic conditions.  It is being applied within a series of structured network, traffic and incident scenarios, with the aim of determining the key factors affecting system performance and influencing system design.  Some of its preliminary findings are indicated. The facilities of RGCONTRAM are summarised.  For example, it distinguishes between guided and unguided drivers, and provides a choice of routeing strategies for both types, together with detailed outputs of routes and link/network performance.  For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413340</guid>
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      <title>TRAFFIC MESSAGING AND ROUTE GUIDANCE</title>
      <link>https://trid.trb.org/View/413341</link>
      <description><![CDATA[This note presents some results of a DRIVE II research programme to combine a traffic messaging system with autonomous route planning and route guidance systems, which can then re-route vehicles to avoid incidents.  In the programme, a Radio Data System with Traffic Message Channel (RDS-TMC) is being developed by a European consortium in the ATT-ALERT project.  RDS-TMC is a virtual language, where traffic messages are represented as 37-bit codes, which are interpreted in a receiver before being presented to a driver as synthesised speech or displayed on a screen.  The receiver must carry the appropriate location reference database, containing information on up to 65,000 locations, and a message database of up to 2,000 messages. Due to RDS capacity restrictions, a station is limited to about 300 messages at any given time, and repeats them at intervals depending on their urgency.  RDS-TMC messages define events outside vehicles, not the status of the road system.  Thus a vehicle using the system needs to carry a traffic model of the road network, and estimates of each message's effects on this model.  In the DRIVE II SOCRATES project, a digital cellular radio network is used to provide a better traffic model.  For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413341</guid>
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    <item>
      <title>DRIVER REQUIREMENTS FOR, AND REACTIONS TO, ROUTE GUIDANCE ADVICE</title>
      <link>https://trid.trb.org/View/413342</link>
      <description><![CDATA[This note outlines the source and role of information on driver requirements for, and reactions to, in-vehicle and roadside route guidance advice.  It especially emphasises the use of models in data collection and interpretation, and presents some key results from recent studies.  Sources of information on driver requirements include quantitative analysis of driver behaviour, comparison with model-based estimates of optimal conditions, questionnaires and interviews. Sources of information on driver response to guidance advice include detailed monitoring of drivers, and the use of interactive simulators. Information collected can be input into product specifications or used to specify and calibrate the user response component of network models.  Questionnaires in European cities have led to several findings about driver requirements.  The most fundamental result is that there are two distinct markets: (1) unfamiliar drivers, who need detailed guidance and are mainly concerned to reach their destination; (2) familiar drivers, who need information about current road conditions rather than guidance.  Several important conclusions have been drawn about driver responses to guidance advice, based on monitoring work, questionnaires and interviews with users of the LISB route guidance system.  For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413342</guid>
    </item>
    <item>
      <title>SIMULATION TOOLS FOR VEHICLE HANDLING DYNAMICS</title>
      <link>https://trid.trb.org/View/413343</link>
      <description><![CDATA[This paper explains an integrated system for simulating the chassis system of an automotive road vehicle, and presents a fully worked example.  The chassis system includes the suspension, steering and braking subsystems, and the simulation considers their operation and mutual interactions.  Some issues in developing simulation models for chassis system design are addressed.  The chassis system is an example of a 'multibody system' (MBS), whose equations are too complex to handle by analytical methods, so that they must be solved approximately using simulation.  Over 20 software packages and other MBS tools are commercially available, of which the paper mentions seven.  A simple vehicle simulation model is outlined. Three approaches to a tyre model are described, of which the Pajecka Magic Formula model was chosen for MBS work, because of its user-selectable characteristics.  It was originally developed to model pure cornering and pure braking conditions, but has been extended to cover combined cornering and braking.  It has been applied to lane change at steady speed and during braking, and to constant steer turn (driving round a circle).  Various results are presented.  The models investigated are now being enhanced, and used to develop integrated chassis control solutions. For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413343</guid>
    </item>
    <item>
      <title>DEVELOPMENT AND APPLICATION OF A FUNCTIONAL MODEL TO VEHICLE DEVELOPMENT</title>
      <link>https://trid.trb.org/View/413344</link>
      <description><![CDATA[This note describes Lotus' functional vehicle dynamics simulation, SAM, and indicates how best to apply its advantages to future vehicle design and development programs.  SAM was developed to improve primary safety and vehicle refinement.  The project was started when special requirements had to be met for the Lotus Active Suspension, including: (1) complete flexibility of control algorithm and constraints; and (2) easy inclusion into the vehicle development process.  It was found that the simulation program needed to be explicitly coded to retain flexibility, and that modelling and simulation time should be reduced by representing only the relevant dynamics. Thus a functional approach was developed, describing a minimal set of dynamics in equations or functions, with a corresponding minimal data set.  The simulation software provides a general graphical simulation environment, so that any type of dynamic system can be studied.  Anything from a specific component to full vehicle dynamics can be analysed to any level of detail.  Specific aspects addressed include: vehicle body dynamics, suspension, steering system, tyre model, validation, lane change and hand wheel flick.  Parametric design studies can be conducted easily without influencing many other vehicle parameters.  For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413344</guid>
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    <item>
      <title>APPLICATIONS OF THE ADAMS SOFTWARE PACKAGE IN THE AUTOMOTIVE INDUSTRY</title>
      <link>https://trid.trb.org/View/413345</link>
      <description><![CDATA[This paper discusses some of the many and varied application areas and associated techniques of the ADAMS software.  ADAMS (Automatic Dynamic Analysis of Mechanical Systems) is a Multibody System Simulation (MSS) tool, which enables the analysis of large mechanical systems undergoing large displacement motion.  Its computer model consists of rigid or flexible parts, connected by joints or stiffness elements. It has proved to be a powerful tool in the automotive industry's design process.  ADAMS is used through all stages of the vehicle design process, to predict a vehicle's handling capabilities.  Several of its facilities enable a tyre to be modelled in as much detail as required.  In engine design, applications of ADAMS include calculation of engine cycle piston forces, determining throttle progressions, and designing variable valve timing mechanisms.  ADAMS can be used for vehicle stability analysis, to ensure the clear definition of safe operational specifications.  It can also be applied to crash analysis, crash victim simulation, occupant safety, and various other applications.  Recent ADAMS modules include: (1) ADAMS/FEA for modelling structural flexibility; (2) ADAMS/Vehicle for suspension design; (3) ADAMS/Linear for frequency domain and control system analysis.  For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413345</guid>
    </item>
    <item>
      <title>NETWORK MODELLING SUPPORT ENVIRONMENT APPLIED TO ROAD TRAFFIC</title>
      <link>https://trid.trb.org/View/413346</link>
      <description><![CDATA[This note presents the NMSE (Network Modelling Support Environment) modelling toolkit, developed to support the discrete event simulation of distributed system type applications.  Its architecture can be adapted to user needs, and construct derivative modelling environments. NMSE can be used to model any system that can be viewed as being composed of objects, interacting over time and space, and has a very wide range of applications.  It is primarily designed to help non-programming specialists to define and execute complex domain- specific scenarios.  Its tools support the development of complex simulations of network-like applications, and include an object- oriented system whose design uses current artifical intelligence (AI) and human-computer interaction (HCI) concepts.  It has UNIX and Apple Macintosh implementations.  NMSE is considered suitable for modelling traffic flows, and specifies generic objects (e.g.  road sections and intersections) in terms of attributes (e.g.  maximum capacity, traffic profile and journey time) which can be expressed statistically.  A user can use a graphics interface to build a traffic and road network model and experiment with it in a 'what if' way.  For example, he can set up and evaluate alternative routes, or explore the detailed behaviour of vehicles moving through the network. For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413346</guid>
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    <item>
      <title>COMMERCIAL VEHICLE SUSPENSION MODELLING: FOCUS ON ACTIVE SUSPENSION TO BRIDGE PAVEMENT DAMAGE</title>
      <link>https://trid.trb.org/View/413347</link>
      <description><![CDATA[This note outlines the theoretical background of active vehicle suspensions, and describes the practical development of the prototype of an active suspension.  A 'slow active' approach was used, using a passive spring and damper to control high frequency wheel dynamics, and active control to handle lower frequency body modes.  It was found to have equivalent performance to that of a fully active system, and allowed the use of lower bandwidth actuators, giving potential cost savings and other advantages.  A hydraulic version of a slow active suspension was developed, and its servo-valve's control law was found using quadratic regulator theory.  A cost function was derived, balancing requirements for ride comfort, low dynamic tyre force, low suspension workspace, and low power consumption.  It was minimised to obtain a limited state feedback control scheme.  After a simulation analysis was conducted, a prototype was built.  Its performance on a motorway type road profile showed that the active suspension eliminated the dominant body bounce resonance, typical of passive suspensions.  As a result, there was 30% less rms (root mean square) vertical body acceleration and 20% less rms dynamic tyre force.  For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413347</guid>
    </item>
    <item>
      <title>A SIMULATION FOR INVESTIGATION OF HYBRID VEHICLE CONCEPTS</title>
      <link>https://trid.trb.org/View/413348</link>
      <description><![CDATA[This note outlines a dynamic system simulation for a heat engine/electric hybrid road vehicle, based on work by Ricardo and the Volvo Car Corporation.  The simulation model was developed using the Simulink extension to Mathwork's Matlab package.  It is well suited to hybrid vehicle simulation, and has several relevant advantages.  The model's use is illustrated by results based on the Volvo Environmental Concept Car (ECC), developed to explore many ways of reducing the environmental impact of a practical family car.  The ECC can use a diesel-fuelled high-speed gas turbine generator in a hybrid vehicle configuration, where the gas turbine can be decoupled from the wheels and operated under optimal running conditions to generate electric power.  Volvo's calculations of total life environmental load, compared with that of a conventional family car, showed reductions ranging from 20%, using only an on-board generator and diesel fuel, to 70% with a mix of 70% hydro-electric power and 30% on-board generated power.  The resulting performance depends very much on the total system's behaviour, in terms of component interactions and control algorithms.  Thus the use of dynamic system simulation is essential for a cost-effective investigation of the widest possible range of options.  For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413348</guid>
    </item>
    <item>
      <title>TRAFFIC POLLUTION MODELLING IN CONGESTED URBAN ENVIRONMENTS</title>
      <link>https://trid.trb.org/View/413349</link>
      <description><![CDATA[This note reviews some earlier work on traffic pollution monitoring in urban traffic-controlled environments, and outlines some research on suitable automatic pollution monitoring systems by the Nottingham University Transport Research Group (NUTRG).  NUTRG and other groups recognise the need for a purpose-designed lower-cost monitor that can handle harsh on-street environments.  Through an existing dedicated telecommunications link, NUTRG has access to spare capacity in the Leicester traffic system communication network, so that it can relay pollution and climate data with traffic data.  Siemens Plessey Controls Ltd (SPCL) made CO sensors available, which were used to study the relationships between wind speed and direction, congestion level, queue length, traffic flow, vehicle composition, and sensor position at a junction.  14 surveys were conducted, whose results suggested huge variations in pollution level over time.  They confirmed the need for a remote monitoring capability, to achieve better understanding of pollution emissions from different traffic and climatic environments.  NUTRG is now managing the Instrumented City initiative, which collaborates with other UK universities actively researching transport and traffic environments.  For the covering abstract see IRRD 865940.]]></description>
      <pubDate>Wed, 02 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/413349</guid>
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