PSI - Issue 24

Dario Vangi et al. / Procedia Structural Integrity 24 (2019) 423–436

431

D. Vangi et al. / Structural Integrity Procedia 00 (2019) 000–000

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Fig. 7. Case study 1: history of the adaptive ADAS actions on braking and steering.

Fig. 8. Case study 2: history of the adaptive ADAS actions on braking and steering.

low eccentricity: in this case, high ∆ V would result because most of the energy would be converted in translation rather than rotation. The brake is thus released to create an eccentrical impact configuration, moving the impact point towards the rear extremity of vehicle A.

3.2. Case study 2

It is assumed that the opponent applies a right steering evasive manoeuvre, i.e., the typical behaviour of a driver according to Scanlon et al. (2015); in a time interval of 0.2 s, the steering action on vehicle B tires changes from 0 ◦ to + 9 ◦ (adherence limit). The impact is inevitable from the beginning and the system, as a priority, tries to increase the impact eccentricity by steering and braking (Figure 8). Then (from 0.2 s to 0.4 s), the ADAS detects that vehicle B tries to prevent the collision and that the release of brakes creates an eccentrical impact configuration. Lastly (from 0.4 s to 0.6 s), the system acts with 100% brake to reduce V r .