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adaptive cruise control effectiveness Post Review

#NJITcivil #Research Highlight: "The Effectiveness of Managed Lane Strategies for the Near-Term Deployment of Cooperative Adaptive Cruise Control" by Joyoung Lee & Zijia ZhongRead the full article: #Transportation #CivilEngineering #CruiseControl

KTM’s vice president of R&D demonstrated the effectiveness of the adaptive cruise control system on a 1290 Super Adventure, which matched its speed to that of the car in front and maintained a constant gap without any rider input whatsoever.

adaptive cruise control effectiveness Q&A Review

When you buy an expensive car, how much are you paying for the name and not the actual car itself, or the manpower to build it?

Expensive cars usually have more “features” and may be more “comfortable” to you than the volume-brand equivalents. Whether the improvements are cost-effective for you is something you get to decide yourself, preferably with assistance from your significant other and/or financial advisor. If you aren’t starving, and are spending a lot of time on the road, you may be spending more “quality” time in your car than you do at your place of residence. Having it be nice can be a good quality of life improvement. Adaptive cruise control is a fabulous thing in traffic. My wife’s car has it, and mine doesn’t. Want. Very. Badly.

What are the most popular features in new cars? What feature would you insist on when buying a new car?

Cars today are loaded with amazing features. Some of them are even worthwhile: Rear-view camera. These have been around for a while, but it’s really nice to have another view of your six, especially for something with a high rear sight line like a long-bed pickup truck or van. Adaptive Cruise Control. Cruise control is great until you get behind someone that’s not going exactly the same speed or not using cruise control at all. Adaptive cruise control uses radar to adjust your speed to pace the car in front of you from a safe following distance. A solid advance in cruise control technology. Collision avoidance. Using the radar signal from the adaptive cruise, some cars offer this feature which will jam on the brakes, I mean, safely stop the car when it senses that a front-end collision is imminent. This is where I start to question things — I want to see years of safe operation before I give total braking over to the computer. Lane Departure Warning/Correction. This can just be a warning light and tone when you veer out of your lane in some cars, functioning much like the rumble strips on the side of the highway. In other cars, the computer will take over the steering and guide you back into the center of your lane. This makes me nervous too, at least as an early adopter. Navigation and Information Displays. This is one feature I’d definitely avoid. A lot of the new cars have all (or at least too many) controls integrated into the radio display screen, which now resembles a tablet display. It makes sense your navigation controls would be here — but the heat and air conditioning controls? The seat heaters? What happens when your radio dies, or you want to install an aftermarket unit? A friend with a new F-150 pickup cracked a taillight loading firewood. Just a minor cosmetic blemish on a new truck… until water seeped in and shorted some circuitry inside. Then his windows wouldn’t roll down, his air conditioning no longer worked; the only saving grace was that the truck did start and drive. The repair was nearly $700, on a new truck under warranty. So… call me a skeptic when it comes to new technology. Under the hood we have some new trends, too. Small turbocharged engines. This is an interesting development, and there’s no evidence to suggest it’s a bad idea, although conventional wisdom says a larger engine not working as hard will last longer. Some of them do run alarmingly hot, too. You could fry an egg on the hood of a Fiat 500 Abarth. But if the manufacturing and materials are up to it, it’s not a problem. Time will tell. Direct (fuel) injection. Most direct injection engines have a nasty habit of building carbon deposits on the intake valves and inside the ports. Toyota seems to have solved the problem in a new dual-injection system, but this is a “feature” that more often than not turns into a bug. CVT Transmissions. Another new technology (to cars) that’s achieving mixed results in both reliability and driving experience. There are no discrete gears, the infinitely variable drive ratios are determined by the speed of the engine and the load on the wheels. This results in a “rubber band effect” where you give the car gas, then a little more, then a bit more, and finally the “rubber band winds up enough” and the car starts to move. Some manufacturers have tried to obscure the presence of a CVT transmission by offering five or six software-simulated forward gears. To be clear, I don’t think any of this technology is bad, just new and unproven by time and millions of consumer-driven miles. My advice is to buy used cars about three years old. By that time there’s some record and indication of their reliability, and trouble spots or particular configurations to avoid. You might save a bit on early depreciation, but you’ll notice that nice cars with an excellent reputation for reliability hold their value up to and above “high book” value.

How do you feel about driving a car that will decide to apply the brakes on its own?

I currently drive a Audi A4 which does this, both through automatic emergency braking and adaptive cruise control. Audi’s radar and software algorithms is quite effective at determining when it’s appropriate to apply the brakes and when it’s not (though the default settings on the adaptive cruise control get closer to the car in front than I prefer). After getting used to it I don’t think I’d feel comfortable daily driving a car without it.

Combustion cars seem to all creep higher than the speed set on cruise control going down slopes. How does cruise control on electric cars preform on long slopes?

This only happens with very cheap cruise control implementations. A good cruise control implementation has control of the throttle, gearbox (via connection to the automatic gearbox) and brake. It can therefore command gear changes if necessary (usually to suggest that the car will be cruising at a steady speed and the gearbox is free to change to a gear with maximum efficiency rather than being prepared for sudden power demands, but can even command a change down for more engine braking) as well as accelerate and brake the car. Such a cruise control implementation can slow or even stop the car in nearly all circumstances. Cheap cruise control implementations only have control of the throttle, because it’s cheaper to install only one servo for the throttle, and have a very simple feedback mechanism which adjusts the throttle to try to maintain a certain speed. The only braking effect they can use is engine braking. Engine braking is not effective with an engine running at low speed in a high gear and a simple cruise control has no way to command the gearbox to change down. Sophisticated cruise control implementations, with adaptive cruise control to slow down if the car in front slows down, must be able to brake the car or they are unsafe. Electric cars have one advantage over combustion cars, which is that significant engine (actually motor) braking is available all the time (by running the motors in a regenerative braking mode) without needing to command a gear change. Therefore even a simple, throttle-only, cruise control could brake the car much more than a simple cruise control on a combustion engine. An electric car will still need a cruise control with full control of the throttle and brakes to keep control the vehicle speed on steep gradients.

You always see two semi-trucks passing each other back and forth on the turnpike. Why?

Two excellent answers, so far. But they missed the physics of the issue. Slipstream - Wikipedia When one truck passes another, often painfully slowly because it has to beat its way through the bow wave of air coming from the front of the truck being passed, it immediately hits a new problem. The curse of the slipstream. The turbulent air behind the truck is acting with a suction effect on the truck behind. This has two inescapable results The truck in front is now towing the truck behind to all intents and purposes The truck behind, unencumbered by similar drag, will have either to overtake or else to fall back The problem is made worse by speed limiters. It might never be possible to program a simple speed limiter to obey an exact speed. I've been out of professional driving for 14 years, but I hope that new wagons are now supplied with adaptive cruise control (,Autonomous cruise control system - Wikipedia,)

Would it be possible to adjust a new cars adaptive cruise control so you could draft a semi-truck on the highway?

Sorry for shouting but… NEVER EVER EVER EVER DRAFT A TRACTOR TRAILER. We have air brakes designed to stop a fully laden vehicle. If we're empty we can stop faster than you can react. To get close enough to a trailer to get any drafting effect you'd have to be inches off the bumper. One tap of the brakes and you’d be decapitated.

Will the cruise control stay on/disable if you get into a car accident and get knocked unconscious before you get to step on the brakes?

In modern cars, the cruise control is normally turned off if you hit the brakes, the clutch or if the safety systems (ESP, TCS etc) get even slightly upset. Momentary loss of traction due to snow, ice, aquaplaning or a very uneven/rough surface, will usually trigger deactivation. There are many cars now on the road that augment cruise control with additional systems using RADAR sensors, ultrasound and so on that can help to avoid or mitigate some effects of a collision. For example: adaptive cruise control, driver braking assist, brake pre-approach. Many vehicles with these features are capable of bringing themselves to a complete stop under certain circumstances without any driver input, say if they were unconscious or asleep. In the event of an impact, inertia switch(es) will be activated which at the simplest level even on very old cars will cut off the fuel supply, killing the engine and helping to guard against fuel spill. The inertia switches will also deploy the Supplementary Restraint Systems (SRS) - airbags and seat belt pre-tensioners. Modern cars might have a range of additional safety features that will also kick in such as locking the brakes on to mitigate further collisions, closing the windows and even as far as automatically calling emergency services. In summary - the chances of a car of any age “running away” after an accident with you unconscious inside are very slim.

How quickly can you switch between autopilot and manual driving in a Tesla?

Autopilot is effectively “adaptive cruise control” and “lane hold assist”, but of course it is more effective and active than those relatively passive systems. Simply start controlling the car yourself to disable or override it, just as you would with a conventional cruise control system.. Moving the steering wheel or touching the brake will instantly deactivate Autopilot. Pressing the accelerator will temporarily override the speed control portion. Turning on a signal will initiate an automatic lane change (if you have that feature enabled)