stability control systems - atri control systems amy houser engineer, technology division monday,...

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Office of Research and Analysis

Stability Control Systems

Amy HouserEngineer, Technology Division

Monday, May 14, 20071:00 – 2:30 P.M.

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Driving Scenario Example

Stability SystemAction

Low HighRoad Surface

Coefficient of FrictionIce Wet Asphalt Dry concrete

• Driving speed exceeds the threshold• Lateral force exceeds surface friction• Vehicle begins to slide/jackknife

System applies individual brakes to:• Reduce speed / correct orientation• Reducing tendency to jackknife/slide

• Driving speed exceeds the threshold• Surface friction sufficient to resist• Vehicle prone to roll over

System applies all brakes to:• Reduce speed• Reducing tendency to roll over

Stability Control Systems

Reference: Bendix

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Large Truck Crash Causation Study (LTCCS) Rollover: Case 800003927

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Rollover: Case 800003927

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Rollover: Case 800003927

Pre-Event Movement:negotiating a curve

Critical Pre-crash Event:this vehicle loss of control due to traveling too fast for conditions

Critical Reason: a driver decision factor- too fast for curve/turn

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LTCCS Jackknife: Case 884005205

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Jackknife: Case 884005205

Critical Pre-crash Event:too fast for conditions

Critical Reason: a driver decision factor - too fast for conditions to be able to respond to unexpected actions of other road users

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Crashes Addressed by Roll Stability Control Systems

Reduction of 20% of rollover crashes caused by driving too fast in a curve with system tested in 2003 According to computer simulations of the currently available more advanced roll stability control system, it was estimated to prevent about 53% of rollovers resulting from excessive speed in a curve

Freightliner Field Operational Test

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LTCCS: National representative sample of 963 fatal and injury crashes involving large trucks ~103 Rollovers, Jackknifes, and Loss of Control crashes likely preventable by Electronic Stability Control Systems on the trucks

Crashes Preventable by Electronic Stability Control Systems

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Critical Event Reporting

Hard BrakingDriver Manual AlertVehicle Stability Sensors

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Thank you for your attention!

Contact Information:Amy Houser

[email protected]

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Praxair Canada - Transportation Services, Business Confidential

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Roll Stability SystemsTracy MacDonaldMay 14, 2007

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History

• Roll Stability Testing – since 2000– Praxair– Freightliner– U.S. DOT– Arvin Meritor– Bendix– University of Michigan (UMTRI)– Tilt-table testing with Transport Canada

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Why Roll Stability?

• Significant number of rollovers worldwide• Equipment – easy to roll – low “G” Force• Prevent

1. Injury, death to drivers and other motorists2. Destruction to equipment and other property

• High probability of a fatality

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Why Roll Stability?– Many Factors Cause Rollovers

Safely Driving Vehicle

Road conditions

Highway monotony

Driver knowledge of route

Physical condition of driver

Schedule/changes/delays

Medication

Erratic “Other” Drivers

Unexpected event

WeatherHours of service

Drug/alcohol & stimulants

Equip. condition

Level/breadth of training

Family events

Hours of sleep prior to trip

Momentarily lack of judgement

“Team driver”Distractions

Driver habits

Circadian rhythm

Dvr/employer relationship

Driver familiarity w/ equip.

Type of Equipment”

Orange –Condition causing fatigue

Green – Condition beyond a driver’s control

Blue – Condition where a driver, through diligence, focus and training, can reduce rollover

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Current Deployment

• Praxair Global Policy – Roll stability required on all new equipment– Tractors – roll stability c/w yaw control– Trailers – roll stability system

• North America– Tractors: 520 units– Trailers: 100 units

• One issue to-date:– Kenworth tractor recall

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Driver Training

• OEMs – conduct in-class training– New Equipment

• Drivers Instructed– “Non Warning System”– No Reaction Required

• Recorded Events – reviewed with drivers• Physics of Rollovers (trying to teach driver)

– Lateral Acceleration – “G” Force– Center of Gravity – Mass, Friction– Yaw-Horizontal Spin, Rotation

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Driver Reactions

• Apprehension– “Loss of control.”– “Can’t do it as good as me.”– “How can it know when to take action.”– “It will cause me to jackknife.”

• Finding– Wondered why the trailer was so hard to pull

through the curve!

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Safety Pay Off– Praxair Rollover Statistical Data

0

5

10

15

20

25

30

35

40

45

50

2001 2002 2003 2004 2005 2006 2007-Q1

Rollover prevention program was initiated Q4-04

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2830

45

27

20

3

11

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Recommended Improvements

• Events– Report immediately – real-time – Note location of event – latitude/longitude

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Copyright © Schneider National, Inc. – Contents of this document should not be reproduced without permission.

Roll Stability Control

Don OsterbergVice President

Safety, Training & Regulatory

Copyright © Schneider National, Inc. – Contents of this document should not be reproduced without permission.24

FMCSA / ATRI SeriesRoll Stability Control System

> > > Training and LP Review

Proprietary & Confidential 1

Pilot Group (Automatic Trans)Washout %:11.76%Turnover (Terms/Hires):42.50%Prev Accd/100 Drivers:65.08Avg Prev Accd Cost:$981.40Median Prev Accd Cost:$240.00Days to WU:461st Time SQT Pass Rate:83.18%Trans Maintenance Occurrences YTD:94Average Transmission Cost YTD:$177.34Median Transmission Cost YTD:$45.00MPG July-Sept:6.69

Control Group(Standard Trans)Washout %:28.00%Turnover (Terms/Hires):46.67%Prev Accd/100 Drivers:81.95Avg Prev Accd Cost:$1,256.50Median Prev Accd Cost:$348.00Days to WU:491st Time SQT Pass Rate:75.95%Trans Maintenance Occurrences YTD:8Average Transmission Cost YTD:$31.00Median Transmission Cost YTD$19.00MPG July-Sept:6.87

1/16/2006

Approach to Safety Technology

Causal Analysis

ProblemIdentification

Solutions / Technology

ValidationProof ofConcept

PLAN &

MONITOR THE BUSINESS

PLAN Buy/Construct/Deliver Customer Support

Man a

geme

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oces

ses

Cust o

mer

Proc

esse

sCo

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ses

Sup p

orti n

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MAMAGE EMERGENCY PREPAREDNESS

SUPPLY

CUSTOMERS ENERGY

MANAGE CUSTOMER &

SYSTEM CONSTRUCTI ON

MANAGE SUBSTATION & TRANSMISSION CONSTRUCTI ON

MANAGE SYSTEM

MAINTENANC E

OPERATE THE SYSTEM

MANAGE REVENUE

CUSTOMER

PROCESSES

MANAGE REGULATORY AFFAIRS

MANAGE CUSTOMER

RELATIONSHI PS

PHI POWER DELIVERY PROCESS RELATIONSHIP MAP

Enab

ling

Pro c

esse

s

PROVIDE TECHNOLOGY

PROVIDE

HUMAN RESOURCE

SUPPORT

PROVIDE

SUPPLY

CHAIN

PROVIDE FACILITIES

PROVIDE

CORPORATE

GOVERNANCE

PLAN &

MONITOR THE BUSINESS

PLAN Buy/Construct/Deliver Customer Support

Man a

geme

ntPr

oces

ses

Cust o

mer

Proc

esse

sCo

reP

roce s

ses

Sup p

orti n

gPr

o ces

s es

MAMAGE EMERGENCY PREPAREDNESS

SUPPLY

CUSTOMERS ENERGY

MANAGE CUSTOMER &

SYSTEM CONSTRUCTI ON

MANAGE SUBSTATION & TRANSMISSION CONSTRUCTI ON

MANAGE SYSTEM

MAINTENANC E

OPERATE THE SYSTEM

MANAGE REVENUE

CUSTOMER

PROCESSES

MANAGE REGULATORY AFFAIRS

MANAGE CUSTOMER

RELATIONSHI PS

PHI POWER DELIVERY PROCESS RELATIONSHIP MAP

Enab

ling

Pro c

esse

s

PROVIDE TECHNOLOGY

PROVIDE

HUMAN RESOURCE

SUPPORT

PROVIDE

SUPPLY

CHAIN

PROVIDE FACILITIES

PROVIDE

CORPORATE

GOVERNANCE

TransportationPlanner accesses

GSS

Sends load/workassignment to

driver (auto-updateprocess)

DRAFT: TE Dispatch ProcessManuel-Pilot ver. 3/21/-6

Assign loadLoad assignmentmoves to que forBox/Trailer Mgmt.

Box/Trailer Mgmt.Match up

Sets up workassignment

Update workassignment

STL calls/msgs TP

Load refused?

YY

Driver receiveswork/load

assignmentmacros

NN

GSSpopulated

Load moved.

TP takes driver offload. Sends msg

to driver (ifneeded)

Review loads/drivers

Optimize load ID drivers notoptimized

Attempt tohand pick load

TRANSPORTATIONPLANNER

Training Engineer(TE)

GSS Updates/populated

STL/TEA receivesMac 18: hrs

available info fromTE

TE assigned a studentTE Completes

Mac 18 daily or whenwork assignment is

changed

August 22, 2006 Proprietary & Confidential 11

Simulation Solutions Proposal> > >

2005-06 Simulation Implementation – Recommended ScheduleOperating Location

GB, Gary, West Memphis, Current 70Mobile Training Trailer 9 sims

Harrisburg, Akron Sep-05 30 Class Starts /wk 4 sims

Charlotte Oct-05 35 Class Starts/wk 5 sims

Dallas Nov-05 35 Class starts/wk 5 sims

Fontana Jan-06 20 class starts/wk 3 Sims

Indianapolis Feb-06 no STA

Toronto Mar-06 8 Class starts/wk 1 sim

Inv $200 $300 $400 $500 $600 $700 $800 $900 $1,000 $1,100 $1,200 $1,500(in 000's)

=VSII ($45K) =VSIII ($90K) =Mobile Training Trailer ($375K) =Mark III ($300K)

$3.64 M investment in ’05, and $1.24M in ‘06

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• % of time students on simulator• % of time students in CBT• % of time students behind the wheel• % of time students in classroom• 0-90 day turnover (due to skill issues, accidents, lifestyle)• 0-90 day LP performance (preventables, >$15k)• Average days to working unit• Reduction in extended training pay• First time SQT pass• Avg. time with training engineer• Evaluation form• Less instructor time doing low-value add administrative work• Less instructors• Graduated students per instructor/cost for instructors per graduated student)• Log violations• On-time service of 0-90 day drivers

New Process: Performance measure options

AssessmentCost / Benefit

Pilot Decision Implementation

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Safety & Training Overview> > >

Driver Capacity Management Decision FrameworkStatistical Models

The statistical models for Company DriversTraining SuccessRetentionAccident CostWorkers Compensation

Integrated into the Decision Framework.

TrainingSuccess

AccidentCost

Retention

Integration

•ApplicantFlow•PayrollData•TerminationData•WC Claims

•AccidentHistory•BenefitsData•PayrollData

ApplicantProfiles

Net PVCostPer Profile

Target Capacity

•Tenure categories•W2 Targets•Training costs•Productivity•...

Driver Capacity ManagementDecision Framework

WorkersCompensation

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While there is no silver bullet—technology will reduce accidents…

Reduce – In-Cab Task SaturationUltra-shift TransmissionsSatellite Communications Screen BlankingNo Cell Phones While Driving

Speed for Conditions

7%

FollowingDistances

7%

Fatigue36%

SituationalAwareness

29%

TaskSaturation

21%

Actively Manage Driver FatigueTeam Training Module Sleep Disorder Screening/Interventions

Identify Aggressive Driving BehaviorHard BrakingFleet-wide Improvement of Driver Following Distance

The pie chart represents the casual factors of majors for years 2001-2005.A major is defined as a loss with a fatality or serious injury or a financial exposure > $100K.

We start with a requirement and ID technologies to provide solutions…

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Distribution of Credit Scores in Panel Data

01

23

45

67

89

10P

erce

ntag

e of

Sub

ject

s

4 0 0 5 0 0 6 0 0 7 00 8 0 0A p p ro xim a te C re d it S c ore

D is tr ibut ion o f C red it S co res in P ane l D ata

Good credit

Safety and Training > > >

Implementation

Not technology in search of a solution, a deliberate process…

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Background

Rollover accidents account for less than 1% of Schneider’s total preventable accidents

However, rollovers represent significant potential severity:> Bodily injury to the driver associate> Property and cargo damage> Hidden costs of lost productivity> Exposure to the motoring public



Problem

Analysis of rollover accidents found that 46% of rollovers resulted from speed too fast for conditions:

> Exit ramps > Highway curves

Typical Accident Description#1 WAS HEADING EB ON I98 AND WAS ON THE EXIT RAMP TO GET ON TO 59 NB. AS #1 WAS MANUEVERING AROUND THE LOOP HE FELT THE TRL BEGIN TO TIP. TRK AND TRL OVERTURNED ONTO DRIVER SIDE.

Driver tenure not a consistent indicator. Causal factors include:

> Inattentive / missed posted speed limit for ramp> Failure to appreciate freight and weight characteristics> Complacency and overconfidence

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Solutions

Training and Awareness> Semi-annual fleet training

* Classroom topic* Commentary ride

Communication> Fleet messages> Driver supervisor phone conversations> Monthly posters

Roll Stability Control (RSC)> Layered approach to safety> Actively engages when driver recognition process breaks

down

Multiple imperfect solutions in sequence reduces the potential conditions that can result in an accident



Cost Benefit Analysis Factors

Primary> Reduction of rollover accidents resulting from excessive

speed

Secondary> Reduction of jackknife and loss of control accidents

Tertiary> Reduction of drive line damage (maintenance costs)

resulting from the addition of traction control as part of the RSC

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Implementation

Implemented RSC in 2004> Relatively inexpensive safety technology with fast

return on investment> Fleet of over 13,000 tractors = 5 year fielding plan

Percentage of fleet equipped at year end:> 2004 – 31%> 2005 – 59%> 2006 – 78%

Currently, 85% of fleet is equipped with RSC



Results

2004 - Reduction in rollovers where speed too fast for conditions was a contributing factor

Year to date 2007 - no rollovers resulting from speed in ramps or curves

Rollover Frequency Per MMContributing Factor: Speed to Fast

0.000

0.005

0.010

0.015

0.020

2001 2002 2003 2004 2005 2006 2007 thru4/30

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Results (continued)

RSC has been effective in reducing rollover accidents brought on by speed too fast for conditions. However, it’s not a silver bullet…..

7 rollovers from 2004 to 2006 resulted from speed beyond the capability of the RSC system

Accident Description:“#1 stated there is no sign warning of a curve. Posted speed of curve is 55 MPH. Police officer stated this is a “high rollover area”.



Unexpected Results

In addition to the improvement in rollover frequency, there was also a significant reduction of jackknife accidents

Drive line damage was also reduced by 50% since implementation began in 2004

Jackknife Accident FrequencyPer MM

00.010.020.030.040.050.060.070.08

2001 2002 2003 2004 2005 2006

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Conclusion

RSC is an effective technology in reducing both rollover and loss of control accidents where speed too fast for condition is a causal factor

As with any safety technology, it should be implemented as part of a comprehensive safety and driver training program

Next steps include tracking and trending RSC activation occurrences to proactively intervene on near-misses:

> “My truck loses power in curves….”> “Sometimes when I enter a curve, my truck puts the brakes on…”

Future state: Integrated safety technology that includes RSC, electronic braking and active collision avoidance

Copyright © Schneider National, Inc. – Contents of this document should not be reproduced without permission.

Roll Stability Control

Don OsterbergVice President

Safety, Training & Regulatory

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Contacts

Amy [email protected]

202-385-2382

Dan [email protected]

651-641-6162

Web Conference [email protected]

202-385-2375

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stability control systems - atri control systems amy houser engineer, technology division monday,...

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