Academic literature on the topic 'Race car data analysis'
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Journal articles on the topic "Race car data analysis"
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Parker, Matthew C., and Graham K. Hargrave. "The development of a visualisation tool for acquired motorsport data." Proceedings of the Institution of Mechanical Engineers, Part P: Journal of Sports Engineering and Technology 230, no. 4 (August 1, 2016): 225–35. http://dx.doi.org/10.1177/1754337115615256.
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Data acquisition and analysis are an intrinsic part of motorsport, helping a race team objectively evaluate the performance of both their car and driver. Over time, data acquisition has become almost universally employed through all levels of racing. While large teams in the sport’s highest ranks have many resources to derive answers from these data, users in more minor ‘stepping stone’ categories often find themselves unable to successfully exploit the full potential of the information gathered because of its volume and their limited resources. Further to issues associated with the volume of data, recent trends in racing have seen cuts to the time available for driver and car testing through all levels of the sport to reduce escalating competition costs. While users are faced with ever more data and less time in which to extract useful information, the tools provided by commercial analysis packages have shown little development. This article describes the investigation into a new three-dimensional graphical display method, which aims to help the user more rapidly assimilate acquired motorsport data to the race car producing it. The first two preliminary stages of development of this system are presented, demonstrating the ability of the system to operate with two levels of complexity, which might be considered to suitably represent different levels of user. Together, results from both demonstrate the system’s potential for further development as a useful tool for accelerating a race team’s analysis of acquired data.
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Li, Zhonghao, Da Wang, and Qiao Kang. "The Development of Data Acquisition System of Formula SAE Race Car Based on CAN Bus Communication Interface and Closed-Loop Design of Racing Car." Wireless Communications and Mobile Computing 2021 (August 26, 2021): 1–18. http://dx.doi.org/10.1155/2021/4211010.
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This paper is mainly based on the college formula race car, through the application of CAN bus communication interface settings, the layout and adjustment of the car sensors, and then carry out the data collection and analysis of the car. CAN bus is the local area network of controller and is one of the field bus which is put forward by German Bosch company and applied most widely in the world. The development of the data analysis system is mainly based on the MoTeC i2 data analysis software. MoTeC i2 data analysis software has been developed for many years under the continuous research of professional teams all over the world. According to the data analysis requirement of FSAE undergraduate Formula 1 teams, this paper introduces a series of data analysis methods closely related to FSAE, mainly including data channel research. This paper expounds the reliability, suspension, tire temperature, steering, and braking data analysis, respectively. Based on the data analysis template created by Motec i2, this paper conducts analysis and basic application according to the data of the real car, so as to meet the requirements of verifying design made by simulation model and tuning the real car scientifically. By means of wheel speed sensor, acceleration sensor, displacement sensor, multichannel temperature sensor, and so on, we conduct a series of tests on 2020 season car, including endurance test, linear acceleration experiment, steady rotation, etc., evaluate the data collected, and then carry on a reasonable set-up of racing, ultimately improving lap speed.
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Marzuki, Mohammad Al Bukhari, Mohd Arzo Abu Bakar, and Mohammad Firdaus Mohammed Azmi. "DESIGNING SPACE FRAME RACE CAR CHASSIS STRUCTURE USING NATURAL FREQUENCIES DATA FROM ANSYS MODE SHAPE ANALYSIS." International Journal of Information Systems and Engineering 3, no. 1 (April 1, 2015): 54–63. http://dx.doi.org/10.24924/ijise/2015.11/v3.iss1/54.63.
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Le Large, Nick, Frank Bieder, and Martin Lauer. "Comparison of different SLAM approaches for a driverless race car." tm - Technisches Messen 88, no. 4 (March 26, 2021): 227–36. http://dx.doi.org/10.1515/teme-2021-0004.
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Abstract For the application of an automated, driverless race car, we aim to assure high map and localization quality for successful driving on previously unknown, narrow race tracks. To achieve this goal, it is essential to choose an algorithm that fulfills the requirements in terms of accuracy, computational resources and run time. We propose both a filter-based and a smoothing-based Simultaneous Localization and Mapping (SLAM) algorithm and evaluate them using real-world data collected by a Formula Student Driverless race car. The accuracy is measured by comparing the SLAM-generated map to a ground truth map which was acquired using high-precision Differential GPS (DGPS) measurements. The results of the evaluation show that both algorithms meet required time constraints thanks to a parallelized architecture, with GraphSLAM draining the computational resources much faster than Extended Kalman Filter (EKF) SLAM. However, the analysis of the maps generated by the algorithms shows that GraphSLAM outperforms EKF SLAM in terms of accuracy.
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Cruickshank, Matthew, and Graham Doig. "Application of Kriging to Motorsport Aerodynamic Analysis." Applied Mechanics and Materials 553 (May 2014): 217–22. http://dx.doi.org/10.4028/www.scientific.net/amm.553.217.
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Aerodynamic analysis in motorsport is conducted using three methods, computational, scaled experimental and full-scale operational. However, the varying fidelity, different sampling resolutions and unavoidable errors of each technique make valid comparisons between datasets from each method difficult and time consuming. Kriging is a geostatistical method to estimate values within a data field by examining and applying the trends of the dataset. This research examines how such techniques can be used to aid comparison between aerodynamic measurements of a race car. It examines how kriging can be used to transform discrete measurements, of varying fidelity and sampling resolution, into semi-continuous measurements, thus allowing computational results to be compared across a wider range of conditions than initially tested. This work explores how kriging can allow the trends from highly sampled data, such as track running, to be applied to less sampled data, such as CFD to improve computational and overall aerodynamic analysis.
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Araújo, Edna Maria de, Maria da Conceição Nascimento Costa, Nelson Fernandes de Oliveira, Francisco dos Santos Santana, Maurício Lima Barreto, Vijaya Hogan, and Tânia Maria de Araújo. "Spatial distribution of mortality by homicide and social inequalities according to race/skin color in an intra-urban Brazilian space." Revista Brasileira de Epidemiologia 13, no. 4 (December 2010): 549–60. http://dx.doi.org/10.1590/s1415-790x2010000400001.
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INTRODUCTION: In Brazil, deaths by external causes rank first in the mortality statistics. Nevertheless, studies which investigate the relationship between mortality by external causes and race/skin color are scarce. OBJECTIVES: To evaluate the relative contribution of race/skin color to the spatial distribution of mortality by homicide in Salvador, state of Bahia, Brazil, in the period 1998 - 2003. MATERIAL AND METHODS: This is a spatial aggregate study including secondary data on 5,250 subjects, using a unit of analysis called the "weighting area" (WA). Annual average death rates by homicide were estimated. The Global and Local Moran Index were used to evaluate the presence of spatial autocorrelation and the Conditional Auto Regressive (CAR) model was employed to evaluate the referred effect, using the R statistical package. RESULTS: Global and Local Moran's I tests were significant. CAR regression showed that the predicted mortality rate increases when there is a growth in the proportion of black males aged between 15 and 49 years. Geometrically weighted regression (GWR) showed a very small variation of the local coefficients for all predictors. CONCLUSION: We demonstrated that the interrelation between race, violence and space is a phenomenon which results from a long process of social inequality. Understanding these interactions requires interdisciplinary efforts that contribute to advancement of knowledge that leads to more specific Public Health interventions.
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Mohammadi, Iman, Anna G. Purdum, Anny C. Wong, Amy Schroeder, Karl M. Kilgore, and Gunjan L. Shah. "Cost and Healthcare Utilization in Relapsed/Refractory Diffuse Large B-Cell Lymphoma: A Real-World Analysis of Medicare Beneficiaries Receiving Chimeric Antigen Receptor T-Cell Vs. Autologous and Allogeneic Hematopoietic Cell Transplants." Blood 136, Supplement 1 (November 5, 2020): 4. http://dx.doi.org/10.1182/blood-2020-134828.
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Introduction: Patients with relapsed or refractory diffuse large B-cell lymphoma (DLBCL) can be treated with 3 resource intense options: autologous hematopoietic cell transplant (Auto-HCT), allogeneic HCT (Allo-HCT), or autologous anti-CD19 chimeric antigen receptor T-Cell (CAR T) therapy after two or more lines of systemic therapy, depending on the clinical scenario. Our aim was a comparative analysis of healthcare resource utilization (HCRU) and associated costs for matched samples of Medicare patients for treatment planners, payers, and policy-makers. Methods: This study utilized a retrospective, observational cohort design. Data were derived from the Center for Medicare and Medicaid Services (CMS) 100% Medicare Fee-for-Service (FFS) Part A and B claims data. Part D data for the study period were not yet available, so pharmacy claims for oral medications were not evaluated. Patients with DLBCL were included if they received CAR T or Auto-HCT between 10/1/2017 and 3/31/2019 or Allo-HCT between 7/1/2012 and 3/31/2019. Patients with more than 1 CAR T or HCT were excluded. The index date was the date of initiation of the procedure. To allow for evaluation of patient characteristics and treatments pre- and post-procedure, patients must have been continuously enrolled in Medicare FFS for 6 months prior to (PRE) and after (POST) the index date. Patients who died during the POST period were included. The 3 cohorts CAR T, Auto-HCT, and Allo-HCT were matched on baseline clinical characteristics using 1:1 propensity score matching with a caliper of 0.05, with Auto-HCT and Allo-HCT patients assumed to be clinically distinct populations offered at different lines of therapy and so were matched to CAR T patients separately. Due to limitations of the data, we were not able to match patients by line of therapy. Baseline characteristics were age, gender, race, census region, dual eligibility status (i.e. Medicare plus Medicaid), ECOG-PS (derived from claims using a validated, published method), Charlson-Deyo Comorbidity Index (CCI) and recent history of DVT/PE or cytopenias. Measures of HCRU were all-cause hospitalizations, outpatient, and emergency department (ED) visits. Costs were total paid amounts. HCRU and cost data were calculated for the 6 months PRE and POST, but do not include the utilization and costs associated with the index procedure itself. Results: The CAR T/Auto-HCT analysis included 175 patients each, while the CAR T/Allo-HCT analysis included 142 patients each. All cohorts had a median age of 69-70, with slightly more females, mostly ECOG 0-1, and were predominantly white. Only 10-15% were dual eligible. Although all groups had a median CCI of 4, the CAR T/Auto-HCT patients yielded slighter higher mean comorbidity scores (5.2-5.4) than CAR T/Allo-HCT (4.8). For the CAR T/Auto-HCT comparison (Table 1a), Auto-HCT utilization was higher than CAR T on all acute care hospitalization measures and mean total medical costs were 35% higher ($85,382 vs. $63,081, respectively) during PRE. During POST, all measures were lower than PRE for both groups including total medical costs ($25,277 and $33,876, respectively). The reductions were greater for Auto-HCT than for CAR T, resulting in Auto-HCT having lower POST utilization and costs than CAR T for all measures except % of patients with outpatient encounters. Allo-HCT utilization was higher than CAR T on all PRE measures including cost ($92,119 and $70,105, respectively, Table 1b) except ED visits. For POST vs. PRE, CAR T HCRU and costs declined ($34,477) similarly to that in the Auto-HCT comparison. But for Allo-HCT, acute care length of stay increased at POST compared to PRE, and total medical costs were relatively unchanged ($82,847) POST. POST HCRU and cost differences between these groups are not attributable to different survival rates, as no differences were seen. Conclusions: In this observational descriptive analysis, HCRU and costs for Auto-HCT patients were higher during the 6 months pre-HCT compared to a matched group of CAR T patients but were lower during the 6 months post-HCT. For a matched group of Allo-HCT patients, however, the post-HCT period showed HCRU and costs that were equal to or higher than pre-HCT and were higher than CAR T during the same period. Understanding the relative HCRU and costs associated with these 3 procedures common to relapsed/refractory DLBCL will allow for better HCR planning. Disclosures Mohammadi: Kite, A Gilead Company: Research Funding. Purdum:Kite, A Gilead Company: Current Employment; Gilead Sciences: Current equity holder in publicly-traded company. Wong:Kite, A Gilead Company: Research Funding. Schroeder:Kite, A Gilead Company: Research Funding. Kilgore:Kite, A Gilead Company: Research Funding. Shah:Janssen Pharmaceutica: Research Funding; Amgen: Research Funding.
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Murphy, Charlotte, Shirley-Ann Rueschemeyer, Jonathan Smallwood, and Elizabeth Jefferies. "Imagining Sounds and Images: Decoding the Contribution of Unimodal and Transmodal Brain Regions to Semantic Retrieval in the Absence of Meaningful Input." Journal of Cognitive Neuroscience 31, no. 11 (November 2019): 1599–616. http://dx.doi.org/10.1162/jocn_a_01330.
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In the absence of sensory information, we can generate meaningful images and sounds from representations in memory. However, it remains unclear which neural systems underpin this process and whether tasks requiring the top–down generation of different kinds of features recruit similar or different neural networks. We asked people to internally generate the visual and auditory features of objects, either in isolation (car, dog) or in specific and complex meaning-based contexts (car/dog race). Using an fMRI decoding approach, in conjunction with functional connectivity analysis, we examined the role of auditory/visual cortex and transmodal brain regions. Conceptual retrieval in the absence of external input recruited sensory and transmodal cortex. The response in transmodal regions—including anterior middle temporal gyrus—was of equal magnitude for visual and auditory features yet nevertheless captured modality information in the pattern of response across voxels. In contrast, sensory regions showed greater activation for modality-relevant features in imagination (even when external inputs did not differ). These data are consistent with the view that transmodal regions support internally generated experiences and that they play a role in integrating perceptual features encoded in memory.
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Hyder, Ayaz, Jinhyung Lee, Ashley Dundon, Lauren T. Southerland, David All, Gretchen Hammond, and Harvey J. Miller. "Opioid Treatment Deserts: Concept development and application in a US Midwestern urban county." PLOS ONE 16, no. 5 (May 12, 2021): e0250324. http://dx.doi.org/10.1371/journal.pone.0250324.
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Objectives An Opioid Treatment Desert is an area with limited accessibility to medication-assisted treatment and recovery facilities for Opioid Use Disorder. We explored the concept of Opioid Treatment Deserts including racial differences in potential spatial accessibility and applied it to one Midwestern urban county using high resolution spatiotemporal data. Methods We obtained individual-level data from one Emergency Medical Services (EMS) agency (Columbus Fire Department) in Franklin County, Ohio. Opioid overdose events were based on EMS runs where naloxone was administered from 1/1/2013 to 12/31/2017. Potential spatial accessibility was measured as the time (in minutes) it would take an individual, who may decide to seek treatment after an opioid overdose, to travel from where they had the overdose event, which was a proxy measure of their residential location, to the nearest opioid use disorder (OUD) treatment provider that provided medically-assisted treatment (MAT). We estimated accessibility measures overall, by race and by four types of treatment providers (any type of MAT for OUD, Buprenorphine, Methadone, or Naltrexone). Areas were classified as an Opioid Treatment Desert if the estimate travel time to treatment provider (any type of MAT for OUD) was greater than a given threshold. We performed sensitivity analysis using a range of threshold values based on multiple modes of transportation (car and public transit) and using only EMS runs to home/residential location types. Results A total of 6,929 geocoded opioid overdose events based on data from EMS agencies were used in the final analysis. Most events occurred among 26–35 years old (34%), identified as White adults (56%) and male (62%). Median travel times and interquartile range (IQR) to closest treatment provider by car and public transit was 2 minutes (IQR: 3 minutes) and 17 minutes (IQR: 17 minutes), respectively. Several neighborhoods in the study area had limited accessibility to OUD treatment facilities and were classified as Opioid Treatment Deserts. Travel time by public transit for most treatment provider types and by car for Methadone-based treatment was significantly different between individuals who were identified as Black adults and White adults based on their race. Conclusions Disparities in access to opioid treatment exist at the sub-county level in specific neighborhoods and across racial groups in Columbus, Ohio and can be quantified and visualized using local public safety data (e.g., EMS runs). Identification of Opioid Treatment Deserts can aid multiple stakeholders better plan and allocate resources for more equitable access to MAT for OUD and, therefore, reduce the burden of the opioid epidemic while making better use of real-time public safety data to address a public health epidemic that has turned into a public safety crisis.
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Smith, Earl, and Angela J. Hattery. "Bad Boy for Life: Hip-Hop Music, Race, and Sports." Sociology of Sport Journal 37, no. 3 (September 1, 2020): 174–82. http://dx.doi.org/10.1123/ssj.2018-0134.
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P Diddy’s Bad Boy for Life video provides a strategic point of departure in the quest for values and community, sui generis, in SportsWorld. This study poses an interruption to the “ideological” articulations of discourse on the relationship between hip-hop music and sports by providing an examination of empirical and scientific data inside of SportsWorld. There is a carefully crafted narrative about the coexistence among Black American athletes, SportsWorld, and hip-hop music. From the beginning of Black athletes’ entry into the White spaces of the so-called level playing field of sports—from National Association of Stock Car Racing to the National Hockey Association to Major League Baseball to National Basketball Association—this integration upsets the norms of both civility and history; because for many in White America, the belief persists that these same athletes were not then and should not be today in those sacred spaces. From Jackie Robinson to the Williams Sisters to Jack Johnson to Tiger Woods to Althea Gibson to Fritz Pollard and, of course, Muhammad Ali—all of these pioneers suffered the indignities of racial discrimination. As Smith argues in his 2014 book Race, Sport and the American Dream, fast forward, deep inside the second aught of the 21st century, it is often assumed that the addition of hip-hop music to the pregame and half-time entertainment at ballparks, basketball arenas, stadiums, and ice hockey arenas signals a welcoming to the Black Athlete and their fans. Using a Marxian lens, this study argues that both these assumptions are no more than the ideology of beliefs that Marx describes as “fantasies and illusions” or more straightforward a “phantasmagoria.” These fantasies and illusions show up as a laterna magica projecting images on society and in SportsWorld, where these can be described as commodity fetishism. Through the authors' empirical analysis of data on segregation and integration in SportsWorld, they demonstrate that things are not always as they seem.
Dissertations / Theses on the topic "Race car data analysis"
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Voung, Jan Wen. "Dataflow analysis for concurrent programs using data-race detection." Diss., [La Jolla] : University of California, San Diego, 2010. http://wwwlib.umi.com/cr/ucsd/fullcit?p3397178.
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Thesis (Ph. D.)--University of California, San Diego, 2010.Title from first page of PDF file (viewed March 31, 2010). Available via ProQuest Digital Dissertations. Vita. Includes bibliographical references (p. 134-143).
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Štipák, Patrik. "Vývoj zavěšení kol vozu Formule Student." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2015. http://www.nusl.cz/ntk/nusl-231940.
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Tato diplomová práce je věnována vývoji a analýze zavěšení Formule Student. V úvodu je představena mezinárodní soutěž Formula Student, její disciplíny a historie týmu TU Brno Racing a UH Racing. V teoretické části je detailní popis charakteristik pneumatiky, kinematický návrh zavěšení a aerodynamiky s ohledem na závodní vozy. V části věnované konstrukčnímu návrh je popis vývoje ramen zavěšení, vahadel a zadního stabilizátoru. Návrh kinematických charakteristik vozu Dragon 5 je detailně popsán a porovnán s předešlou variantou. Mimo vývoje kinematiky Dragon 5 je popsán vývoj vozu UH 18. Závěrečná kapitola detailně analyzuje zaznamenaná data z testování vozu Dragon 4.
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Ameri, K. Al, P. Hanson, N. Newell, J. Welker, K. Yu, and A. Zain. "DESIGN OF A RACE CAR TELEMETERING SYSTEM." International Foundation for Telemetering, 1997. http://hdl.handle.net/10150/607539.
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International Telemetering Conference Proceedings / October 27-30, 1997 / Riviera Hotel and Convention Center, Las Vegas, NevadaThis student paper was produced as part of the team design competition in the University of Arizona course ECE 485, Radiowaves and Telemetry. It describes the design of a telemetering system for race cars. Auto Racing is an exciting sport where the winners are the ones able to optimize the balance between the driver’s skill and the racing teams technology. One of the main reasons for this excitement is that the main component, the race car, is traveling at extremely high speeds and constantly making quick maneuvers. To be able to do this continually, the car itself must be constantly monitored and possibly adjusted to insure proper maintenance and prevent damage. To allow for better monitoring of the car’s performance by the pit crew and other team members, a telemetering system has been designed, which facilitates the constant monitoring and evaluation of various aspects of the car. This telemetering system will provide a way for the speed, engine RPM, engine and engine compartment temperature, oil pressure, tire pressure, fuel level, and tire wear of the car to be measured, transmitted back to the pit, and presented in a way which it can be evaluated and utilized to increase the car’s performance and better its chances of winning the race. Furthermore, this system allows for the storing of the data for later reference and analysis.
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Schultz, Aaron. "TELEMETRY AND DATA LOGGING IN A FORMULA SAE RACE CAR." International Foundation for Telemetering, 2017. http://hdl.handle.net/10150/627009.
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The problem with designing and simulating a race car entirely through CAD and other computer simulations, is that the real world behavior of the car will differ from the results outputted from CFD and FEA analysis. One way to learn more about how the car actually handles, is through telemetry and data logging of many different sensors on the car while it is running at racing speeds. This data can help the engineering team build new components, and tune the many different systems on the car in order to get the fastest time around a track as possible.
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Bottiglieri, M. "Data acquisition to analyse the driver and his race car." Thesis, Cranfield University, 2007. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.559466.
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Käck, David, and Eric Lindström. "Analysis of car simulator data." Thesis, Linköpings universitet, Institutionen för teknik och naturvetenskap, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-95284.
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Simulators are being used for a wide variety of purposes, not least for vehicle simulation as an aid in driver behaviour analysis. Common values to be measured are reaction times such as brake and steer reaction time. One problem with monitored simulator studies is that there are a limited number of test drivers. With only 50-100 test drivers, presented reaction times from the studies are often mean values. From a safety analytic perspective, it would be more interesting to show the entire distribution of values. The unmanned simulator at Universeum gives a large number of test drivers (~40k / year) which makes it possible to investigate entire distributions of values. Another benefit with the unmanned study at Universeum is that drivers tends to act more natural than in a monitored study, where drivers are aware of that they are being observed. On the other hand, the fact that users are not being observed, lead to a lot of questionable data. Drivers are exploring and do not behave as they would in real traffic. The main objective with our thesis project has been to find algorithms to extract trustworthy data from the simulator. It has been proven that there are large amounts of data that can be used for driver behaviour analysis. Methods to calculate common measures used in traffic safety analysis have been developed. An updated simulator software, better adjusted for an unmonitored study, has been developed and installed in the Universeum simulator. Summaries from the different scenarios in the simulator K2 Summary There are quite few drivers in the K2 scenario where a brake signal has not been registered at all. This is the main issue with the scenario and the explanation to this is that the scenario is very sensitive to the speed kept by the user. Speeding drivers will not experience the situation at all and since so many drivers are speeding, a lot of data is lost. By adapting the speed of the mover to the speed of the driver this problem would be reduced. The sensitivity to speed is also noticeable in the plots as the BRT seems to have very little influence on the results. The BRTs span from ~0.4 seconds to 2 seconds which is in range with other studies. [P1] There are some drivers steering but they are not many enough to draw any valid conclusions. K3 Summary The K3 scenario works much better than the other crossing scenarios, producing measurable data at a much higher rate than the other scenarios. This is probably thanks to the MeetAtPoint function which takes the drivers speed into consideration. The wider acceptance to speeds in the scenario gives better possibilities to analyse the impact of BRT and deceleration on the result. There are some drivers steering but they are too few to present any valid distributions. K5 Summary This scenario gives the least percentage of valid files among the K-scenarios. This is due to the very high urgency in the scenario. This together with the fact that the speed of the mover is not adapted to the speed of the driver allows very few drivers to actually experience the scenario at all. By adapting the speed of the mover to the speed of the driver, drivers will be able to experience the situation at a much higher rate than before. There are very few drivers steering instead of braking. Interesting is that, remembering that there are very few entries to investigate, the steering option has been quite successful in this scenario compared to the other K scenarios. U1 Summary The percentage of valid files from this scenario is at the same level as the other scenarios, i.e. quite low. The reason to the low percentage in this scenario is however not the speed kept. One big loss is the drivers which chooses to overtake the braking lead car and therefore fails to enter the situation as intended. The other problem is the distance between the lead car and the driver. The distance between them as the lead car brakes varies a lot and the BRT´s will therefore also vary. There are almost no drivers that try to steer away from the car instead of braking. U4 Summary The percentage of files where a brake signal has been registered is in level with the other scenarios. One explanation to the few registered brake signals is, as in the U1 scenario, that a lot of drivers choose to overtake the lead car and will therefore not experience the scenario at all. Overall the U4 data and results are questionable. Even when normalising the BRT by TTC no satisfying distributions can be found. The amount of files holding the U4 scenario (1761 or 23 % of all scenario files) are also remarkable high. And apart from the files holding a full scenario, there are a lot of files that holds only U4 start messages without any stop messages. This indicates that the U4 trigger points are trigged even when they are not supposed to. This will be investigated and discussed in chapter 3.1.5. There are a few drivers steering, an option that has proven quite successful in this scenario. M1 Summary The urgency in the scenario is low, which makes it possible for drivers to avoid a collision without steering. The lane position does not play any significant role on the type of reaction, but many drivers have a lane position to the right. A high amount of drivers have an offset which gives them a position more than 0.5 meters out on the road verge. The road verge is 3.2meters wide, which is much wider than in reality. The explanation to the high number of drivers that drives on the road verge can be that the width of the lane (3.2 meters) corresponds to the width of a road with speed limit 70km/h. Drivers may experience the road as narrow at a speed around 90km/h and therefore sometimes choose to drive on the road verge, which looks perfectly fine to drive on. [D] If the verge were less wide and looked less appealing to drive on this behaviour would probably be reduced. In reality the road verge on a road with a speed limit of 90km/h is 50cm. [I5] It was not possible to use the SWRR measure to analyse the driver behaviour. The SWRR is higher on parts of the road where it is more difficult for the driver to follow the road as in long turns. The SWRR increases linear as the speed increases but are too spread to make any conclusions from. M2 Summary The urgency in the scenario is high. It is hard to avoid a collision without steering. The lane position does not play any significant role on the type of reaction, but many drivers have a lane position to the right. It is not a normal behaviour to drive on the road verge and the meeting situation occurs in a left curve and a lane position to the right is not expected as many drivers would like to cut the curve, giving a lane position to the left. Despite the initial lane position, the most common type of reaction is steering right. 3,6% of all drivers are out on the grass (out of road). This can be considered as a high amount and probably depends on the wide road verge and the flat grass area, which looks perfectly fine to drive on. As in the M1 scenario, the wide, fully driveable, road verge is probably the reason to why 78% of the drivers choose to drive a least 50cm out on the road verge as they try to avoid the situation. Another explanation to the high number of drivers that drives on the road verge can be that the width of the lane (3.2m) corresponds to the width of a road with speed limit 70km/h. Drivers may experience the road as narrow at a speed around 90km/h and therefore sometimes choose to drive on the road verge, which looks perfectly fine to drive on. [D] It was not possible to use the SWRR measure to analyse the driver behaviour. The SWRR is higher on parts of the road where it is more difficult for the driver to follow the road as in long turns. The SWRR increases linear as the speed increases but are too spread to make any conclusions from.
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Sangster, John David. "Naturalistic Driving Data for the Analysis of Car-Following Models." Thesis, Virginia Tech, 2011. http://hdl.handle.net/10919/76925.
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The driver-specific data from a naturalistic driving study provides car-following events in real-world driving situations, while additionally providing a wealth of information about the participating drivers. Reducing a naturalistic database into finite car-following events requires significant data reduction, validation, and calibration, often using manual procedures. The data collection performed herein included: the identification of commuting routes used by multiple drivers, the extraction of data along those routes, the identification of potential car-following events from the dataset, the visual validation of each car-following event, and the extraction of pertinent information from the database during each event identified.
This thesis applies the developed process to generate car-following events from the 100-Car Study database, and applies the dataset to analyze four car-following models. The Gipps model was found to perform best for drivers with greater amounts of data in congested driving conditions, while the Rakha-Pasumarthy-Adjerid (RPA) model was best for drivers in uncongested conditions. The Gipps model was found to generate the lowest error value in aggregate, with the RPA model error 21 percent greater, and the Gaxis-Herman-Rothery model (GHR) and the Intelligent Driver Model (IDM) errors 143 percent and 86 percent greater, respectively. Additionally, the RPA model provides the flexibility for a driver to change vehicles without the need to recalibrate parameter values for that driver, and can also capture changes in roadway surface type and condition. With the error values close between the RPA and Gipps models, the additional advantages of the RPA model make it the recommended choice for simulation.Master of Science
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Yaron, Gil. "Trade unions, race and sex discrimination : a theoretical and empirical analysis using UK data." Thesis, University of Oxford, 1989. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.305183.
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Haverås, Daniel. "Data Race Detection for Parallel Programs Using a Virtual Platform." Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-230189.
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Data races are highly destructive bugs found in concurrent programs. Because of unordered thread interleavings, data races can randomly appear and disappear during the debugging process which makes them difficult to find and reproduce. A data race exists when multiple threads or processes concurrently access a shared memory address, with at least one of the accesses being a write. Such a scenario can cause data corruption, memory leaks, crashes, or incorrect execution. It is therefore important that data races are absent from production software. This thesis explores dynamic data race detection in programs running on Ericsson’s System Virtualization Platform (SVP), a SystemC/TLM-2.0-based virtual platform used for running software on simulated hardware. SVP is a bit-accurate simulator of Ericsson Many-Core Architecture (EMCA) hardware, enabling software and hardware to be developed in parallel, as well as providing unique insight into software execution. This latter property of SVP has been utilized to implement SVPracer, a proof-of-concept dynamic data race detector. SVPracer is based on a happens-before algorithm similar to Google’s ThreadSanitizer v2, but is significantly different in implementation as it relies entirely on instrumenting binary code during runtime without requiring code modification during build time. A set of test programs exhibiting various data races were written and compiled for EOS, the operating system (OS) running on EMCA Digital Signal Processors (DSPs). Similar programs were created for Linux using POSIX APIs, to compare SVPracer against ThreadSanitizer v2. Both SVPracer and ThreadSanitizer v2 correctly detect the data races present in the respective test programs. Further work must be done in SVPracer to eliminate some false positive results, caused by missing support for some OS functionality such as semaphores. Still, the present state of SVPracer is sufficient proof that dynamic data race detection is possible using a virtual platform. Future work could involve exploring other data race detection algorithms as well as implementing deadlock/livelock detection in virtual platforms.Datakapplöpning är en mycket destruktiv typ av bugg i samtidig programvara. På grund av icke-ordnad sammanvävning av trådar kan datakapplöpning slumpmässigt dyka upp och försvinna under avlusning (debugging), vilket gör dem svåra att hitta och återskapa. Datakapplöpning existerar när flera trådar eller processer samtidigt accessar en delad minnesaddress och minst en av accesserna är en skrivning. Ett sådant scenario kan orsaka datakorruption, minnesläckor, krascher eller felaktig exekvering. Det är därför viktigt att datakapplöpning inte finns med i programvara för slutlig release. Det här examensarbetet utforskar dynamisk detektion av datakapplöpning i program som körs på Ericssons System Virtualization Platform (SVP), en SystemC/TLM-2.0baserad virtuell platform som används för att köra program på simulerad hårdvara. SVP är en bit-exakt simulator för hårdvara av typen Ericsson Many-Core Architecture (EMCA), vilket möjliggör parallell utveckling av hårdvara och programvara samt unik inblick i programvaruexekvering. Den senare egenskapen hos SVP har använts för att implementera SVPracer, en konceptvalidering av dynamisk detektion av datakapplöpning. SVPracer baseras på en algoritm av typen happens-before, som liknar den i Googles ThreadSanitizer v2. Stora skillnader finns dock i SVPracers implementation eftersom den instrumenterar binärkod under körning, utan att behöva modifiera koden under kompilering. Ett antal testprogram med olika typer av datakapplöpning skapades för (EOS), ett operativsystem som körs på EMCAs signalprocessorer (DSP). Motsvarande program skrevs för Linux med POSIX-APIer, för att kunna jämföra SVPracer med ThreadSanitizer v2. Både SVPracer och ThreadSanitizer v2 upptäckte datakapplöpningarna i samtliga testprogram. SVPracer kräver vidare arbete för att eliminera några falska positiva resultat orsakade av saknat stöd för vissa OS-funktioner, exempelvis semaforer. Trots det bedöms SVPracers nuvarande prestanda som tillräckligt bevis för att virtuella plattformar kan användas för detektion av datakapplöpning. Framtida arbete skulle kunna involvera utforskning av andra detektionsalgoritmer samt detektion av baklås.
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Fair, Elizabeth L. "Educational Disparities in Early Education| A Critical Race Theory Analysis of ECLS-K| 2011 Data." Thesis, Notre Dame of Maryland University, 2018. http://pqdtopen.proquest.com/#viewpdf?dispub=10784565.
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African American children’s public school education outcomes differ from those of their White, non-Hispanic peers. This dissertation used the data from The Early Childhood Longitudinal Survey for the Kindergarten Class of 2011 (ECLS-K: 2011) to explore the question: What factors during a child’s kindergarten through third-grade years contribute to disparate test scores, opportunities, and outcomes? There is a large body of research citing a gap between African American students and their White, non- Hispanic peers in later years of schooling. This study utilized data collected from students, parents, teachers, and administrators from a child’s entry to kindergarten through the completion of third grade. The results were interpreted through the lens of Critical Race Theory (CRT). Most CRT work has been qualitative. This study aimed to identify areas in which follow-up qualitative work could enrich the findings of the quantitative work and offer insight beyond the deficit models that are routinely provided to explain the gap.
Findings suggest that there is a slight gap between African American students and their White, non-Hispanic peers in reading and math scores on kindergarten entry. Those differences increased over a 4-year period. The data also suggest poverty played a factor in this disparity. The beliefs about kindergarten readiness between teachers and parents were aligned, and African American parents’ beliefs were more aligned than were those of the parent population as a whole. Teachers reported closer relationships with White, non-Hispanic students and higher levels of conflict with African American students, although this did not seem to correlate directly with reading and math test scores.
The research results indicate that there needs to be an increase in culturally relevant pedagogical training for preservice and inservice teachers. Early education programs need to be closely examined for practices that exclude or disadvantage children who are not from White, middle class backgrounds. The curriculum needs to build on the skills the students possess, rather than considering those without the desired skills deficient. Finally, intervention programs need to be evaluated as the data in the study indicate that reading gaps were less than math.
Books on the topic "Race car data analysis"
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Making sense of squiggly lines: The basic analysis of race car data acquisition. [Huntington Beach, CA]: Christopher Brown Racing, 2011.
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Read, Robert R. A data analysis of success in OCS, the use of ASVAB waivers, and race: R.R. Read, L.R. Whitaker. Monterey, Calif: Naval Postgraduate School, 1993.
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Schneider, Jörg, and Ton Vrouwenvelder. Introduction to safety and reliability of structures. 3rd ed. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 1997. http://dx.doi.org/10.2749/sed005.
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<p>Society expects that buildings and other structures are safe for the people who use them or who are near them. The failure of a building or structure is expected to be an extremely rare event. Thus, society implicitly relies on the expertise of the professionals involved in the planning, design, construction, operation and maintenance of the structures it uses.<p>Structural engineers devote all their effort to meeting society’s expectations effi ciently. Engineers and scientists work together to develop solutions to structural problems. Given that nothing is absolutely and eternally safe, the goal is to attain an acceptably small probability of failure for a structure, a facility, or a situation. Reliability analysis is part of the science and practice of engineering today, not only with respect to the safety of structures, but also for questions of serviceability and other requirements of technical systems that might be impacted by some probability.<p>The present volume takes a rather broad approach to safety and reliability in Structural Engineering. It treats the underlying concepts of safety, reliability and risk and introduces the reader in a fi rst chapter to the main concepts and strategies for dealing with hazards. The next chapter is devoted to the processing of data into information that is relevant for applying reliability theory. Two following chapters deal with the modelling of structures and with methods of reliability analysis. Another chapter focuses on problems related to establishing target reliabilities, assessing existing structures, and on effective strategies against human error. The last chapter presents an outlook to more advanced applications. The Appendix supports the application of the methods proposed and refers readers to a number of related computer programs.<p>This book is aimed at both students and practicing engineers. It presents the concepts and procedures of reliability analysis in a straightforward, understandable way, making use of simple examples, rather than extended theoretical discussion. It is hoped that this approach serves to advance the application of safety and reliability analysis in engineering practice.<p>The book is amended with a free access to an educational version of a Variables Processor computer program. FreeVaP can be downloaded free of charge and supports the understanding of the subjects treated in this book.
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Reingold, Beth, Kerry L. Haynie, and Kirsten Widner. Race, Gender, and Political Representation. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780197502174.001.0001.
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Who gets elected? Who do they represent? What issues do they prioritize? Does diversity in representation make a difference? Race, Gender, and Political Representation approaches these questions about the politics of identity in the United States differently. It is not about women’s representation or minority representation; it is about how race and gender interact to affect the election, behavior, and impact of all individuals—raced women and gendered minorities alike. By putting women of color at the center of the analysis and re-evaluating traditional, one-at-a-time approaches to studying the politics of race or gender, the authors demonstrate what an intersectional approach to political representation can reveal. With a wealth of original data on the presence, policy leadership, and policy impact of Black women and men, Latinas and Latinos, and White women and men in state legislative office in the late 20th and early 21st centuries, each chapter shows how the politics of race, gender, and representation are far more complex than recurring “Year of the Woman” frameworks suggest. An array of race-gender similarities and differences is evident in the experiences, activities, and accomplishments of these state legislators. Yet one thing is clear: the representation of those marginalized by multiple, intersecting systems of power and inequality is intricately bound to the representation of women of color.
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Out-of-Pocket Expenditure: The Need for a Gender Analysis. Pan American Health Organization, 2021. http://dx.doi.org/10.37774/9789275123546.
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The main purpose of this publication is to advocate for the need to understand the gendered nature of vulnerabilities to poor health. Gender equality in health is an integral dimension of sustainable development, and it is critical to apply a “gender lens” to all aspects of the health system, including financing mechanisms in health. The impact of health-related out-of-pocket expenditure (OPE) on household poverty has been a significant factor driving the move toward universal health coverage across much of Latin America and beyond. However, not only do health care users still face a broad range of health-related OPEs that can contribute to the impoverishment of households, but the gender dimensions of OPEs have received very little attention. Drawing primarily on data from Bolivia (Plurinational State of), Guatemala, Nicaragua, and Peru, this report offers an in-depth analysis of the gender dimensions of health-related OPEs in Latin America. It highlights the limitations of survey data in determining levels of household spending on health as well as the potential failure of indicators to capture the impacts of coping strategies that households adopt to pay for OPEs. This publication calls for the application of an intersectional analysis to ensure a more nuanced understanding of the ways in which other social identity markers, such as race and ethnicity, alongside gender shape the ability of individuals and households to respond to the different OPEs they may encounter. Until policymakers consider the issue through a gender lens, OPE will continue to limit the potential of universal health care coverage to effectively address health inequalities.
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Heather, Ward, and Great Britain. Dept. for Transport., eds. Fatal injuries to car occupants: Analysis of health and population data. London: Dept. for Transport, 2007.
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Ltd, ICON Group. DATA RACE, INC.: International Competitive Benchmarks and Financial Gap Analysis (Financial Performance Series). 2nd ed. Icon Group International, 2000.
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Ltd, ICON Group. DATA RACE, INC.: Labor Productivity Benchmarks and International Gap Analysis (Labor Productivity Series). 2nd ed. Icon Group International, 2000.
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Clealand, Danielle. The Power of Race in Cuba. Oxford University Press, 2017. http://dx.doi.org/10.1093/oso/9780190632298.001.0001.
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The Power of Race in Cuba analyzes racial ideologies that negate the existence of racism and their effect on racial progress and activism through the lens of Cuba. Since 1959, Fidel Castro and the Cuban government have married socialism and the ideal of racial harmony to create a formidable ideology that is an integral part of Cubans’ sense of identity and their perceptions of race and racism in their country. While the combination of socialism and a colorblind racial ideology is particular to Cuba, strategies that paint a picture of equality of opportunity and deflect the importance of race are not particular to the island’s ideology and can be found throughout the world and in the Americas in particular. By promoting an anti-discrimination ethos, diminishing class differences at the onset of the revolution, and declaring the end of racism, Castro was able to unite belief in the revolution to belief in the erasure of racism. The ideology is bolstered by rhetoric that discourages racial affirmation. The second part of the book examines public opinion on race in Cuba, particularly among black Cubans. It examines how black Cubans have indeed embraced the dominant nationalist ideology that eschews racial affirmation, but also continue to create spaces for black consciousness that challenge this ideology. This work gives a nuanced portrait of black identity in Cuba and through survey data, interviews with formal organizers, and hip-hop artists draws from the many black spaces, both formal and informal, to highlight what black consciousness looks like in Cuba.
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The older population in New York City: Changes in race, Hispanic origin, and age, 1990 to 2000 : an analysis of census data. New York: New York City Dept. for the Aging, Office of Management and Policy, Research Unit, 2003.
Find full textBook chapters on the topic "Race car data analysis"
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Cogumbreiro, Tiago, Julien Lange, Dennis Liew Zhen Rong, and Hannah Zicarelli. "Checking Data-Race Freedom of GPU Kernels, Compositionally." In Computer Aided Verification, 403–26. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-81685-8_19.
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AbstractGPUs offer parallelism as a commodity, but they are difficult to program correctly. Static analyzers that guarantee data-race freedom (DRF) are essential to help programmers establish the correctness of their programs (kernels). However, existing approaches produce too many false alarms and struggle to handle larger programs. To address these limitations we formalize a novel compositional analysis for DRF, based on access memory protocols. These protocols are behavioral types that codify the way threads interact over shared memory.Our work includes fully mechanized proofs of our theoretical results, the first mechanized proofs in the field of DRF analysis for GPU kernels. Our theory is implemented in , a tool that outperforms the state-of-the-art. Notably, it can correctly verify at least $$1.42{\times }$$ 1.42 × more real-world kernels, and it exhibits a linear growth in 4 out of 5 experiments, while others grow exponentially in all 5 experiments.
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Okada, Akinori. "An Asymmetric Cluster Analysis Study of Car Switching Data." In Data Analysis, 495–504. Berlin, Heidelberg: Springer Berlin Heidelberg, 2000. http://dx.doi.org/10.1007/978-3-642-58250-9_41.
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Ehmke, Jan Fabian. "Analysis of Floating Car Data." In Integration of Information and Optimization Models for Routing in City Logistics, 59–80. Boston, MA: Springer US, 2012. http://dx.doi.org/10.1007/978-1-4614-3628-7_5.
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Bittner, Roman, Karel Hána, Lubomír Poušek, Pavel Smrka, Petr Schreib, and Petr Vysoký. "Detecting of Fatigue States of a Car Driver." In Medical Data Analysis, 260–73. Berlin, Heidelberg: Springer Berlin Heidelberg, 2000. http://dx.doi.org/10.1007/3-540-39949-6_32.
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Ding, Linfang, Jukka M. Krisp, and Liqiu Meng. "Visual Analysis of Floating Car Data." In Geospatial Data Science Techniques and Applications, 79–102. Taylor & Francis Group, 6000 Broken Sound Parkway NW, Suite 300, Boca Raton, FL 33487-2742: CRC Press, 2017. http://dx.doi.org/10.1201/9781315228396-5.
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Ohl, Stefan. "Analysis of the Behaviour of New Car Buyers." In Data Analysis and Information Systems, 197–207. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-80098-6_17.
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Yang, Yue, Ganesh Gopalakrishnan, and Gary Lindstrom. "Memory-Model-Sensitive Data Race Analysis." In Formal Methods and Software Engineering, 30–45. Berlin, Heidelberg: Springer Berlin Heidelberg, 2004. http://dx.doi.org/10.1007/978-3-540-30482-1_11.
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Khatawate, Vinayak H., Jinesh Sheth, and Prakriti Tulasyan. "Structural Analysis of the Upright of a FSAE Race Car." In Proceedings of International Conference on Intelligent Manufacturing and Automation, 543–54. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-4485-9_56.
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Nangalia, Archit, and Ashutosh Mishra. "Car Comparison Portal Using Real-Time Data Analysis." In Proceedings of International Conference on Computational Intelligence and Data Engineering, 413–22. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-8767-2_34.
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Kwella, B., and H. Lehmann. "Floating Car Data Analysis of Urban Road Networks." In Computer Aided Systems Theory - EUROCAST’99, 357–67. Berlin, Heidelberg: Springer Berlin Heidelberg, 2000. http://dx.doi.org/10.1007/10720123_32.
Full textConference papers on the topic "Race car data analysis"
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Epple, Philipp, Tobias Essler, Gerhard Bloch, Viktor Below, and Stefan Gast. "Aerodynamic Devices for Formula Student Race Cars." In ASME 2014 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/imece2014-39041.
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Formula Student race cars are getting more competitive and hence enhancements of the car aerodynamics, although the top speeds are not exceeding 140 km/h, are getting more important in order to have a competitive race car. Therefore aerodynamic packages consisting of several aerodynamic devices are being developed. Especially the front and rear inverted airfoils or wings have a major influence on the dynamic behaviour of the car. These wings are designed in order to develop a maximum down force at still acceptable drag. The Reynolds number is about 5×105. However, most of the airfoils and corresponding available airfoil data were developed for Reynolds numbers of the order of 3×106<Re<8×106. The lift coefficient of an airfoil is basically determined by its camber, the distance of the maximum camber from the leading edge, thickness and the shape of the airfoil, as well as by the angle of attack. The NACA 4 digit series of airfoils allows controlling these parameters exactly. Therefore a study was performed analyzing over 500 different NACA 4 digit airfoils configurations systematically by variation of these parameters and studying its impact on the lift and drag coefficients at Reynolds numbers of 5×105. Based on these airfoils the aerodynamic design process is described. Full car CFD simulations with ANSYS CFX of the race car with and without aerodynamic package are shown and compared. Detailed quantitative analysis of the forces on the wings and the whole car are presented without and with the aerodynamic package.
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Su, Yuling, and Akshay Basavaraj. "Computational Analysis of Benzing Airfoils for Optimization in a Wing Configuration for a Formula SAE Car." In ASME 2017 Fluids Engineering Division Summer Meeting. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/fedsm2017-69372.
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Wing selection plays a crucial role for race cars as it generates the most downforce. This is essential to maintain traction which leads to faster lap timings, and maintain efficiency in the performance of the race car. In this paper, the numerical simulation of a Formula SAE (FSAE) Car is performed. The FSAE car is restricted by regulations in terms of the geometry of the front and rear wing configuration. Hence, it becomes necessary to optimize the selection of airfoils in order to get the best out of the wing configuration. It is also essential to observe the tradeoff between the downforce generated and the drag produced in a racecar for optimal performance. This serves as the primary motivation of this research paper. The focus is on Benzing airfoils, which show considerably better performance in terms of downforce production in a race car than conventional airfoils. The wing configuration utilized in this research paper consists of a single mainplane and two flaps.. The freestream velocity of the flow is in the range of 0–60mph (0–26m/s). The 122 series of Benzing airfoils is utilized for the mainplane and the 153 series of Benzing airfoils is utilized for the flaps for manufacturing reasons. Nine different combinations of Benzing airfoils were utilized wherein it was noticed that an appropriate selection of the airfoils for the mainplane and flaps with a fixed angle of attack difference, leads to a 12–15% increase in downforce amongst the Benzing airfoils itself. Similarly, it was also observed that an optimal configuration would lead to a 12–15% decrease in drag in comparison too poor performing airfoil. The Be 153-055 airfoil acts as an excellent flap within the limits of computational error. Data from an on-track test is used in order to verify the approach utilized in this paper in order to validate if the approach used in this paper would be feasible. It is observed that the Benzing airfoil does improve the average cornering speed of the car by around 10% in comparison to the previous configuration of S1223 airfoil as the main plane and the goe 477 airfoil as the flap.
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Melvin, John W., Kenneth J. Baron, William C. Little, Thomas W. Gideon, and John Pierce. "Biomechanical Analysis of Indy Race Car Crashes." In Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1998. http://dx.doi.org/10.4271/983161.
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Yang, Lei, Qiang Li, Chuxuan Wang, and Yunqing Zhang. "Loads Analysis and Optimization of FSAE Race Car Frame." In WCX™ 17: SAE World Congress Experience. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2017. http://dx.doi.org/10.4271/2017-01-0423.
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P Bhanushali, Prakash, Mohammad Rafiq Agrewale, and Kamalkishore Vora. "Aerodynamic Analysis of Race Car Using Active Wing Concept." In NuGen Summit. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2019. http://dx.doi.org/10.4271/2019-28-2395.
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Tomoi, Daisuke, Wen Wen, Hiroshi Yamakawa, Shunsuke Hamasaki, Kaoru Takakusaki, Qi An, Yusuke Tamura, Atsushi Yamashita, and Hajime Asama. "Estimation of stress during car race with factor analysis." In 2015 International Symposium on Micro-NanoMechatronics and Human Science (MHS). IEEE, 2015. http://dx.doi.org/10.1109/mhs.2015.7438258.
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Wirawan, Julian Wisnu, Ubaidillah, Rama Aditra, Rafli Alnursyah, Rizki Abdul Rahman, and Sukmaji Indro Cahyono. "Design analysis of formula student race car suspension system." In THE 1ST INTERNATIONAL CONFERENCE AND EXHIBITION ON POWDER TECHNOLOGY INDONESIA (ICePTi) 2017. Author(s), 2018. http://dx.doi.org/10.1063/1.5024110.
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Khan, Shadab, and Siddharth Sonti. "Data acquisition system for a 600cc formula SAE race car." In 2009 IEEE International Conference on Vehicular Electronics and Safety (ICVES). IEEE, 2009. http://dx.doi.org/10.1109/icves.2009.5400316.
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Braghin, Francesco, and Edoardo Sabbioni. "A 4WS Control Strategy for Improving Race Car Performances." In ASME 8th Biennial Conference on Engineering Systems Design and Analysis. ASMEDC, 2006. http://dx.doi.org/10.1115/esda2006-95568.
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Design and implementation of an active control system to enhance the vehicle’s performances is of great interest for any vehicle type, but for race cars, if allowed by the rules, is of fundamental importance since the vehicle is working most of the time in limit conditions. This paper presents a control strategy for rear wheels steering with the aim of increasing the reactivity of the vehicle while entering the curve and of stabilizing the vehicle in full curve, thus allowing higher vehicle speeds.
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De Kock, J. P., R. F. Laubscher, Sunita Kruger, and N. Janse van Rensburg. "Numerical and Experimental Aerodynamic Evaluation of a Solar Vehicle." In ASME 2017 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/imece2017-71297.
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Solar car racing has created a competitive platform for research into alternative energy solutions and aids development in the green engineering space. The University of Johannesburg’s Solar Racing team developed a vehicle (Ilanga II) to compete in the 2014 South African Solar Car Challenge. This paper describes the numerical optimization of the vehicle’s body shape, utilizing Computational Fluid Dynamics (CFD) and finally compares the simulated results with the actual performance during the race. Motor control data is used to determine the aerodynamic drag coefficient of the vehicle. This work builds on the paper submitted in 2014 [1], which postulated the use of the Hermite cubic function in conjunction with the shape function analysis as a holistic design tool. By analyzing the motor control data it is possible to comment on the effectiveness of the shape function analysis technique. The final optimized design predicted a straight-line ACd 0.078. A yaw angle characterization study of ±25° degrees, in conjunction with historic weather data were used to fully characterize the vehicle with an average drag area coefficient of 0.119. The final comparative results of the simulated data and the race data show that the vehicle’s straight-line (Zero yaw) ACd was 11.2% higher than the simulated results, whereas the average aerodynamic characteristic ACd was 2.43% lower than the simulated results.
Reports on the topic "Race car data analysis"
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Wraight, Sarah, Julia Hofmann, Justine Allpress, and Brooks Depro. Environmental justice concerns and the proposed Atlantic Coast Pipeline route in North Carolina. RTI Press, March 2018. http://dx.doi.org/10.3768/rtipress.2018.mr.0037.1803.
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This report describes publicly available data sets and quantitative analysis that local communities can use to evaluate environmental justice concerns associated with pipeline projects. We applied these data and analytical methods to two counties in North Carolina (Northampton and Robeson counties) that would be affected by the proposed Atlantic Coast Pipeline (ACP). We compared demographic and vulnerability characteristics of census blocks, census block groups, and census tracts that lie within 1 mile of the proposed pipeline route with corresponding census geographies that lie outside of the 1-mile zone. Finally, we present results of a county-level analysis of race and ethnicity data for the entire North Carolina segment of the proposed ACP route. Statistical analyses of race and ethnicity data (US Census Bureau) and Social Vulnerability Index scores (University of South Carolina’s Hazards & Vulnerability Research Institute) yielded evidence of significant differences between the areas crossed by the pipeline and reference geographies. No significant differences were found in our analyses of household income and cancer risk data.
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Read, R. R., and L. R. Whitaker. A Data Analysis of Success in OCS, the Use of ASVAB Waivers, and Race. Fort Belvoir, VA: Defense Technical Information Center, September 1993. http://dx.doi.org/10.21236/ada270906.
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Chen, Liming, David Raitzer, Rana Hasan, Rouselle Lavado, and Orlee Velarde. What Works to Control COVID-19? Econometric Analysis of a Cross-Country Panel. Asian Development Bank, December 2020. http://dx.doi.org/10.22617/wps200354-2.
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The paper examines the effects of nonpharmaceutical interventions on transmission of the novel coronavirus disease (COVID-19) as captured by its reproduction rate 𝑅t. Using cross-country panel data, the paper finds that while lockdown measures have strong effects on 𝑅t, gathering bans appear to be more effective than workplace and school closures. Ramping up the testing and tracing of COVID-19 cases is found to be especially effective in controlling the spread of the disease where there is greater coverage of paid sick leave benefits. Workplace and school closures are found to have large negative effects on gross domestic product compared with other measures, suggesting that a more targeted approach can be taken to keep the epidemic controlled at lower cost.
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Downing, W. Logan, Howell Li, William T. Morgan, Cassandra McKee, and Darcy M. Bullock. Using Probe Data Analytics for Assessing Freeway Speed Reductions during Rain Events. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317350.
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Rain impacts roadways such as wet pavement, standing water, decreased visibility, and wind gusts and can lead to hazardous driving conditions. This study investigates the use of high fidelity Doppler data at 1 km spatial and 2-minute temporal resolution in combination with commercial probe speed data on freeways. Segment-based space-mean speeds were used and drops in speeds during rainfall events of 5.5 mm/hour or greater over a one-month period on a section of four to six-lane interstate were assessed. Speed reductions were evaluated as a time series over a 1-hour window with the rain data. Three interpolation methods for estimating rainfall rates were tested and seven metrics were developed for the analysis. The study found sharp drops in speed of more than 40 mph occurred at estimated rainfall rates of 30 mm/hour or greater, but the drops did not become more severe beyond this threshold. The average time of first detected rainfall to impacting speeds was 17 minutes. The bilinear method detected the greatest number of events during the 1-month period, with the most conservative rate of predicted rainfall. The range of rainfall intensities were estimated between 7.5 to 106 mm/hour for the 39 events. This range was much greater than the heavy rainfall categorization at 16 mm/hour in previous studies reported in the literature. The bilinear interpolation method for Doppler data is recommended because it detected the greatest number of events and had the longest rain duration and lowest estimated maximum rainfall out of three methods tested, suggesting the method balanced awareness of the weather conditions around the roadway with isolated, localized rain intensities.
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Tucker-Blackmon, Angelicque. Engagement in Engineering Pathways “E-PATH” An Initiative to Retain Non-Traditional Students in Engineering Year Three Summative External Evaluation Report. Innovative Learning Center, LLC, July 2020. http://dx.doi.org/10.52012/tyob9090.
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The summative external evaluation report described the program's impact on faculty and students participating in recitation sessions and active teaching professional development sessions over two years. Student persistence and retention in engineering courses continue to be a challenge in undergraduate education, especially for students underrepresented in engineering disciplines. The program's goal was to use peer-facilitated instruction in core engineering courses known to have high attrition rates to retain underrepresented students, especially women, in engineering to diversify and broaden engineering participation. Knowledge generated around using peer-facilitated instruction at two-year colleges can improve underrepresented students' success and participation in engineering across a broad range of institutions. Students in the program participated in peer-facilitated recitation sessions linked to fundamental engineering courses, such as engineering analysis, statics, and dynamics. These courses have the highest failure rate among women and underrepresented minority students. As a mixed-methods evaluation study, student engagement was measured as students' comfort with asking questions, collaboration with peers, and applying mathematics concepts. SPSS was used to analyze pre-and post-surveys for statistical significance. Qualitative data were collected through classroom observations and focus group sessions with recitation leaders. Semi-structured interviews were conducted with faculty members and students to understand their experiences in the program. Findings revealed that women students had marginalization and intimidation perceptions primarily from courses with significantly more men than women. However, they shared numerous strategies that could support them towards success through the engineering pathway. Women and underrepresented students perceived that they did not have a network of peers and faculty as role models to identify within engineering disciplines. The recitation sessions had a positive social impact on Hispanic women. As opportunities to collaborate increased, Hispanic womens' social engagement was expected to increase. This social engagement level has already been predicted to increase women students' persistence and retention in engineering and result in them not leaving the engineering pathway. An analysis of quantitative survey data from students in the three engineering courses revealed a significant effect of race and ethnicity for comfort in asking questions in class, collaborating with peers outside the classroom, and applying mathematical concepts. Further examination of this effect for comfort with asking questions in class revealed that comfort asking questions was driven by one or two extreme post-test scores of Asian students. A follow-up ANOVA for this item revealed that Asian women reported feeling excluded in the classroom. However, it was difficult to determine whether these differences are stable given the small sample size for students identifying as Asian. Furthermore, gender differences were significant for comfort in communicating with professors and peers. Overall, women reported less comfort communicating with their professors than men. Results from student metrics will inform faculty professional development efforts to increase faculty support and maximize student engagement, persistence, and retention in engineering courses at community colleges. Summative results from this project could inform the national STEM community about recitation support to further improve undergraduate engineering learning and educational research.
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de Caritat, Patrice, Brent McInnes, and Stephen Rowins. Towards a heavy mineral map of the Australian continent: a feasibility study. Geoscience Australia, 2020. http://dx.doi.org/10.11636/record.2020.031.
Full textAbstract:
Heavy minerals (HMs) are minerals with a specific gravity greater than 2.9 g/cm3. They are commonly highly resistant to physical and chemical weathering, and therefore persist in sediments as lasting indicators of the (former) presence of the rocks they formed in. The presence/absence of certain HMs, their associations with other HMs, their concentration levels, and the geochemical patterns they form in maps or 3D models can be indicative of geological processes that contributed to their formation. Furthermore trace element and isotopic analyses of HMs have been used to vector to mineralisation or constrain timing of geological processes. The positive role of HMs in mineral exploration is well established in other countries, but comparatively little understood in Australia. Here we present the results of a pilot project that was designed to establish, test and assess a workflow to produce a HM map (or atlas of maps) and dataset for Australia. This would represent a critical step in the ability to detect anomalous HM patterns as it would establish the background HM characteristics (i.e., unrelated to mineralisation). Further the extremely rich dataset produced would be a valuable input into any future machine learning/big data-based prospectivity analysis. The pilot project consisted in selecting ten sites from the National Geochemical Survey of Australia (NGSA) and separating and analysing the HM contents from the 75-430 µm grain-size fraction of the top (0-10 cm depth) sediment samples. A workflow was established and tested based on the density separation of the HM-rich phase by combining a shake table and the use of dense liquids. The automated mineralogy quantification was performed on a TESCAN® Integrated Mineral Analyser (TIMA) that identified and mapped thousands of grains in a matter of minutes for each sample. The results indicated that: (1) the NGSA samples are appropriate for HM analysis; (2) over 40 HMs were effectively identified and quantified using TIMA automated quantitative mineralogy; (3) the resultant HMs’ mineralogy is consistent with the samples’ bulk geochemistry and regional geological setting; and (4) the HM makeup of the NGSA samples varied across the country, as shown by the mineral mounts and preliminary maps. Based on these observations, HM mapping of the continent using NGSA samples will likely result in coherent and interpretable geological patterns relating to bedrock lithology, metamorphic grade, degree of alteration and mineralisation. It could assist in geological investigations especially where outcrop is minimal, challenging to correctly attribute due to extensive weathering, or simply difficult to access. It is believed that a continental-scale HM atlas for Australia could assist in derisking mineral exploration and lead to investment, e.g., via tenement uptake, exploration, discovery and ultimately exploitation. As some HMs are hosts for technology critical elements such as rare earth elements, their systematic and internally consistent quantification and mapping could lead to resource discovery essential for a more sustainable, lower-carbon economy.
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Mushongera, Darlington, Prudence Kwenda, and Miracle Ntuli. An analysis of well-being in Gauteng province using the capability approach. Gauteng City-Region Observatory, 2020. http://dx.doi.org/10.36634/2020.op.1.
Full textAbstract:
As countries across the globe pursue economic development, the improvement of individual and societal well-being has increasingly become an overarching goal. In the global South, in particular, high levels of poverty, inequality and deteriorating social fabrics remain significant challenges. Programmes and projects for addressing these challenges have had some, but limited, impact. This occasional paper analyses well-being in Gauteng province from a capability perspective, using a standard ‘capability approach’ consistent with Amartya Sen’s first conceptualisation, which was then operationalised by Martha Nussbaum. Earlier research on poverty and inequality in the Gauteng City-Region was mainly based on objective characteristics of well-being such as income, employment, housing and schooling. Using data from the Gauteng City-Region Observatory’s Quality of Life Survey IV for 2015/16, our capability approach provides a more holistic view of well-being by focusing on both objective and subjective aspects simultaneously. The results confirm the well-known heterogeneity in human conditions among South African demographic groups, namely that capability achievements vary across race, age, gender, income level and location. However, we observe broader (in both subjective and objective dimensions) levels of deprivation that are otherwise masked in the earlier studies. In light of these findings, the paper recommends that policies are directly targeted towards improving those capability indicators where historically disadvantaged and vulnerable groups show marked deprivation. In addition, given the spatial heterogeneities in capability achievements, we recommend localised interventions in capabilities that are lagging in certain areas of the province.
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Lumpkin, Shamsie, Isaac Parrish, Austin Terrell, and Dwayne Accardo. Pain Control: Opioid vs. Nonopioid Analgesia During the Immediate Postoperative Period. University of Tennessee Health Science Center, July 2021. http://dx.doi.org/10.21007/con.dnp.2021.0008.
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Background Opioid analgesia has become the mainstay for acute pain management in the postoperative setting. However, the use of opioid medications comes with significant risks and side effects. Due to increasing numbers of prescriptions to those with chronic pain, opioid medications have become more expensive while becoming less effective due to the buildup of patient tolerance. The idea of opioid-free analgesic techniques has rarely been breached in many hospitals. Emerging research has shown that opioid-sparing approaches have resulted in lower reported pain scores across the board, as well as significant cost reductions to hospitals and insurance agencies. In addition to providing adequate pain relief, the predicted cost burden of an opioid-free or opioid-sparing approach is significantly less than traditional methods. Methods The following groups were considered in our inclusion criteria: those who speak the English language, all races and ethnicities, male or female, home medications, those who are at least 18 years of age and able to provide written informed consent, those undergoing inpatient or same-day surgical procedures. In addition, our scoping review includes the following exclusion criteria: those who are non-English speaking, those who are less than 18 years of age, those who are not undergoing surgical procedures while admitted, those who are unable to provide numeric pain score due to clinical status, those who are unable to provide written informed consent, and those who decline participation in the study. Data was extracted by one reviewer and verified by the remaining two group members. Extraction was divided as equally as possible among the 11 listed references. Discrepancies in data extraction were discussed between the article reviewer, project editor, and group leader. Results We identified nine primary sources addressing the use of ketamine as an alternative to opioid analgesia and post-operative pain control. Our findings indicate a positive correlation between perioperative ketamine administration and postoperative pain control. While this information provides insight on opioid-free analgesia, it also revealed the limited amount of research conducted in this area of practice. The strategies for several of the clinical trials limited ketamine administration to a small niche of patients. The included studies provided evidence for lower pain scores, reductions in opioid consumption, and better patient outcomes. Implications for Nursing Practice Based on the results of the studies’ randomized controlled trials and meta-analyses, the effects of ketamine are shown as an adequate analgesic alternative to opioids postoperatively. The cited resources showed that ketamine can be used as a sole agent, or combined effectively with reduced doses of opioids for multimodal therapy. There were noted limitations in some of the research articles. Not all of the cited studies were able to include definitive evidence of proper blinding techniques or randomization methods. Small sample sizes and the inclusion of specific patient populations identified within several of the studies can skew data in one direction or another; therefore, significant clinical results cannot be generalized to patient populations across the board.
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Niles, John, and J. M. Pogodzinski. TOD and Park-and-Ride: Which is Appropriate Where? Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2021.1820.
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Despite the sharp drop in transit ridership throughout the USA that began in March 2020, two different uses of land near transit stations continue to be implemented in the United States to promote ridership. Since 2010, transit agencies have given priority to multi-family residential construction referred to as transit oriented development (TOD), with an emphasis on housing affordability. In second place for urban planners but popular with suburban commuters is free or inexpensive parking near rail or bus transit centers, known as park-and-ride (PnR). Sometimes, TOD and PnR are combined in the same development. Public policy seeks to gain high community value from both of these land uses, and there is public interest in understanding the circumstances and locations where one of these two uses should be emphasized over the other. Multiple justifications for each are offered in the professional literature and reviewed in this report. Fundamental to the strategic decision making necessary to allocate public resources toward one use or the other is a determination of the degree to which each approach generates transit ridership. In the research reported here, econometric analysis of GIS data for transit stops, PnR locations, and residential density was employed to measure their influence on transit boardings for samples of transit stops at the main transit agencies in Seattle, Los Angeles, and San José. Results from all three cities indicate that adding 100 parking spaces close to a transit stop has a larger marginal impact than adding 100 housing units. Previous academic research estimating the higher ridership generation per floor area of PnR compared to multi-family TOD housing makes this show of strength for parking an expected finding. At the same time, this report reviews several common public policy justifications for TOD as a preferred land development emphasis near transit stations, such as revenue generation for the transit agency and providing a location for below-market affordable housing where occupants do not need to have a car. If increasing ridership is important for a transit agency, then parking for customers who want to drive to a station is an important option. There may also be additional benefits for park-and-ride in responding to the ongoing pandemic.
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National report 2009-2019 - Rural NEET in Serbia. OST Action CA 18213: Rural NEET Youth Network: Modeling the risks underlying rural NEETs social exclusion, December 2020. http://dx.doi.org/10.15847/cisrnyn.nrrs.2020.12.
Full textAbstract:
The situation of rural Youths Neither in Employment nor in Education or Training (NEET) aged between 15 and 34 years old, over the last decade (2010-2019) in Serbia is presen-ted in this report. The main criterion for analysis was the degree of urbanisation, where the comparison was done between rural areas, towns and suburbs, cities, and the whole country. The data available on EUROSTAT and the national Statistical office of Serbia were used as main resources for statistical interpretation. The statistical procedures used in the report rely on descriptive longitudinal analysis, using graphical displays (e.g. overlay line charts) as well as the calculation of proportional abso-lute and relative changes between observed years. The analysis of the youth population in Serbia aged 15-24 years in total as well as the youth population for different degrees of urbaisation, for the period 2010-2019, showed a de-creasing trend. In the period 2014-2019 (which is with available data for the case of Serbia) it can be ob-served that the youth employment rate is increasing in all areas of urbanisation. In contrast to the employment, the level of unemployment in Serbia is constantly decreasing in the period 2014-2019. This trend is similar for all three areas of urbanisation.The decrease in the number of early school leavers is registered in the case of entire Serbia, cities, and rural areas. The only trend of increasing of early school leavers’ rate is recorded for the towns and suburbs, for the observed period 2014-2019.In the period 2010-2019, the NEET rate is declining in Serbia for all three degrees of ur-banisation. In comparison to EU countries, Serbia is still significantly above the European average, but with a tendency of reducing the gap.