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Automated driving systems: comparison of training methods’ effectiveness

100%

Rodak A. , Pełka M. , Kruszewski M.

Transport Problems

2024

tom T. 19, z. 2

19--32

The second decade of the 21st century saw the introduction of vehicles equipped with various driver assistance systems. However, the producers' plans go much further. In January 2023, Mercedes-Benz's DRIVE PILOT system was approved for use on public roads in Nevada (United States) as the first and so far only SAE Level 3 series-production solution. Despite increasing automation, the human factor remains important for the safety and efficiency of road transport. In the coming years, and possibly decades, this will mainly be due to the co-existence of vehicles with varying degrees of automation and necessary driver-vehicle interactions in cases where an automated driving system crosses the boundaries of the operational design domain. The latest research reveals the limitations of driving assistance systems, pointing not only to the need for changes in the technological domain but also to the need to pay more attention to the psychological aspects of using assistance systems in cognitive and behavioral areas. Therefore, an additional element of automation implementation should be considered, which is driver training focused on modern technological solutions. Properly arranged and conducted training can be treated as an additional factor facilitating the implementation of automated mobility. The article describes the methods of assessing the effectiveness of training in terms of familiarizing drivers with the functions that automate driving. The authors present the results of tests carried out on a driving simulator with an implemented Level 4 system (according to SAE classification). Three forms of knowledge transfer were analyzed: practical training, e-learning, and training with a short user manual. The results were compared in terms of driver-vehicle interaction effectiveness (e.g., system activation), ensuring that the driver is sufficiently reactive in dangerous situations and understands the limitations of the system. The research was conducted on a group of 81 drivers aged 18-65. Driver training was one of the main pillars of the Trustonomy project, which received funding from the EU research and innovation program Horizon 2020 under grant agreement No. 815003.

Microstructure and Thermoelectric Properties of Doped FeSi2 with Addition of B4C Nanoparticles

63%

Dąbrowski F. , Ciupiński Ł. , Zdunek J. , Chromiński W. , Kruszewski M. , Zybala R. , Michalski A. , Kurzydłowski K. J.

Archives of Metallurgy and Materials

2021

tom Vol. 66, iss. 4

1157--1162

β-FeSi2 with the addition of B4C nanoparticles was manufactured by sintering mechanically alloyed Fe and Si powders with Mn, Co, Al, P as p and n-type dopants. The consolidated samples were subsequently annealed at 1123 K for 36 ks. XRD analysis of sinters after annealing confirmed nearly full transformation from α and ε into thermoelectric β-FeSi2 phase. SEM observations of samples surface were compliant with the diffraction curves. TEM observations allowed to depict evenly distributed B4C nanoparticles thorough material, with no visible aggregates and establish grain size parameter d2 < 500 nm. All dopants contributed to lower thermal conductivity and Seebeck coefficient, with Co having strongest influence on increasing electrical conductivity in relation to reference FeSi2. Combination of the addition of Co as dopant and B4C nanoparticles as phonon scatterer resulted in dimensionless figure of merit ZT reaching 7.6 × 10-2 at 773 K for Fe0.97Co0.03Si2 compound. Comparison of the thermoelectric properties of examined sinters to the previously manufactured of the same stoichiometry but without B4C nanoparticles revealed theirs overall negative influence.