This paper reports on the autonomic nervous system (ANS) changes and driving style modifications as a response to incremental stressing level stimulation during simulated driving. Fifteen subjects performed a driving simulation experiment consisting of three driving sessions. Starting from a first session where participants performed a steady motorway driving, the experimental protocol includes two additional driving sessions with incremental stress load. More specifically, the first stressing load consists of randomly administering mechanical stimuli to the vehicle during a steady motorway driving by means of a series of sudden and unexpected skids, such as those produced by a strong wind gust. These skids were supposed to produce in the driver a given level of stress. In order to assess this mental workload, dedicated psychological tests were performed. The second stressing load implied an incremental psychological load, consisting of a battery of time pressing arithmetical questions, added to the mechanical stimuli. For the whole experimental session, the driver's physiological signals and the vehicle's mechanical parameters were recorded and analyzed. In this paper, the ANS changes were investigated in terms of heart rate variability, respiration activity, and electrodermal response along with mechanical information such as that coming from steering wheel angle corrections, velocity changes, and time responses. Results are satisfactory and promising. In particular, significant statistical differences were found among the three driving sessions with an increasing stress level both in ANS responses and mechanical parameter changes. In addition, a good recognition of these sessions was carried out by pattern classification algorithms achieving an accuracy greater than 90%.

This paper describes the design and testing of a novel permanent magnet clutch based on a magnetorheological fluid. It was inspired by a prototype previously developed by the authors and contains a novel gap shape conceived to reduce torque loss in the disengaged operating mode. Several geometries and material arrangements were investigated and the performance in terms of transmissible torque in different operating conditions was assessed using finite element numerical models. The prototype was manufactured and some experimental tests were performed. The new prototype was rated on the basis of performance indices and the design effectiveness was proven by a higher value of efficiency in the disengaged operating mode.

This work was carried out in the framework of a funded project aimed at evaluating the feasibility of an ad hoc clutch for the disengagement an auxiliary device, i.e. the vacuum pump used with the powerbrake in diesel engine vehicles, when its operation is not required. In this way it is possible to improve the overall vehicle efficiency. Strict design specifications were defined with reference to available room, torque transmission, absence of axial loads and fail-safe operation. A magnetorheological clutch with permanent magnets was conceived to fulfil the technical requirements. Different clutch geometries were compared with particular reference to the fail-safe operation and torque capabilities. After an iterative procedure, in which both mechanical design and magnetic field analyses were considered, the most promising solution was defined and a prototype was built and tested. A four-pole sliding permanent magnet was adopted to generate the magnetic field. The experimental results validated the developed models and demonstrated the feasibility developed models and demonstrate the feasibility of the proposed solution. A principle for the automatic clutch actuation is also presented.

In this article the torque characteristic of a permanent magnet magnetorheological (MR) clutch is investigated focusing on the influence of temperature. An experimental campaign was carried out on a test bench equipped with a caulk oxen, heating up to 80°C. The torque characteristic was measured monitoring both fluid and clutch case temperature. Torque data were processed and well fitted by a formula where the temperature dependence is expressed by Arrhenius law. In particular, a loss of transmitted torque for increasing temperature was found. An approximate dependence of MR fluid shear stress on temperature, useful for similar devices, was also obtained.

This paper describes the magnetic design of an innovative fail-safe clutch based on magnetorheological fluid (MRF). A cylindrical arrangement of permanent magnets (PMs) is used to excite the fluid. The suitable distribution of magnetic field inside the MRF and the transmissible torque is obtained by moving the PMs along the axial direction. The device is designed using a magneto/mechanical FEM model, developed on purpose and based on a three-dimensional (3-D) finite-element code, which takes into account the B-H and τ-H functions of the nonlinear materials (e.g., MRF, PM, and ferromagnetic materials). The flux density maps and the shear stress maps inside the fluid are carefully analyzed. Furthermore, in order to validate the FEM model, some preliminary experimental measurements are performed on a prototype. Finally, the magnetic axial force acting on the PM system is investigated.

The handling behaviour of vehicles is an important property for its relation to performance and safety. In 1970s, Pacejka did the groundwork for an objective analysis introducing the handling diagram and the understeer coefficient. In more recent years, the understeer concept is still mentioned but the handling is actively managed by direct yaw control (DYC). In this paper an accurate analysis of the vehicle handling is carried out, considering also the effect of drive forces. This analysis brings to a new formulation of the understeer coefficient, which is almost equivalent to the classical one, but it can be obtained by quasi-steady-state manoeuvres. In addition, it relates the vehicle yaw torque to the understeer coefficient, filling up the gap between the classical handling approach and DYC. A multibody model of a Formula SAE car is then used to perform quasi-steady-state simulations in order to verify the effectiveness of the new formulation. Some vehicle set-ups and wheel drive arrangements are simulated and the results are discussed. In particular, the handling behaviours of the rear wheel drive (RWD) and the front wheel drive (FWD) architectures are compared, finding an apparently surprising result: for the analysed vehicle the FWD is less understeering than for RWD. The relation between the yaw torque and the understeer coefficient allows to understand this behaviour and opens-up the possibility for different yaw control strategies.