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Pal and Mallikarjuna [2] collected data and evaluated the average lateral gap versus percentage area occupancy relationship in heterogeneous traffic.
This may happen as at near zero speeds, LC requirement is quite low and vehicles really do not feel constrained at that speed with the existing lateral gap.
(b) The lateral gap on any side (left or right) of a vehicle is equal to the minimum of all gaps maintained by that vehicle to other vehicle on that side.
The results show that, in the non-uniplanar case, the favorably oriented grain overgrows the unfavorably oriented grain by developing new dendrites in the lateral gap where the primary dendrites of the unfavorably oriented grain diverge from the mold wall.
The results show that there are different material removal mechanisms in the frontal gap and the lateral gap and that, in the latter, there is a transition from EDM to ECM.
The tolerances in magnitude of the pull out time, relative velocity, lateral gap and longitudinal clearances between the separating bodies were used to find out the nonoccurrence of collision between the separating bodies.
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In a later study [3], it was found that lateral gaps maintained by vehicles vary with respect to their speeds and vehicle types.
It is necessary to study these interactions in the form of maintained lateral gaps for modeling this traffic scenario.
Relationships between lateral gaps and speed are modeled as regression lines with positive slopes and beta-distributed residuals.
They are driven on different roads in six cities of India, to measure lateral gaps maintained with different interacting vehicles at different speeds.
In addition, feedback-based protocol is designed to control the platoon considering the longitudinal and lateral gaps simultaneously as well as different network topologies.
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