In this paper, we propose a vibration suppression method that takes fuel cutoff into account for an automobile powertrain during rapid acceleration and investigate its effectiveness. An automobile powertrain transmits engine torque to the tires, which causes vibration of the vehicle body during rapid acceleration. The engine is used as an actuator to control this vibration. However, the engine output has a constraint by fuel cut. This degrades the vibration suppression effect of vibration control. In addition, all vehicles will be controlled via controller area networks. The discretization width of control signals and the communications traffic are in the relationship of trade-off. The communications traffic in vehicles will increase in the future. Therefore, we need a control system that can suppress vibration even with coarse discretization widths. In this study, we propose a powertrain vibration control method using an optimal dynamic quantizer as the countermeasure. Optimal dynamic quantizer minimizes the effects on the tracking error (in the control system) due to the quantization. Then, we quantitatively examine the robustness at various quantization widths for the proposed control system. As a result, the optimal dynamic quantizer allows for smoother acceleration while suppressing vibration compared to the case with static quantizers. In conclusion, the performance of the proposed control system is investigated quantitatively.

In the treatment of dentofacial deformities in oral and maxillofacial surgery, a maxilla-mandibular bone is cut using a rotary cutting tool. Generally, an oral and maxillofacial surgeon determines the end of cutting with a cutting bar by sensory change transmitted from the cortical bone(hard layer) to the cancellous bone (soft layer) in the hand of the surgeon. It is required the extensive experience and advanced surgical skills to avoid a risk of sequelae due to excessive damage to blood vessels and nerves caused by excessive cut. Therefore, it is important to establish an objective and quantitative index for the cancellous bone reaching in order to perform the procedure safely. The purpose of this study is to construct an evaluation index for judging the accession of the cutting bar at the cancellous bone. This study focuses on the density of the frequency spectral component of the vibration acceleration of the handpiece and defines the change in the density of the spectral component as a new evaluation index. The accuracy of the proposed evaluation index was evaluated by the artificial bone cutting tests simulating the oral and maxillofacial surgery. In addition, the effects of proficiency in the surgery on the judgment results were examined.

Chatter vibration generated in cutting thin-walled cylindrical workpiece is self-excited vibration caused by the coupling of two natural vibration modes which have the same number but different position of the node diameters in thin-walled cylindrical workpiece (sine mode and cosine mode). The stability of the coupled vibration system can be determined by whether the gain of the open-loop transfer function is greater than 1 at the phase crossover frequency of the open-loop transfer function. Since the natural frequency of the sine mode and the natural frequency of the cosine mode of a thin-walled cylindrical workpiece match, the natural frequency becomes the phase crossover frequency with a phase lag of 180°. The open-loop transfer function of this coupled vibration system is represented by the product of three quantities，cutting depth - principal force characteristics (block 1), principal force - thrust force characteristics (block 2), thrust force - translational displacement characteristics (block 3). Of these three characteristics, only the thrust force - translational displacement characteristics reflect differences in workpiece dimensions. In this paper, it is shown that the generation of chatter vibration can be predicted from the value of thrust force - translational displacement characteristic at natural frequency (resonance peak value).

Lower limb exoskeletons with actuators aid physically challenged individuals in walking. We had developed a novel, lighter than conventional, magnetic strain wave gear for exoskeletons. However, output shaft was not rotated when overloaded even through input shaft was rotated (step out phenomenon). Then, the transmission torque was limited by a step-out phenomenon. In the paper, we aimed to elucidate a step-out phenomenon for future design. We observed deformation shape of two types of magnetic strain wave gears, through multi flexible dynamics analysis with magnetic force database and measurement using displacement sensors. Basically, the deformation shape was ellipse. The phase difference between rotational angle of input shaft and tilt angle of ellipse deformation shape was enlarged when the load was increased. The phase different became excessive and the deformation shape was changed to true circle when overloaded showed. Compared a gear with small 4-pole magnets, a gear with large 16-pole magnets could keep deforming shape and it had higher limitation torque.

This paper describes the construction of the numerical model of a passive damping device called eMDVA (embedded Mass Dynamic Vibration Absorber) and experimental investigation of the eMDVA's multi-modal damping effect for elastic vibrations of a plate-like structure. The eMDVA consists of a ball-like mass embedded in a viscoelastic medium; and the mass can vibrate in every direction. When the thickness of the viscoelastic medium differs in the X, Y, and Z directions, the ball-like mass has different natural frequencies for every vibration direction. An appropriate numerical model that can predict these natural frequencies correctly is needed to design the eMDVA; in particular, defining the viscoelastic properties is an important and challenging subject. In this work, the Prony series is used to express the viscoelastic material, and the setting process of the coefficients in the Prony series is studied. It has been shown that using a sufficient number of terms in the Prony series and using sufficient measurement data to define their coefficient leads to good results in expressing the viscoelastic material. Using the constructed viscoelastic model, vibration characteristics of the eMDVA, such as the change of the natural frequencies versus the viscoelastic material's shape change and frequency response characteristics, are investigated numerically using a commercial finite element software Ansys. After that, an eMDVA is produced and applied to a plate-like elastic structure. A series of excitation tests are conducted, and the multi-mode vibration reduction effect by the eMDVA has been demonstrated.

In end milling, chatter vibration generated during processing becomes a problem in processing accuracy. Chatter vibration is classified into forced chatter and self-excited chatter depending on the cause of the vibration. Especially, stability of self-excited chatter is very important, because it becomes large amplitude vibration if it occurs. Generally, the chatter vibration phenomenon in end milling is modeled as a periodic system with time delay. However, all of the existing stability analysis methods of self-excited chatter are approximate and an accurate analysis method has not been established. In this study, a numerical method to calculate characteristic exponents of a periodic system with time delay equal to the fundamental period accurately using Fourier series is proposed. The proposed method is applied to the stability analysis of the self-excited chatter in end milling. The validity and accuracy of the proposed method is confirmed by comparing the results of the proposed method to well-known real phenomena and the numerical simulation results. Furthermore, the analysis method is applied to the case that the support of the tool is anisotropic, and influence of the anisotropic support for the self-excited vibration is studied.

Recent advancements in digitalization have resulted in the daily collection of vast amounts of data. To capitalize on this wealth of information, it is imperative to address multivariate issues, many of which are classified as NP-hard problems. One potential solution lies in metaheuristic optimization methods, which offer shorter search times and can generate approximate solutions. These techniques have seen applications across various domains. Nevertheless, a significant challenge posed by numerous representative metaheuristic methods involves the necessity for parameter configurations, the values of which notably impact convergence accuracy. This study proposes a novel optimization methodology grounded in metaheuristic optimization techniques that eliminate the need for problem-dependent accuracy affecting parameter settings. The authors assessed the efficacy of our method using standard benchmark functions and engineering benchmark problems. Furthermore, we employed it to search for multiple variables, such as historical curves, while conducting a nonlinear seismic response analysis in a real-world application scenario. Our findings confirm that our approach is not only more cost-effective but also superior in accuracy compared to previously used metaheuristic optimization methods.

Vibration reduction strategies based on wave propagation phenomena, such as generating band gaps in periodic structures, are attracting attention in the field of mechanical engineering. This paper investigates how the structural and material compositions influence band gap characteristics (band gap frequencies and width) of composite beams of metallic materials with flat surfaces. The composite beams in this study are composed of the periodic structure of the "unit cell," and a unit cell consists of two different parts (called cells a and b). Numerical analysis to obtain a dispersion curve by applying the wave finite element method (WFEM) was first carried out to check band gap generation in the metallic composite beams. The relationship between structural characteristics (bending rigidity ratio, mass ratio, or length of the two parts of the unit cell) and the band gap characteristics was investigated numerically using the WFEM. Some composite beams with a band gap lower than 1 kHz with a broad frequency band were designed. Then, their frequency response characteristics were calculated using a commercial FEM software Ansys to confirm the vibration reduction (or suppression) effect in the specified frequency band. Actual metallic composite beams were created using a metal 3D printer, and excitation tests were conducted to verify the numerical results. As a result, band gap generation was demonstrated experimentally. Numerical investigations were also carried out to design composite beams of two different metals to have a wider band gap.

The testing machine requires additional controller with existing one in the sake of improvement of its functions such as robustness and tracking performance. This approach is known as controller fusion method. In this approach, two controllers, one is additional and another is existing, can collaborate with each other to improve performance with cross-effect. However they also conflict each other since they designed each by each. This is called as confliction as a negative effect in cross-effect. This study developed the transfer function model for cross-effect in the fusion of acceleration feedback controller and displacement feedback controller since still not clearly described of details in the fusion of two controllers. The model equation was validated by experiment with small scale shaking table. The controllers for it designed using suggested transfer function model. The motion of this test rig marked well tracing to simulated output signal calculated by suggested model in both acceleration and displacement domain. The experiment results show the model well represent the cross-effect of controllers. According to these results, the detailed knowledge of controller fusion, the mechanism of why controllers conflicts each other, is shown clearly. Also, this results can apply not only for shaking tables but also for variety of mechatoronic systems with two controllers for one controlled plant.

This paper considered a new implementation method for the stable manifold method, which is one of the nonlinear optimal control methods, using the state-dependent Riccati equation (SDRE) method. In the conventional stable manifold method, the optimal trajectory of the control object was generated by integrating the Euler-Lagrange equations corresponding to the Hamiltonian in the inverse time direction, and the state feedback control law was obtained by a polynomial approximation of the obtained solution. However, implementing this method using polynomial approximation is difficult due to problems such as determining the degree of the approximation formula, the computational cost of the approximation calculation itself, and the inability to perform polynomial approximation for complex trajectories. In contrast, the proposed method in this study aimed to achieve pseudo-nonlinear optimal control by using the SDRE method to track the optimal trajectory obtained by the stable manifold method. This method is easier to implement than the conventional stable manifold method because it does not use polynomial approximation, which is a barrier to applying it to actual systems, and instead uses a linear optimal control framework to track the optimal trajectory. The effectiveness of this method was demonstrated by swing-up and stabilization control experiments of a rotary inverted pendulum.

This study investigates a new method for the effective application of active secondary suspension for reducing vertical vibration of the carbody to improve ride comfort of railway vehicles. So far, most previous control methods have contributed to reducing the vibration of the rigid body modes of the carbody at approximately 1 Hz or the first bending mode at approximately 10 Hz. However , in modern high-speed vehicles, higher frequency vibrations generally have a relatively greater influence on vertical ride comfort than vibrations of around 1–2 Hz. Focusing on this fact, the authors propose active secondary suspension with feedback control of the vertical vibration velocity of the bogie frame as a method for reducing carbody vibrations in a wide frequency band above 2 Hz to improve ride comfort. Numerical simulations were carried out to simulate the actual running of a Shinkansen using a vehicle model corresponding to a Shinkansen vehicle with 14 degrees of freedom, considering the vertical and longitudinal dynamics of the vehicle. The results show that this method is mainly effective in reducing vertical carbody vibration above 3 Hz and that the frequency band for vibration reduction can be extended to 1 Hz or lower by combining this method with feedback control of the vertical displacement of the bogie.

The objectives to extend the available range of pipe supports up to plastic region are below; one is to enlarge the loading capacity, and the other is to add damping to piping systems using the absorption effect of seismic energy due to the elastic-plastic hysteresis property. However, the pipe support design that balances these two functions is difficult. In this study, a design concept to achieve both of these functions is proposed and its feasibility is shown. First, the effectiveness of the elastic-plastic design with the allowable load for the existing elastic-plastic pipe supports was compared. The results showed that although an increase in loading capacity can be expected due to elastic-plastic pipe supports, the damping effect depends on the shape of the supports, so that damping due to plasticity cannot be expected much. To obtain sufficient damping effect, an additional design process is required to adjust the yield load for each support. Next, to overcome this drawback, an elastic-plastic pipe support with a hybrid structure of frame type structure and cantilever structure was proposed. The frame-type structure ensures pipe support and prevents excessive deformation of the piping, and the cantilever structure increases the damping effect. This proposed design makes it easy to optimize both functions.

This paper describes a consideration of the difference in wheel/rail tangential contact force characteristics between in running tests and in laboratory experiments. To improve the accuracy of vehicle dynamics analysis, it is important to obtain the relationship between the tangential contact force coefficient and the slip ratio under realistic conditions. Since these characteristics cannot be obtained by numerical analysis, running tests on commercial lines and laboratory experiments using a twin-disk rolling machine are carried out. On the other hand, under conditions of high slip ratios, these characteristics differ between cases where the tangential contact force coefficient between wheel/rail remains contact and cases where the tangential contact force coefficient decreases. In this study, focusing on the state of the coefficient of friction between wheel/rail, a 3D-MBD model which can simulate vehicle behavior during braking was constructed on the SIMPACK commercial software, and these different reasons and their relationships were discussed. The result clarified that the difference in these characteristics is due to whether the friction coefficient on the contact surface is constant or fluctuating during the measurement by numerical analysis. That is, the characteristics measured in laboratory experiments can be modeled by Kalker’s rolling contact theory with a constant friction coefficient, and the characteristics measured in running tests can be modeled by combining the characteristics obtained by the Kalker’s theory under the conditions of different friction coefficients at each running distance.

This study investigated the compression molding of hybrid composite materials using waste concrete powder (WCP) and bagasse fiber (BF) as a novel reuse procedure for waste concrete. The matrix of the composite material was applied to powder-type polyethylene (PE) to facilitate the compression molding of the gas vent. The WCP was obtained by milling siliceous waste concrete using a pot mill procedure. The main constituent of the WCP was quartz. The flexural strength and modulus of the hybrid composite material, in which BF was added to mix the powder with PE and WCP, increased with increasing BF content and exhibited a maximum value at a BF content of 30 wt. %. Next, to improve the mechanical properties of the hybrid composite material, we attempted to improve the adhesiveness between PE and BF by increasing the molding temperature. The mechanical properties of the hybrid composite material with a BF content of 40 wt. % exhibited the highest values at a molding temperature of 413 K. Furthermore, by increasing the WCP content in the hybrid composite material with a BF content of 40 wt. %, the flexural strength exhibited the maximum value at a WCP content of 20 wt. %. Therefore, it was revealed that the composite material using PE powder and WCP could be strengthened by adding BF.

Since many bolted connections are used in rolling stock, it is necessary to improve the prediction accuracy of stress distribution of the connections in order to reduce the weight and improve the reliability of the structure. In addition, it is important to balance accuracy and reduction computation time by using low-dimensional elements such as shell and beam in the analysis of large structures such as rolling stock. The purpose of this study is to verify the practicality of the simplified finite element modeling method for bolted joints of attachment rails in rolling stock composed of aluminium alloy hollow extrusions, which was proposed in the previous study. In order to understand the behavior of the joints, static load tests were conducted on a full-scale specimen with four attachment rail bolt joints, in which combined tensile, shear, and bending loads were applied, and the strains in the vicinity of the joints were obtained. Simplified modeling using shells, beams, and RBE3 elements was also performed on the specimen. The results showed that the deformation mode of the attachment rail could be reproduced by the simplified model. In addition, the results of the simplified model agreed with the test results in terms of the strain distribution at the nominal section of surface plate and the observed maximum error was 5.0%. It was also confirmed that the simplified model could reproduce the local strain distribution in the extrusion direction and the transverse direction of the extrusion of the attachment rail near the bolted joint. Therefore, we concluded that this simplified modeling method could be practically applied to modeling of bolted joints of attachment rails in actual underfloor equipment of vehicles.

For isotropic dissimilar materials, it is well known that the stress state can be expressed by two independent material composite parameters named Dundurs parameters α^iso, β^iso. Similar composite parameters were also derived for orthotropic dissimilar materials as α , β , Γ_A , Γ_B , ρ_A , ρ_B . Compared to two parameters in isotropic dissimilar materials, anisotropic dissimilar materials have such six independent material parameters, making it much more difficult to use previous analysis results and requiring the new analysis each time. In this study, first, the interface crack in orthotropic dissimilar materials is analyzed by applying the proportional method. Second, the singular stress field in orthotropic materials is compared with that in the isotropic dissimilar material under the condition α = α^iso，β = β^iso. The results show that the singular stress field in orthotropic dissimilar material can be evaluated within a few percent error in most cases from that in isotropic dissimilar material when α = α^iso，β = β^iso. In this isotropic replacement by applying α = α^iso，β = β^iso, the singular interface stress distributions in orthotropic dissimilar plates can be estimated within the 10% error even when the material anisotropy is widely changed.

Ball bearings are used for many mechanisms. For the precious linear motion mechanism, it is very important to know the ball bearing deformation because the driving load is supported by the bearing. Especially, for the focus control mechanism of the optical telescope, even a very small deformation is not negligible because a sub-micron precision is required for the driving stroke. The Hertz’s formula is very familiar to the relation between the load and the displacement in a small contact area. Hertz derived the formula by using a potential of the electricity distribution in the ellipsoid body. However, it is reported that an error becomes large when the contact area is large. It is a reason that the elliptic paraboloid is used for the ellipsoid body in the Hertzian contact theory. Some modified equations are reported by Nishihara et.al, Tatara and Villaggio. However, the modified equations by Nishihara et al. and Villaggio are a little different from the FEM result. Therefore, in this paper, a contact deformation for the 2 equivalent spheres is analyzed by the indirect-fictitious boundary integral method. For the relation between the load and the displacement, a new modified equation with the fractional expression is derived in this paper. And, for the relation between the load and the contact radius, it is confirmed that the Hertz’s formula is correct.

Impact vibration due to the train passage at the joint of tongue rail has been known to induce the fatigue fracture of the hinged lug of turnouts. The impact vibration is considered to be enhanced by the mismatch of rails, the gap between the tongue rail and the base plate, and the loss of the tightening force of the bolt at the joint plate. However, the detailed mechanism has been unrevealed since the direct observation of the joint during train passage is inaccessible. In this study, we first measure the displacements of the tongue rail at the joint during train passage using small-size cameras. We evaluate the turnout whose hinged lug was broken. Displacement measurements show that the heel of the tongue rail (close to the joint) moves vertically downward by 3.9 mm and the toe of the tongue rail moves vertically upward by 2.3 mm when the train passes through the joint. Finite element analysis reveals that the downward displacement of the heel is caused by the gap between the tongue rail and the base plate and the upward displacement of the toe is caused by the rotation of the tongue rail around the supporting base plate. Acceleration measurements show that two peaks of impact acceleration enlarge the acceleration amplitudes (4400–7500 m/s²). Finite element analysis reveals that the first and second peaks are caused by the collision between the tongue rail and the wheel and that between the tongue rail and the base plate, respectively. Our results indicate that the gap between the tongue rail and the base plate should be minimized in addition to the mismatch of rails to reduce the amplitude of the impact vibration.

Heat transport characteristics of three-dimensional pulsating heat pipe (3D-PHP) have been investigated experimentally. The 3D-PHP consists of 20 tubes and heating block made of copper. The 3D-PHP has 2 layers of 5 turn flow paths (10 tubes) and the layers are interconnected. The operational orientation of 3D-PHP was bottom heat. The bottom of heating block was heated by a ceramic heater. Copper tubes that played a role of heat dissipation fin were cooled by air flow. Fluorinert FC-72 was used as the working fluid and filling ratio was 50 % of the channel volume. The 3D-PHP was tested for various air velocity and heat load. Heat load increased by 10 W to 100 W and decreased by 100 W to 10 W. It was found that the thermal resistance at decreased heat load was lower than that at increased heat load for the same heat load when the heat load was lower than the start-up heat load. On the other hand, when heat input was higher than the start-up heat load, the thermal resistance at decreased heat load were approximately as same as that at increased heat load for the same heat load. Those were confirmed for all cooling air velocities within the scope of this study.

This paper deals with the reproducibility of the running safety limit diagram of multi-connected vehicle using the reduced-order-model. The vehicle model consists of 10 cars and has 210 degrees of freedom. It needs much time to simulate the car’s behavior and make the running safety limit diagram by numerical calculation because the model has enormous degrees of freedom, so we consider about model reduction to decrease the calculation time. So far, when the types of car’s characteristics or input waves have been changed, we reconstructed reduced-order-model for each case, so it is difficult to make the running safety limit diagram which needs various types of input waves (many cases of frequency or acceleration amplitude) when using the reduced-order-model. Therefore, in this study, we use an index called as ‘multiplicity’ of mode for all of 210 modes, and make ‘common’ reduced-order-model by using modes whose multiplicities are high. As a result, if the common model included 20 – 60 modes, the model could reproduce the running safety limit diagram of original model, and the calculation cost decreased by 75 % when 20 – 50 modes, and by 35 % when 60 modes. Considering both accuracy and calculation cost, 50 modes was better to make the diagram. Moreover, the reduced-order-model which included 50 modes was also applicable to the running safety limit diagram using real seismic waves.

In modern vehicle development, concurrent modular design, which is a productive manufacturing approach that uses pre-made and interchangeable modules to build vehicles and subsystems, has become mainstream to improve design efficiency and strengthen market responsiveness along with the increasing trend towards electrification and electronic systematization. The achievement of the modular design method is also desired in the design of vibration related to several performances such as durability and noise performance. However, developing the modular design method is a challenging task as the performance is influenced by all the subsystems constituting the whole structure. In this paper, a method for reshaping the eigenmode of only focused subsystem to the desired one is proposed as one of the modular design methods. The formulations to calculate a desired eigenmode shape of the focused subsystem are derived based on the dynamic stiffness matrix-based sub-structuring approach and the perspective of maintaining the relationship of vibration coupling between subsystems, which is constituted of internal forces and the eigenmode vector on coupling region where the forces act. Furthermore, the one-on-one correspondence between the reshaping amount of eigenmode and the dynamic stiffness matrix deviation for the reshaping is built involving the finite element model of the focused subsystem and the boundary conditions by expanding the formulation above. Therefore, reshaping to the desired eigenmode with realizable structural modification is achieved. Finally, this proposed method is applied to a numerical case study to reduce vibration responses by allocating modal strain energy to a focused subsystem from the perspective of increasing damping effect.

In this paper, we present a void topology identification analysis in structures based on the level-set-based topology optimization using a weighted sensitivity method. The void topologies are identified by using the observed hammering response data and the gradient of the Lagrange function with respect to the level-set function. The numerical simulation of structural oscillation is performed by the finite element method, and the void topology identification analysis is formulated by the adjoint variable method. An improvement of how to give numerical parameters in the weighted sensitivity method is conducted, and numerical tests are carried out for minimization problem of the Rosenbrock function. The improved procedure is applied for the void topology identification analysis, and applicability of the proposed method is shown in this paper.

The simultaneously iterative procedure proposed by the authors is applied to elastoplastic problems with damage. From the definition of a coupled problem of the weak form of the equilibrium equation and the constraint conditions for plastic yielding and damage evolution at every material point, the authors develop a numerical procedure based on the block Newton method to solve them with simultaneous linearization. In the proposed block Newton method, the consistent tangent can be derived algebraically, and the internal variables, which consist of the plastic parameter and the damage parameter, can also be updated algebraically without any local iterative calculations. Furthermore, the pseudo-stress for the residuals of both the yield condition and the damage evolution law is incorporated into the linearized weak form of the equilibrium equation. Thus, the proposed approach allows us to simultaneously reduce the residuals in the coupled boundary value problems. Some numerical examples illustrate the validity and effectiveness of the presented procedure for elastoplastic problems with Lemaitre damage model.

Low temperature difference Stirling engine is an excellent teaching material for mechanical design because (1) students can experience all of four dynamics (material mechanics, fluid dynamics, thermodynamics, and dynamics of machinery) by designing and constructing it, (2) it is safe even if the design is not appropriate, so it allows students to freely try their own ideas, (3) there are many variations of engine configurations, including types and mechanisms, so there is much room for creativity and ingenuity, and (4) as the structure is simple, it is easy for students to understand if their ideas make sense. On the other hand, it is not easy to construct a working engine because of its low power. In order to make low temperature difference Stirling engines more effective teaching materials, this paper describes the design and fabrication of a low temperature difference Stirling engine with high power per swept volume that can run at higher speed. The results of analyzing the working fluid temperatures in the expansion and compression spaces indicate that the temperature ratio increases with increasing speed even in a low temperature difference Stirling engine. We found that an arrayed resin regenerator can provide high performance, and realized that a Stirling engine with a power piston swept volume of 4.5 cc and using hot water and ice as heat sources can run at a maximum power of 171 mW and a maximum speed of 31.3 Hz. Compared with other low temperature difference Stirling engines, the power per swept volume of test engine is more than 10 times higher and the rotational speed is nearly three times higher than those of the low temperature difference Stirling engines already reported. The results show that low temperature difference Stirling engines with high power per swept volume can be designed and fabricated by using 3D printers, and the value of the low temperature difference Stirling engine as a teaching material has been enhanced.

In the natural sciences, a common methodology is to observe phenomena, formulate a hypothesis, and verify it. However, human errors such as pedal mis-operation occur very infrequently, making it difficult to apply this methodology. Therefore, we established a method to artificially generate a pedal mis-operation situation on a driving simulator. Specifically, the method is remotely changing the pedal position so that the driver would not notice it. In this experiment, we acquired video and driving data. In this paper, we extracted driver features from the accumulated data and investigated them. The results showed that aging slows down the transition from accelerator pedal mis-operation to correct brake operation. In addition, it was found that elderly drivers tended to press the accelerator pedal again after mishandling the accelerator pedal. It is inferred that the higher incidence of mis-step accidents among younger drivers in the statistics is due to the higher frequency of pedal misapplication errors. On the other hand, it was found that the influence of driving frequency and gender was small. We confirmed that driver characteristics can be divided into "ability axis" and "personality and driving habit axis" by principal component analysis. Furthermore, decision tree analysis was used to analyze the driver features that allow the driver to operate the brakes correctly even if there is a accelerator pedal mis-operation.