Realistic coherent phantom track generation by a group of electronic combat aerial vehicles

We consider the problem of generating a realistic coherent phantom track by a group of ECAVs (Electronic Combat Aerial Vehicles) to deceive a radar network. The phantom track considered is the trajectory of a missile guided by proportional navigation. Sufficient conditions for the existence of feasible ECAV trajectories to generate the phantom track is presented. The line-of-sight guidance law is used to control the ECAVs for practical implementation. A performance index is developed to assess the performance of the ECAVS. Simulation results for single and multiple ECAVs generating the coherent phantom track are presented.

A Protocol for Authentication with Multiple Levels of Anonymity (AMLA) in VANETs

The basic requirements for secure communication in a vehicular ad hoc network (VANET) are anonymous authentication with source non-repudiation and integrity. The existing security protocols in VANETs do not differentiate between the anonymity requirements of different vehicles and the level of anonymity provided by these protocols is the same for all the vehicles in a network. To provide high level of anonymity, the resource requirements of security protocol would also be high. Hence, in a resource constrained VANET, it is necessary to differentiate between the anonymity requirements of different vehicles and to provide the level of anonymity to a vehicle as per its requirement. In this paper, we have proposed a novel protocol for authentication which can provide multiple levels of anonymity in VANETs. The protocol makes use of identity based signature mechanism and pseudonyms to implement anonymous authentication with source non-repudiation and integrity. By controlling the number of pseudonyms issued to a vehicle and the lifetime of each pseudonym for a vehicle, the protocol is able to control the level of anonymity provided to a vehicle. In addition, the protocol includes a novel pseudonym issuance policy using which the protocol can ensure the uniqueness of a newly generated pseudonym by checking only a very small subset of the set of pseudonyms previously issued to all the vehicles. The protocol cryptographically binds an expiry date to each pseudonym, and in this way, enforces an implicit revocation for the pseudonyms. Analytical and simulation results confirm the effectiveness of the proposed protocol.

Optimal trajectory planning for path convergence in three-dimensional space

This article addresses the problem of determining the shortest path that connects a given initial configuration (position, heading angle, and flight path angle) to a given rectilinear or a circular path in three-dimensional space for a constant speed and turn-rate constrained aerial vehicle. The final path is assumed to be located relatively far from the starting point. Due to its simplicity and low computational requirements the algorithm can be implemented on a fixed-wing type unmanned air vehicle in real time in missions where the final path may change dynamically. As wind has a very significant effect on the flight of small aerial vehicles, the method of optimal path planning is extended to meet the same objective in the presence of wind comparable to the speed of the aerial vehicles. But, if the path to be followed is closer to the initial point, an off-line method based on multiple shooting, in combination with a direct transcription technique, is used to obtain the optimal solution. Optimal paths are generated for a variety of cases to show the efficiency of the algorithm. Simulations are presented to demonstrate tracking results using a 6-degrees-of-freedom model of an unmanned air vehicle.

Assessing the road-damaging potential of heavy vehicles

The relative influence of various heavy vehicle design features on road-damaging potential is discussed. Testing procedures that could be used to measure the road-damaging potential of heavy vehicles are examined. A validated vehicle simulation is used to examine some of the characteristics of dynamic tyre forces generated by typical leaf sprung and air sprung articulated heavy vehicles for typical highway conditions. The proposed EC suspension test is simulated and the results compared with dynamic tyre forces generated under highway conditions. It is concluded that the road-damaging potential of a vehicle cannot be assessed by the simplistic parametric measurement of the proposed EC test. It is questionable whether a vehicle that passes the test will be any more 'road friendly' than one that fails.

Transverse evolution of a plasma channel in air induced by a femtosecond laser

We investigate the evolution of filamentation in air by using a longitudinal diffraction method and a plasma fluorescence imaging technique. The diameter of a single filament in which the intensity is clamped increases as the energy of the pump light pulse increases, until multiple filaments appear. (c) 2006 Optical Society of America.

An economic air pollution control model-application : photochemical smog in Los Angeles County in 1975

An economic air pollution control model, which determines the least cost of reaching various air quality levels, is formulated. The model takes the form of a general, nonlinear, mathematical programming problem. Primary contaminant emission levels are the independent variables. The objective function is the cost of attaining various emission levels and is to be minimized subject to constraints that given air quality levels be attained.

The model is applied to a simplified statement of the photochemical smog problem in Los Angeles County in 1975 with emissions specified by a two-dimensional vector, total reactive hydrocarbon, (RHC), and nitrogen oxide, (NO_x), emissions. Air quality, also two-dimensional, is measured by the expected number of days per year that nitrogen dioxide, (NO₂), and mid-day ozone, (O₃), exceed standards in Central Los Angeles.

The minimum cost of reaching various emission levels is found by a linear programming model. The base or "uncontrolled" emission levels are those that will exist in 1975 with the present new car control program and with the degree of stationary source control existing in 1971. Controls, basically "add-on devices", are considered here for used cars, aircraft, and existing stationary sources. It is found that with these added controls, Los Angeles County emission levels [(1300 tons/day RHC, 1000 tons /day NO_x) in 1969] and [(670 tons/day RHC, 790 tons/day NO_x) at the base 1975 level], can be reduced to 260 tons/day RHC (minimum RHC program) and 460 tons/day NO_x (minimum NO_x program).

"Phenomenological" or statistical air quality models provide the relationship between air quality and emissions. These models estimate the relationship by using atmospheric monitoring data taken at one (yearly) emission level and by using certain simple physical assumptions, (e. g., that emissions are reduced proportionately at all points in space and time). For NO₂, (concentrations assumed proportional to NO_x emissions), it is found that standard violations in Central Los Angeles, (55 in 1969), can be reduced to 25, 5, and 0 days per year by controlling emissions to 800, 550, and 300 tons /day, respectively. A probabilistic model reveals that RHC control is much more effective than NO_x control in reducing Central Los Angeles ozone. The 150 days per year ozone violations in 1969 can be reduced to 75, 30, 10, and 0 days per year by abating RHC emissions to 700, 450, 300, and 150 tons/day, respectively, (at the 1969 NO_x emission level).

The control cost-emission level and air quality-emission level relationships are combined in a graphical solution of the complete model to find the cost of various air quality levels. Best possible air quality levels with the controls considered here are 8 O₃ and 10 NO₂ violations per year (minimum ozone program) or 25 O₃ and 3 NO₂ violations per year (minimum NO₂ program) with an annualized cost of $230,000,000 (above the estimated $150,000,000 per year for the new car control program for Los Angeles County motor vehicles in 1975).

Investigation of anti-lock braking strategies for heavy goods vehicles

An articulated lorry was instrumented in order to measure its performance in straight-line braking. The trailer was fitted with two interchangeable tandem axle sub-chassis, one with an air suspension and the other with a steel monoleaf four-spring suspension. The brakes were only applied to the trailer axles, which were fitted with anti-lock braking systems (ABS), with the brake torque controlled in response to anticipated locking of the leading axle of the tandem. The vehicle with the air suspension was observed to have significantly better braking performance than the steel suspension, and to generate smaller inter-axle load transfer and smaller vertical dynamic tyre forces. Computer models of the two suspensions were developed, including their brakes and anti-lock systems. The models were found to reproduce most of the important features of the experimental results. It was concluded that the poor braking performance of the steel four-spring suspension was mainly due to interaction between the ABS and inter-axle load transfer effects. The effect of road roughness was investigated and it was found that vehicle stopping distances can increase significantly with increasing road roughness. Two alternative anti-lock braking control strategies were simulated. It was found that independent sensing and actuation of the ABS system on each wheel greatly reduced the difference in stopping distances between the air and steel suspensions. A control strategy based on limiting wheel slip was least susceptible to the effects of road roughness.

An investigation of the effects of pneumatic actuator design on slip control for heavy vehicles

Progress in reducing actuator delays in pneumatic brake systems is opening the door for advanced anti-lock braking algorithms to be used on heavy goods vehicles. However, little has been published on slip controllers for air-braked heavy vehicles, or the effects of slow pneumatic actuation on their design and performance. This paper introduces a sliding mode slip controller for air-braked heavy vehicles. The effects of pneumatic actuator delays and flow rates on stopping performance and air (energy) consumption are presented through vehicle simulations. Finally, the simulations are validated with experiments using a hardware-in-the-loop rig. It is shown that for each wheel, pneumatic valves with delays smaller than 3ms and orifice diameters around 8mm provide the best performance. © 2013 Copyright Taylor and Francis Group, LLC.

Designing and testing an advanced pneumatic braking system for heavy vehicles

Heavy goods vehicles exhibit poor braking performance in emergency situations when compared to other vehicles. Part of the problem is caused by sluggish pneumatic brake actuators, which limit the control bandwidth of their antilock braking systems. In addition, heuristic control algorithms are used that do not achieve the maximum braking force throughout the stop. In this article, a novel braking system is introduced for pneumatically braked heavy goods vehicles. The conventional brake actuators are improved by placing high-bandwidth, binary-actuated valves directly on the brake chambers. A made-for-purpose valve is described. It achieves a switching delay of 3-4 ms in tests, which is an order of magnitude faster than solenoids in conventional anti-lock braking systems. The heuristic braking control algorithms are replaced with a wheel slip regulator based on sliding mode control. The combined actuator and slip controller are shown to reduce stopping distances on smooth and rough, high friction (μ = 0.9) surfaces by 10% and 27% respectively in hardware-in-the-loop tests compared with conventional ABS. On smooth and rough, low friction (μ = 0.2) surfaces, stopping distances are reduced by 23% and 25%, respectively. Moreover, the overall air reservoir size required on a heavy goods vehicle is governed by its air usage during an anti-lock braking stop on a low friction, smooth surface. The 37% reduction in air usage observed in hardware-in-the-loop tests on this surface therefore represents the potential reduction in reservoir size that could be achieved by the new system. © 2012 IMechE.

Simulation demonstration and experimental fabrication of a multiple-slot waveguide

A multiple-slot waveguide is presented and demonstrated through theoretical simulation. Taking a double-slot waveguide as an example, the results show a nearly 30% enhancement of optical intensity compared with the traditional single-slot waveguide with the same slot gap width. Therefore, the E-field intensity of the slot can be increased by adding another smaller slot. A double-slot waveguide with oxide and air as low index slot materials is realized experimentally and the formation processes of the slots are analyzed.

Surfactantless synthesis of multiple shapes of gold nanostructures and their shape-dependent SERS spectroscopy

A useful method for the synthesis of various gold nanostructures is presented. The results demonstrated that flowerlike nanoparticle arrays, nanowire networks, nanosheets, and nanoflowers were obtained on the solid substrate under different experimental conditions. In addition, surface-enhanced Raman scattering (SERS) spectra of 4-aminothiophenol (4-ATP) on the as-prepared gold nanostructures of various shapes were measured, and their shape-dependent properties were evaluated. The intensity of the SERS signal was the smallest for the gold nanosheets, and the flowerlike nanoparticle arrays gave the strongest SERS signals.

Fast Learning VIEWNET Architectures for Recognizing 3-D Objects from Multiple 2-D Views

The recognition of 3-D objects from sequences of their 2-D views is modeled by a family of self-organizing neural architectures, called VIEWNET, that use View Information Encoded With NETworks. VIEWNET incorporates a preprocessor that generates a compressed but 2-D invariant representation of an image, a supervised incremental learning system that classifies the preprocessed representations into 2-D view categories whose outputs arc combined into 3-D invariant object categories, and a working memory that makes a 3-D object prediction by accumulating evidence from 3-D object category nodes as multiple 2-D views are experienced. The simplest VIEWNET achieves high recognition scores without the need to explicitly code the temporal order of 2-D views in working memory. Working memories are also discussed that save memory resources by implicitly coding temporal order in terms of the relative activity of 2-D view category nodes, rather than as explicit 2-D view transitions. Variants of the VIEWNET architecture may also be used for scene understanding by using a preprocessor and classifier that can determine both What objects are in a scene and Where they are located. The present VIEWNET preprocessor includes the CORT-X 2 filter, which discounts the illuminant, regularizes and completes figural boundaries, and suppresses image noise. This boundary segmentation is rendered invariant under 2-D translation, rotation, and dilation by use of a log-polar transform. The invariant spectra undergo Gaussian coarse coding to further reduce noise and 3-D foreshortening effects, and to increase generalization. These compressed codes are input into the classifier, a supervised learning system based on the fuzzy ARTMAP algorithm. Fuzzy ARTMAP learns 2-D view categories that are invariant under 2-D image translation, rotation, and dilation as well as 3-D image transformations that do not cause a predictive error. Evidence from sequence of 2-D view categories converges at 3-D object nodes that generate a response invariant under changes of 2-D view. These 3-D object nodes input to a working memory that accumulates evidence over time to improve object recognition. ln the simplest working memory, each occurrence (nonoccurrence) of a 2-D view category increases (decreases) the corresponding node's activity in working memory. The maximally active node is used to predict the 3-D object. Recognition is studied with noisy and clean image using slow and fast learning. Slow learning at the fuzzy ARTMAP map field is adapted to learn the conditional probability of the 3-D object given the selected 2-D view category. VIEWNET is demonstrated on an MIT Lincoln Laboratory database of l28x128 2-D views of aircraft with and without additive noise. A recognition rate of up to 90% is achieved with one 2-D view and of up to 98.5% correct with three 2-D views. The properties of 2-D view and 3-D object category nodes are compared with those of cells in monkey inferotemporal cortex.

A Neural Model of 3D Shape-From-Texture: Multiple-Scale Filtering, Boundary Grouping, and Surface Filling-In

A neural model is presented of how cortical areas V1, V2, and V4 interact to convert a textured 2D image into a representation of curved 3D shape. Two basic problems are solved to achieve this: (1) Patterns of spatially discrete 2D texture elements are transformed into a spatially smooth surface representation of 3D shape. (2) Changes in the statistical properties of texture elements across space induce the perceived 3D shape of this surface representation. This is achieved in the model through multiple-scale filtering of a 2D image, followed by a cooperative-competitive grouping network that coherently binds texture elements into boundary webs at the appropriate depths using a scale-to-depth map and a subsequent depth competition stage. These boundary webs then gate filling-in of surface lightness signals in order to form a smooth 3D surface percept. The model quantitatively simulates challenging psychophysical data about perception of prolate ellipsoids (Todd and Akerstrom, 1987, J. Exp. Psych., 13, 242). In particular, the model represents a high degree of 3D curvature for a certain class of images, all of whose texture elements have the same degree of optical compression, in accordance with percepts of human observers. Simulations of 3D percepts of an elliptical cylinder, a slanted plane, and a photo of a golf ball are also presented.

Working Memory Networks for Learning Multiple Groupings of Temporarily Ordered Events: Applications to 3-D Visual Object Recognition

Working memory neural networks are characterized which encode the invariant temporal order of sequential events that may be presented at widely differing speeds, durations, and interstimulus intervals. This temporal order code is designed to enable all possible groupings of sequential events to be stably learned and remembered in real time, even as new events perturb the system. Such a competence is needed in neural architectures which self-organize learned codes for variable-rate speech perception, sensory-motor planning, or 3-D visual object recognition. Using such a working memory, a self-organizing architecture for invariant 3-D visual object recognition is described that is based on the model of Seibert and Waxman [1].

The role of evacuation and fire modelling in the development of safer air travel

Computer based mathematical models describing the aircraft evacuation process and aircraft fire have a role to play in the design and development of safer aircraft, in the implementaion of safer and more rigorous certification criteria and in post mortuum accident investigation. As the cost and risk involved in performing large-scale fire/evacuation experiments for the next generation 'Very Large Aircraft' (VLA) are expected to be high, the development and use of these modelling tools may become essential if these aircraft are to prove a viable reality. By describing the present capabililties and limitations of the EXODUS evacuation model and associated fire models, this paper will examine the future development and data requirements of these models.