Direct and general support maintenance manual crane (CAB) components : recovery vehicle, full tracked: light, armored, M578 (2350-00-429-6242).

"October 1982."

Direct support and general support maintenance repair parts and special tools lists (including depot maintenance repair parts and special tools) for recovery vehicle, full tracked: light, armored, M578 (2350-00-439-6242) : hull and related components.

Includes index.

Hand receipt covering contents of Components of End Item (COEI), Basic Issue Items (BII), and Additional Authorization List (AAL) for vehicle, combat engineer, full-tracked, M728, (2350-00-795-1797).

"April 1987."

Hand receipt covering content of Components of End Item (COEI), Basic Issue Items (BII), and Additional Authorization List (AAL) for fighting vehicle, infantry, M2, (2350-01-048-5920) and fighting vehicle, cavalry, M3, (2350-01-049-2695).

"August 1984."

Direct support and general support maintenance manual for hull, suspension, and miscellaneous components of the hull for armored reconnaissance/airborne assault vehicle, full tracked 152 mm gun/launcher, M551 (NSN 2350-00-873-5408) and M551A1 (NSN 2350-00-140-5151).

Includes index.

Organizational, direct support, and general support maintenance repair parts and special tools lists (including depot maintenance allowances) for hull, suspension, and miscellaneous components of hull for armored reconnaissance/airborne assault vehicle, full tracked, 152 mm, M551 (2350-00-873-5408) and M551A1 (2350-00-140-5151).

"September 1975."

Direct support and general support maintenance repair parts and special tools lists (including depot maintenance repair parts and special tools for recovery vehicle, full tracked, light, armored, M578 (2350-00-439-6242), crane (cab) components.

"May 1982."

Direct support and general support maintenance repair parts and special tools lists (including depot maintenance repair parts and special tools) for recovery vehicle, full tracked, light, armored, M578 (2350-00-439-6242) : hull and related components.

"June 1982."

Direct and general support maintenance manual, hull and related components : recovery vehicle, full tracked : light, armored, M578 (NSN 2350-00-439-6242).

"December 1981."

Hand receipt covering contents of components of end item (COEI), basic issue items (BII), and additional authorization list (AAL) for vehicle, combat engineer, full-tracked, M728 (2350-00-795-1797).

"April 1987."

Hand receipt covering contents of Components of End Item (COEI), Basic Issued Items (BII), and Additional Authorization List (AAL) for combat vehicle, anti-tank : improved tow vehicle, M901 (2350-01-045-1123).

"April 1983."

Altering heavy vehicle air suspension dynamic forces by modifying air lines

An experimental programme in 2007 used three air suspended heavy vehicles travelling over typical urban roads to determine whether dynamic axle-to-chassis forces could be reduced by using larger-than-standard diameter longitudinal air lines. This paper presents methodology, interim analysis and partial results from that programme. Alterations to dynamic measures derived from axle-to-chassis forces for the case of standard-sized longitudinal air lines vs. the test case where larger longitudinal air lines were fitted are presented and discussed. This leads to conclusions regarding the possibility that dynamic loadings between heavy vehicle suspensions and chassis may be reduced by fitting larger longitudinal air lines to air-suspended heavy vehicles. Reductions in the shock and vibration loads to heavy vehicle suspension components could lead to lighter and more economical chassis and suspensions. This could therefore lead to reduced tare and increased payloads without an increase in gross vehicle mass.

Physically sound vehicle-driver model for realistic microscopic simulation

In microscopic traffic simulators, the interaction between vehicles is considered. The dynamics of the system then becomes an emergent property of the interaction between its components. Such interactions include lane-changing, car-following behaviours and intersection management. Although, in some cases, such simulators produce realistic prediction, they do not allow for an important aspect of the dynamics, that is, the driver-vehicle interaction. This paper introduces a physically sound vehicle-driver model for realistic microscopic simulation. By building a nanoscopic traffic simulation model that uses steering angle and throttle position as parameters, the model aims to overcome unrealistic acceleration and deceleration values, as found in various microscopic simulation tools. A physics engine calculates the driving force of the vehicle, and the preliminary results presented here, show that, through a realistic driver-vehicle-environment simulator, it becomes possible to model realistic driver and vehicle behaviours in a traffic simulation.

Intercontinental haptic teleoperation of a flying vehicle : a step towards real-time applications

This paper describes the theory and practice for a stable haptic teleoperation of a flying vehicle. It extends passivity-based control framework for haptic teleoperation of aerial vehicles in the longest intercontinental setting that presents great challenges. The practicality of the control architecture has been shown in maneuvering and obstacle-avoidance tasks over the internet with the presence of significant time-varying delays and packet losses. Experimental results are presented for teleoperation of a slave quadrotor in Australia from a master station in the Netherlands. The results show that the remote operator is able to safely maneuver the flying vehicle through a structure using haptic feedback of the state of the slave and the perceived obstacles.

Optimising offsets and bandwidths in vehicle traffic networks

Bandwidths and offsets are important components in vehicle traffic control strategies. This article proposes new methods for quantifying and selecting them. Bandwidth is the amount of green time available for vehicles to travel through adjacent intersections without the requirement to stop at the second traffic light. The offset is the difference between the starting-time of ``green'' periods at two adjacent intersections, along a given route. The core ideas in this article were developed during the 2013 Maths and Industry Study Group in Brisbane, Australia. Analytical expressions for computing bandwidth, as a function of offset, are developed. An optimisation model, for selecting offsets across an arterial, is proposed. Arterial roads were focussed upon, as bandwidth and offset have a greater impact on these types of road as opposed to a full traffic network. A generic optimisation-simulation approach is also proposed to refine an initial starting solution, according to a specified metric. A metric that reflects the number of stops, and the distance between stops, is proposed to explicitly reduce the dissatisfaction of road users, and to implicitly reduce fuel consumption and emissions. Conceptually the optimisation-simulation approach is superior as it handles real-life complexities and is a global optimisation approach. The models and equations in this article can be used in road planning and traffic control.