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A new model-free setting and the corresponding "intelligent" P and PD controllers are employed for the longitudinal and lateral motions of a vehicle. This new approach has been developed and used in order to ensure simultaneously a best profile tracking for the longitudinal and lateral behaviors. The longitudinal speed and the derivative of the lateral deviation, on one hand, the driving/braking torque and the steering angle, on the other hand, are respectively the output and the input variables. Let us emphasize that a "good" mathematical modeling, which is quite difficult, if not impossible to obtain, is not needed for such a design. An important part of this publication is focused on the presentation of simulation results with actual and virtual data. The actual data, used in Matlab as reference trajectories, have been obtained from a properly instrumented car (Peugeot 406). Other virtual sets of data have been generated through the interconnected platform SiVIC/RTMaps. It is a dedicated virtual simulation platform for prototyping and validation of advanced driving assistance systems. Keywords- Longitudinal and lateral vehicle control, model-free control, intelligent P controller (i-P controller), algebraic estimation, ADAS (Advanced Driving Assistance Systems).

The Marshall Space Flight Center has a rich heritage of launch vehicles that have used aerodynamic surfaces for flight stability such as the Saturn vehicles and flight control such as on the Redstone. Recently, due to aft center-of-gravity locations on launch vehicles currently being studied, the need has arisen for the vehicle control augmentation that is provided by these flight controls. Aerodynamic flight control can also reduce engine gimbaling requirements, provide actuator failure protection, enhance crew safety, and increase vehicle reliability, and payload capability. In the Saturn era, NASA went to the Moon with 300 sq ft of aerodynamic surfaces on the Saturn V. Since those days, the wealth of smart materials and advanced composites that have been developed allow for the design of very lightweight, strong, and innovative launch vehicle flight control surfaces. This paper presents an overview of the advanced composites and smart materials that are directly applicable to launch vehicle control surfaces.

UUVs equipped with high-level control software have a variety of potential applications for Anti-Terrorism/Force Protection (ATFP) objectives. Desirable vehicle control capabilities include the ability to drive at very low, controllable speeds, the ability to maintain a set distance and attitude (pitch and roll) relative to some surface for optimal sensor (both sonar and video) effectiveness, and the ability for the operator to intervene to change the mission activities. Moreover, a vehicle capable of rotating in place or having a fraction of a meter turning radius is needed to conduct the mission. The present state-of-art vehicles are not maneuverable enough to successfully accomplish most of these tasks. The novel controllers are expected to be nonlinear due to the fact that the vehicle is translating at nonzero attitude or translating in a direction different from that of the surface. Non-linear controller that compensates for non-linear forces (such as drag, buoyancy/gravity) was designed, installed onto the UUV test-bed, and in-water tested. The structure of a controller is hierarchical such that an inner loop non-linear controller (outputs the appropriate thrust values) is the same for all mission scenarios while an appropriate outer-loop nonlinear controller is used based on what mission or part of the mission is desired.

Electric vehicles (EVs) face customer hesitancy due to challenges in locating fast charging stations, lengthy recharging times, and incompatible charging ports. This research addresses these issues by proposing a novel current mode control strategy for EV battery charging. Traditional charging methods often result in suboptimal rates, battery degradation, and safety risks. The primary objective is to enhance charging efficiency, safety, and battery lifespan by optimizing parameters such as voltage and current. Control mode charging offers significant advantages over plug-in charging by minimizing stress factors that contribute to degradation, such as high temperatures and excessive charging cycles. This approach aims to extend the lifespan of EV batteries while ensuring safe, efficient, and fast charging. The control system offers three charging modes: slow (0.49 A, 6.31 W, 264 mins), medium (2.74 A, 34.85 W, 50 mins), and fast (4.62 A, 50.80 W, 30 mins) using a 12 V single-phase supply. This advanced strategy significantly improves EV charging system efficiency, with fast charging achieving 80% higher efficiency than slow charging in both simulations and experimental testing. The key contribution of this research is the development of a tailored current mode charging strategy that optimizes charging efficiency while ensuring battery longevity and safety.

The 'f18harv' six degree-of-freedom nonlinear batch simulation used to support research in advanced control laws and flight dynamics issues as part of NASA's High Alpha Technology Program is described in this report. This simulation models an F/A-18 airplane modified to incorporate a multi-axis thrust-vectoring system for augmented pitch and yaw control power and actuated forebody strakes for enhanced aerodynamic yaw control power. The modified configuration is known as the High Alpha Research Vehicle (HARV). The 'f18harv' simulation was an outgrowth of the 'f18bas' simulation which modeled the basic F/A-18 with a preliminary version of a thrust-vectoring system designed for the HARV. The preliminary version consisted of two thrust-vectoring vanes per engine nozzle compared with the three vanes per engine actually employed on the F/A-18 HARV. The modeled flight envelope is extensive in that the aerodynamic database covers an angle-of-attack range of -10 degrees to +90 degrees, sideslip range of -20 degrees to +20 degrees, a Mach Number range between 0.0 and 2.0, and an altitude range between 0 and 60,000 feet.

Results are presented of the design study to develop the ground support equipment for the MH-96 Adaptive Flight Control System to be tested in the X-15 aircraft. Design solutions are presented which reflect the problem areas that became apparent as the designs of the ground support equipment progressed. Since the final flight control system design changes have not yet been made, the GSE solutions have also not been finalized. However, this report presents a summary of the design practices being followed in the development of the ground support equipment for the MH-96 Adaptive Flight Control System.

Results are presented of the design study to develop the ground support equipment for the MH-96 Adaptive Flight Control System to be tested in the X-15 aircraft. Design solutions are presented which reflect the problem areas that became apparent as the designs of the ground support equipment progressed. Since the final flight control system design changes have not yet been made, the GSE solutions have also not been finalized. However, this report presents a summary of the design practices being followed in the development of the ground support equipment for the MH-96 Adaptive Flight Control System.

The 'f18harv' six degree-of-freedom nonlinear batch simulation used to support research in advanced control laws and flight dynamics issues as part of NASA's High Alpha Technology Program is described in this report. This simulation models an F/A-18 airplane modified to incorporate a multi-axis thrust-vectoring system for augmented pitch and yaw control power and actuated forebody strakes for enhanced aerodynamic yaw control power. The modified configuration is known as the High Alpha Research Vehicle (HARV). The 'f18harv' simulation was an outgrowth of the 'f18bas' simulation which modeled the basic F/A-18 with a preliminary version of a thrust-vectoring system designed for the HARV. The preliminary version consisted of two thrust-vectoring vanes per engine nozzle compared with the three vanes per engine actually employed on the F/A-18 HARV. The modeled flight envelope is extensive in that the aerodynamic database covers an angle-of-attack range of -10 degrees to 90 degrees, sideslip range of -20 degrees to 20 degrees, a Mach Number range between 0.0 and 2.0, and an altitude range between 0 and 60,000 feet.

The active suspension system developed for this project is based on an active damper for controlling the medium and high speed dynamics involved with vehicle body and wheel motions, and an active ride height system for controlling the low speed body motions. This type of system makes improvements over a passive system by allowing the optimal damping required for differing terrain and vehicle control requirements to be automatically set by the suspension system while the active ride height system controls the vehicle attitude without sacrificing either passenger isolation or handling. This type of system has been shown to be very competitive with fully active systems over a wide range of running conditions with lower cost, lower energy usage and improved failure modes. The vehicle properties of the Joint Tactical Electric Vehicle, which this suspension system will be implemented on, have been determined and are listed in the main body of this report. Parameters for a selection of tires which are used on this and similar vehicles have been determined for a range of tire pressures and other test conditions, some of this data is given in the appendix. Testing was also performed to determine the possibility of determining the tire deflection from tire pressure measurements. It was found that there was a correlation between the tire pressure and tire deflection although the pressure raise was small, on file order of 5 psi. Because of this relatively small pressure raise, there would be difficulties involved in filtering out other changes in pressure from temperature changes and acoustic effects which are of the same order of magnitude as the pressure raise from tire deflection.

This learning guide is designed to assist pilots in taking the PLATO presimulator training course on the advanced guidance and control system mode select panel. The learning guide is divided into five sections. The first section, the introduction, presents the course goals, prerequisites, definition of PLATO activities, and a suggested approach to completing the course. The remaining four sections present the purpose, learning activities and summary of each lesson of the AGCS PLATO course, which consists of (1) AGCS introduction; (2) lower order modes; (3) higher order modes; and (4) an arrival route exercise.

UUVs equipped with high-level control software have a variety of potential applications for Anti-Terrorism/Force Protection (ATFP) objectives. Desirable vehicle control capabilities include the ability to drive at very low, controllable speeds, the ability to maintain a set distance and attitude (pitch and roll) relative to some surface for optimal sensor (both sonar and video) effectiveness, and the ability for the operator to intervene to change the mission activities. Moreover, a vehicle capable of rotating in place or having a fraction of a meter turning radius is needed to conduct the mission. The present state-of-art vehicles are not maneuverable enough to successfully accomplish most of these tasks. The novel controllers are expected to be nonlinear due to the fact that the vehicle is translating at nonzero attitude or translating in a direction different from that of the surface. Non-linear controller that compensates for non-linear forces (such as drag, buoyancy/gravity) was designed, installed onto the UUV test-bed, and in-water tested. The structure of a controller is hierarchical such that an inner loop non-linear controller (outputs the appropriate thrust values) is the same for all mission scenarios while an appropriate outer-loop nonlinear controller is used based on what mission or part of the mission is desired.

This report documents the work performed for the Battle Command Vehicle/Commander's Command & Control Suite Concept Evaluation Program (BCV/CDR's C2S CEP) experiment. The efforts under this Delivery Order were in accordance with the ADST II SOW for BCV/CDR's C2S CEP Experiment (Document AMSTI-99-W055, version 1.0, dated 28 April 1999). The BCV/CDR's C2S CEP Experiment was sponsored by Fort Knox's Mounted Maneuver Battlespace Lab (MMBL), and falls within the Advanced Concepts and Requirements (ACR) domain.