Motivated by Autonomous vehicle idea and driving safety issues, driver assistance system such as Active braking, Cruise Control, Lane departure warning lane keeping and etc. has become a very active research area. However, this paper presents the performance and robustness analysis of a model predictive control and proportional integral derivative control for lane keeping maneuvers of an autonomous vehicle using computer vision simulation studies. A simulation study was carried out where a vehicle model based on single tracked bicycle model was developed in MATLAB/SIMULINK environment together with a vision dynamic system. Both PID controller and MPC were simulated to maintain the desired reference trajectory of the vehicle by controlling steering angle. Further performance and robustness analysis were carried out and the simulation results show that the proposed control system for the PID control achieved its objective even though it was less robust in maintaining its performance under various conditions like vehicle load change, different longitudinal speed and different cornering stiffness. While in the case of MPC the optimizer made sure that the predicted future trajectory of the vehicle output tracks the desired reference trajectory and was more robust in maintaining its performance under same conditions as in PID.

This paper presents control algorithms enabling autonomous heterogeneous trucks to drive in platoons. Heterogeneous trucks imply that the hardware information (e.g., truck length, break, accelerator, or engine) of a truck may be distinct from that of another truck. We define a platoon as a collection of trucks where a manually driven truck (leader truck) is followed by several automatically controlled following trucks. The proposed approach is to make every autonomous truck keep following the leader's trajectory while maintaining a designated distance from its predecessor truck. As far as we know, this paper is unique in developing both lateral maneuver and speed control considering a platoon of heterogeneous trucks. The efficiency of the proposed approach is verified using simulations.

The aim of the study is to assess the loads that are transferred from the main rotor and the tail rotor to the helicopter fuselage. These loads change in the various phases of the transient flight as a result of the variable control of the maneuver and as a result of the variable flow around the blades. The knowledge of the loads allows for the proper selection of the level of excitations that should load the fuselage structure during fatigue and strength tests. The simulation model describing the helicopter flight is discussed. This model takes into account the motion of each blade relative to its hinges. Results are shown for two maneuvers - pullup/pushover and diving. The values of extreme loads transferred to the fuselage were obtained.

Residual dizziness after a liberating maneuver is often referred to by patients as a more disabling set of symptoms than the positional vertigo itself. This situation seems to involve more than half of subjects with labyrintholithiasis. The authors examine the hypothesis according to which residual dizziness involves subjects with labyrintholithiasis on the basis of otoconia.

Turning ships in port turning basins is an important and responsible operation, mainly involving the ship itself and the port tugs. Such operations involve many maneuvers that consume a lot of energy (fuel) and emit a lot of emissions. Turning basins in harbors and quay approaches are in most cases relatively shallow. The paper examines the turning of ships in port turning basins using harbor tugs, the effect of shallow depth on ship turning, energy (fuel) consumption and the generation of emissions during such maneuvers of harbor tugs. The paper presents the developed theoretical models, and the experimental results on theoretical models, which were verified on real ships and using calibrated simulators. Discussions and conclusions prepared on the basis of the research base. The use of the developed methodology makes it possible to increase shipping safety, optimize maneuvers and reduce energy (fuel) consumption when turning ships in the port and at the same time reduce the amount of fuel consumed by port tugs and reduce the number of emissions of tugs during such operations.