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THE ROYAL AIR FORCE was the first military organisation to deploy a fixed-wing vertical/short take-off and landing aircraft - the British Aerospace Harrier. This paper describes the Royal Air Force's concept of operations for its current force of Harrier GR3s and sets out the advantages of the new Harrier GR5. Finally, it discusses the future of V/STOL with particular regard to Royal Air Force interest in the proposed Advanced Short Take-Off and Vertical Landing aircraft.

The V160 engine development activity has been underway for 17 years. Today. Stirling Power Systems Corporation (“SPS”) is planning the mass commercialization of systems based on the long development of its now highly successful and time proven V160 engine. The engine has been operating in field environments since 1982, supporting military and civilian requirements in applications including: Auxiliary Power Units Heat Pumps Military and Civilian Cogeneration Units Military Generator Sets Solar Under the SPS development program, the engine has accumulated over 350,000 test hours with over 25,000 hours logged on one unit operating in daily commercial service. Through 1987, SPS has built over 130 engines and will deliver approximately 30 more in 1988. The first mass-produced V160 engine will be delivered during 1989 when the production assembly operation will be underway.

On April 20, 1989, the V2500-powered Airbus Industrie A320-200 aircraft was certified on schedule by the airworthiness authorities of France, Great Britain. The Netherlands and West Germany. On July 6, 1989, the aircraft was certified by the U.S. Federal Aviation Administration. These certificates culminated a virtually flawless certification program carried out by Airbus Industrie during which there was not a single engine-caused delay in eight months' flying. This was a remarkable technical achievement by International Aero Engines (IAE), a new five-nation consortium of aero engine companies in Europe, Japan and the U.S.A. This paper looks back at the five year development of the V2500 from paper engine to airline service, and provides a status of the V2500 product line as IAE focuses on initial airline service, further product improvement and future applications.

Progressed efforts have been made on the development of Vehicle to Vehicle communication technology. The European Telecommunications Standard Institute has allocated a dedicated frequency band of 5.855 - 5.925 GHz to vehicular communication. Numerous on road measurement campaigns have been conducted by joint consortium to evaluate the performance of Vehicle to Vehicle (V2V) communication around the world. However due to the scalability limitation of on road measurements, light-weight simulation tools are more widely implemented to gain general insights into Vehicle to Vehicle communication. Hence, the needs of simulation regarding evaluation on the performance of this technology have been aroused. In order to ensure the reliability of the simulation, propagation model on Vehicle to Vehicle communication should be accurate to have realistic results. In this paper, we conducted a survey of the available propagation models in urban, suburban and highway area.

Progressed efforts have been made on the development of Vehicle to Vehicle communication technology. The European Telecommunications Standard Institute has allocated a dedicated frequency band of 5.855 - 5.925 GHz to vehicular communication. Numerous on road measurement campaigns have been conducted by joint consortium to evaluate the performance of Vehicle to Vehicle (V2V) communication around the world. However due to the scalability limitation of on road measurements, light-weight simulation tools are more widely implemented to gain general insights into Vehicle to Vehicle communication. Hence, the needs of simulation regarding evaluation on the performance of this technology have been aroused. In order to ensure the reliability of the simulation, propagation model on Vehicle to Vehicle communication should be accurate to have realistic results. In this paper, we conducted a survey of the available propagation models in urban, suburban and highway area.

Studies have shown that obtaining and utilizing information about the future state of vehicles can improve vehicle fuel economy (FE). However, there has been a lack of research into whether near-term technologies can be utilized to improve FE and the impact of real-world prediction error on potential FE improvements. In this study, a speed prediction method utilizing simulated vehicle-to-vehicle (V2V) communication with real-world driving data and a drive cycle database was developed to understand if incorporating near-term technologies could be utilized in a predictive energy management strategy to improve vehicle FE. This speed prediction method informs a predictive powertrain controller to determine the optimal engine operation for various prediction durations. The optimal engine operation is input into a validated high-fidelity fuel economy model of a Toyota Prius.

This paper presents measurements on Vehicle to Vehicle (V2V) communication between participants in a platooning application. Platooning, according to the SARTRE concept, implies several vehicles travelling together in tight formation, with a manually driven heavy lead vehicle. The platoon being studied consists of five vehicles; two trucks in the lead and three passenger cars. The V2V-communication node in each vehicle contains an 802.11p radio at 5,9 GHz. It is used to send messages between vehicles to coordinate movements and maintain safety in the platoon. Another cooperative application that relies on V2V-communication is multiple UAVs flying in formation; as investigated in KARYON. This project also investigates cooperative autonomous vehicles. In both applications, V2V-communication is an enabling technology. Two metrics are studied to quantify the V2V-communication quality: system packet error rate and consecutive packet loss.

Much good work has been done in recent years by the National Highway Traffic and Safety Administration (NHTSA) in the design, specification, and testing of potential future Vehicle-to-vehicle (V2V) safety systems that will provide early warning of impending hazards to drivers. During this same time, Industry has been hard at work developing autonomous crash avoidance systems, based solely on data gathered from in-vehicle sensors. This paper proposes a fusion of V2V cooperative safety systems and in-vehicle sensor-based systems to increase the effectiveness of both systems and provide incentive to speed adoption of Dedicated Short Range Communication (DSRC) based V2V safety systems. The proposed solution may be used to provide many of the benefits of V2V safety applications while simplifying the deployment of these systems significantly as it does not require the robust infrastructure of the complete NHSTA proposed system currently under test.

More than 44% of all automotive crashes occur in intersections. These incidents in intersections result in more than 8,500 fatalities and approximately 1 million injuries each year in USA. It is also established that roundabouts are safer than junctions. According to a USDOT study, when compared with the junctions they replaced, roundabouts have 40% fewer vehicle collisions, 80% fewer injuries and 90% fewer serious injuries and fatalities. In earlier work, we have proposed a family of vehicular network protocols, which use Dedicated Short Range Communications (DSRC) and Wireless Access in Vehicular Environment (WAVE) technologies to coordinate a vehicle's movement through intersections. We have shown that vehicle-to-vehicle (V2V) communications can be used to avoid collisions at the intersection and also significantly decrease the trip delays introduced by traffic lights and stop signs.

The US EPA and the California Air Resources Board (CARB) require electric vehicle range to be determined according to the Society of Automotive Engineers (SAE) surface vehicle recommended practice J1634 - Battery Electric Vehicle Energy Consumption and Range Test Procedure. In the 2021 revision of the SAE J1634, the Short Multi-Cycle Test (SMCT) was introduced. The proposed testing protocol eases the chassis dynamometer test burden by performing a 2.1-hour drive cycle on the dynamometer, followed by discharging the remaining battery energy into a battery cycler to determine the Useable Battery Energy (UBE). Opting for a cycler-based discharge is financially advantageous due to the extended operating time required to fully deplete a 70-100kWh battery commonly found in Battery Electric Vehicles (BEVs).

Increased levels of autonomy requires an increasing amount of sensory data for the vehicle to make appropriate decisions. Sensors like camera, Lidar and Radar will help to perceive the surroundings, exposing nearby objects and blind spots within the line of sight. With V2X connectivity, vehicles communicate to other vehicles and infrastructure using wireless communications even in non-line of sight conditions. This paper presents an approach to utilize a V2X system to develop Automated Driving (AD) features in a Robot Operating System (ROS) environment. This was achieved by developing ROS drivers and creating custom messages to enable the communication between the V2X system and vehicle sensors. The developed algorithms were tested on FEV’s Smart Vehicle Demonstrator. The test results show that the proposed V2X automated driving approach has increased reliability compared to that of camera, Radar and Lidar based autonomous driving.

Today in-vehicle software is growing significantly resulting into increase in importance of over-the-air software/firmware updates dramatically. Various suppliers are providing the update-over-the-air solution in the automotive sector. Due to limited standardization in solution, each supplier needs more customization for specific customer. This paper is to bring in the required standardization in V2X resulting into ‘vehicle on-board components’ as one solution to multiple customer. “Update over-the-air improved solution through various standardization resulting into ‘vehicle on-board components’ as the product”

This paper describes the development and achievement of a target engine sound for a V6 SUV in consideration of the sound quality preferences of customers in the U.S. First, a simple definition for engine sound under acceleration was found using order arrangement, frequency balance, and linearity. These elements are the product of commonly used characteristics in conventional development and can be applied simply when setting component targets. The development focused on order arrangement as the most important of these elements, and sounds with and without integer orders were selected as target candidates. Next, subjective auditory evaluations were performed in the U.S. using digitally processed sounds and an evaluation panel comprising roughly 40 subjects. The target sound was determined after classifying the results of this evaluation using cluster analysis.

This paper presents a web-based tool to calculate gear and bearing forces for a front or rear axle. Force equilibrium is ensured in both gear and bearing load calculations for front and rear axles in both drive and coast modes.

The currently practiced recycling of car wrecks with shredders and by dumping the shredder waste is becoming more and more problematic due to the critical situation regarding dumping yards and the strongly increasing dumping costs. This paper describes a closed line for the complete recycling of every car type without deposition of material. Both ecological and economical aspects are considered. The special disassembly of old cars, additionally to metallurgical recycling, is an effective way for utilization. To implement this idea, future developments must be taken into account. VAI is in a position to present a complete recycling concept that ensures a considerable reduction of wastes and emissions by utilizing the organic plastics as melting and heating energy, as well as for steam generation and the binding of inorganic components in the slag. This plan also considers future developments in the automobile industry through input material recycling.

In the 80's, it has been possible to significantly improve the lighting efficiency by developing new complex surface reflectors. The ability to lower the reflector's height and to radically tilt the lens, provided a new flexibility of design guided by aerodynamic requirements, while the performance improvements enhanced the security. As the styling and performance demands keep increasing, this will require a tangible improvement of the light source itself. THE DISCHARGE LIGHT must answer this challenge. - Being two to three times brighter than the halogen light source basically used today, the discharge light by comparison with the halogen lamp having the same frontal size, offers the best performances and consequently, the highest safety. (SEE TABLE 1 CHARACTERISTICS OF THE DISCHARGE LIGHT)

The Stuttgart Driving Simulator currently under construction at the University of Stuttgart makes out the main component of the University's new automotive research platform. The facility will be one of the largest of its kind in Europe. The simulator is based on a powerful eight axes motion system to realistically recreate the linear and rotary motion as perceived by the driver during a real trip. To add further value to the driving simulator, it is designed to house a real vehicle which can be easily exchanged - from small passenger cars up to large luxury sedan vehicles as well as SUVs. To assure a sound testing environment, the driving simulator features a realistic graphical and acoustic representation of the vehicle environment such as roadway, environment, and traffic. This is achieved through a complex surround visualization system with very high level of detail as well as an advanced spatial acoustic noise generator.

Although several mathematical models of the response of the human body to an impact environment have been developed, their acceptance as research, development, and design tools among the various groups involved in the field of automotive safety has been limited because of a lack of confidence in their ability to predict real events. A primary reason for this is the limited number of correlation and validation studies which have been conducted. However, orderly procedures and user aids are now being developed which should encourage the validation process and enhance the status of crash victim simulators.