Under 1990-talet märktes en tydlig förändring bland automatkarbinerna. De blev mer och mer anpassningsbara och fler tillbehör blev tillgängliga för soldaterna. Samtidigt blev automatkarbiner mer kompakta för att bli mer lämpliga för operationer i urbaniserad terräng och fordonstjänst. Med invasionen av Afghanistan och den därefter följande upprorsbekämpningen upplever många försvarsmakter problem, eftersom striderna sker på antingen väldigt korta eller väldigt långa avstånd. Den ena situationen kräver ett kompakt vapen för SIB medan den andra situationen kräver ett vapen med lång pipa för att kunna uppnå verkan mot en fiende som ofta anfaller från avstånd på 500 meter eller mer. Försvarsmakten hade just startat försök med en uppdaterad version av AK5 när de förband sig att bidra med en reguljär styrka till ISAF. Författaren är av åsikten att Försvarsmakten saknar ett vapensystem på grupp och plutonsnivå för att uppnå verkan på avstånd större än 400 meter som ofta är fallet. Denna uppsats syftar därför till att undersöka hur nästa svenska automatkarbin kan komma att se ut utifrån erfarenheter dragna ifrån Operation Enduring Freedom. / During the 1990ies there is notable change in the assault rifle. They start to get more and more adaptable with a lot more accessories being available to the user. At the same time the assault rifle moves from rifle to carbine as many models become shorter to better suit operations in urban terrainas well as riding in vehicles. With the invasion and the following counter-insurgency operation in Afghanistan a lot of armies are experiencing problems since combat takes places at either very short or long ranges. One calls for acompact carbine suited for close quarters battle and one for a long barrelled rifle which enables soldiers to engage the enemy who often attacks from ranges exceeding the 500 meter mark. The Swedish Armed Forces had just started testing a new updated version of their AK5 assault rifle called AK5C when they committed to contributing a regular force to ISAF. The Author is of the opinion that Swedish forces lack a weapon system on squad and platoon level to engage an enemy atgreater distance than 400m which is often the case. This paper seeks to take a look at what the next Swedish assault rifle could look like taking in mind the experiences from Operation Enduring Freedom.

Den här uppsatsen har initierats av en upplevd känsla att spaningsförbanden i den svenska armén på senare tid har eftersatts vad gäller antal och hur de nyttjas. Från att ha funnits i stor mängd vid flertalet förband finn nu endast vissa bataljonsspaningsförband kvar. Hur dessa nyttjas kopplat till manöverbataljonernas strävan att tillämpa manövertänkande är också svårt att finna svar på i den litteratur som är aktuell i den svenska försvarsmakten. Mitt syfte med uppsatsen är att skapa en vetenskaplig text som redogör för hur bataljonsspaningen vid den luftburna bataljonen skulle kunna utnyttjas för att stödja bataljonen i dess strävan att lyckas med manöverkrigföring. Med min uppsats gör jag en ansats för att skapa en vetenskaplig text som svarar på frågan: Hur bör bataljonsspaningsplutonen nyttjas för att stödja bataljonen i dess genomförande av manöverkrigföring? För att svara på frågan använder jag mig i uppsatsen av en kvalitativ textanalys som jag i vissa fall kompletterar med intervjuer av inom området kunniga individer. Det resultat jag kommit fram till är tätt kopplat till hur bataljonen kan använda sig av bataljonsspaningsplutonen för att stödja det dynamiska beslutsfattandet i syfte att maximera möjligheten att tillskansa sig ett ledningsöverläge gentemot motståndaren. Till exempel vikten av att använda bataljonsspaningsplutonen på djupet mot bataljonens andrahands mål och beredduppgifter i syfte att möjliggöra ett högt stridstempo. / This essay discusses how the Swedish air assault battalion could use its recon platoon to maximise their efforts to achieve manoeuvre warfare. The purpose with this essay is to clarify how to use the recon platoon in an effective way and to bring up some thoughts about the need for a manual on how to use recon platoons in light infantry battalions. I have used literature that discusses the use of similar units to the air assault recon platoon and also literature that discusses how to lead a battalion in my efforts to clarify how the platoon should be used to support the battalions’ effort to achieve manoeuvre warfare. With help of the literature I have made a discussion and finally I came to some conclusions about how to use the battalions’ recon platoon in order to support the battalions´ effort to achieve manoeuvre warfare. For example one conclusion is the importance to use the recon platoon towards the battalions´ secondary objectives in order to gain a high tempo in operations.

This report describes a method of incorporating decision analysis principles to enhance a simulation being created by The University of Texas at Austin’s Institute for Advanced Technology (IAT). The simulation is called Virtual Simulation Learning Platform (VSLP) and the scenario created to test the platform is called Virtual Platoon Leader (VPL). Recommendations include a method of implementing value-focused decision making, the implementation of decision tools to build a scenario within the simulation, a dialogue process between the developer and the subject matter expert, a design for the implementation of graphical user interfaces for the decision tools used to build a scenario and a user scoring methodology. / text

O desenvolvimento de redes veiculares possibilita o surgimento de sistemas inteligentes de transporte que podem aumentar a segurança nas vias, aperfeiçoar o controle de tráfego e fornecer entretenimento aos passageiros. O avanço e padronização de tecnologias de comunicação inter-veicular permitem que veículos compartilhem informações de forma colaborativa de maneira a viabilizar o estabelecimento de sistemas de transporte inteligentes cooperativos (C-ITS, Cooperative Intelligent Transportation Systems). Na comunicação veicular, cada nó compartilha periodicamente uma mensagem que contém informações sobre seu estado como posição, velocidade e aceleração. Estas mensagens são denominadas Cooperative Awareness Messages (CAMs) e podem ser utilizadas por veículos vizinhos para a operação de aplicações, sendo a formação de comboios um exemplo. Em um comboio veicular, um grupo de veículos viaja com distância reduzida entre cada membro através da operação de um controlador que utiliza informações compartilhadas por CAMs. O posicionamento compartilhado através de CAMs por cada veículo é crucial para a operação dos controladores de nós vizinhos, dado que este será utilizado para a condução do veículo. Embora os controles criptográficos padronizados para troca de mensagens em VANETs ofereçam contramedidas contra ataques como roubo de identidade e adulteração de pacotes, um atacante interno que possua credenciais válidas do sistema ainda pode mentir sobre as informações que são transmitidas para outros veículos. Em modelos atuais de redes veiculares, cada veículo é responsável por obter sua localização, normalmente através de GPS (Global Positioning System). A dependência de aplicações VANET na posição correta dos nós introduz a necessidade de mecanismos de garantia de localização. Nesta dissertação são identificados os riscos associados com a falsificação de posição em comboios veiculares. Através de simulações utilizando o ambiente de simulação Veins, mostramos que colisões em alta velocidade podem ser causadas por nós que atuam em conluio na falsificação de mensagens para um comboio. Dado que posicionamento legítimo é essencial para o funcionamento adequado das aplicações VANET, investigamos mecanismos de prova de localização propostos na literatura. Então, projetamos um mecanismo de prova de localização adaptado para VANETs usando equipamentos de estrada (RSUs, roadside units), com a capacidade de usar diferentes freqüências de prova de acordo com os requisitos de precisão de detecção e sobrecarga. Através de simulações usando os ataques estudados neste trabalho, mostramos que o mecanismo pode detectar ataques de falsificação de mensagens e Sybil. / In vehicular communication, nodes periodically share Cooperative Awareness Messages (CAMs) in order to convey information such as identity, velocity, acceleration and position. The positioning of nodes in a vehicular network is a key factor that directly affects how applications operate, being the formation of platoons a major case. In vehicular platooning, a group of vehicles travels closely together and leverages information shared through CAMs to operate lateral and longitudinal control algorithms. While the standardised cryptographic mechanisms counteract threats such as identity hijacking and packet tampering, an internal member who holds valid credentials may still be able to lie about the data it transmits in CAMs. In current Vehicular ad hoc Network (VANET) models, each vehicle is responsible for determining and informing its own position, generally using a Global Navigation Satellite System (GNSS) such as the Global Positioning System (GPS). This allows malicious actors to lie about their position and therefore cause unwanted effects in vehicular applications. The dependence of VANET applications on correct node localization introduces the need for position assurance mechanisms. In this dissertation, we first identify the risks associated with falsifying the position in vehicular platooning. Through simulations using the Veins framework, we show that collisions at high speed on a platoon may be caused by nodes that collude in falsification attacks. Given that truthful positioning is essential to proper behavior of VANET applications, we investigate proof-of-location schemes proposed in the literature. Then, a proof-of-location mechanism tailored for VANETs is designed using roadside units, with the capability of using different proof frequencies according to detection accuracy and overhead requirements. Through simulations using the studied attacks in this work, we show that the mechanism can counteract Sybil and message falsification attacks.

abstract: Toward the ambitious long-term goal of a fleet of cooperating Flexible Autonomous Machines operating in an uncertain Environment (FAME), this thesis addresses several critical modeling, design and control objectives for ground vehicles. One central objective is formation of multi-robot systems, particularly, longitudinal control of platoon of ground vehicle. In this thesis, the author use low-cost ground robot platform shows that with leader information, the platoon controller can have better performance than one without it. Based on measurement from multiple vehicles, motor-wheel system dynamic model considering gearbox transmission has been developed. Noticing the difference between on ground vehicle behavior and off-ground vehicle behavior, on ground vehicle-motor model considering friction and battery internal resistance has been put forward and experimentally validated by multiple same type of vehicles. Then simplified longitudinal platoon model based on on-ground test were used as basis for platoon controller design. Hardware and software has been updated to facilitate the goal of control a platoon of ground vehicles. Based on previous work of Lin on low-cost differential-drive (DD) RC vehicles called Thunder Tumbler, new robot platform named Enhanced Thunder Tumbler (ETT 2) has been developed with following improvement: (1) optical wheel-encoder which has 2.5 times higher resolution than magnetic based one, (2) BNO055 IMU can read out orientation directly that LSM9DS0 IMU could not, (3) TL-WN722N Wifi USB Adapter with external antenna which can support more stable communication compared to Edimax adapter, (4) duplex serial communication between Pi and Arduino than single direction communication from Pi to Arduino, (5) inter-vehicle communication based on UDP protocol. All demonstrations presented using ETT vehicles. The following summarizes key hardware demonstrations: (1) cruise-control along line, (2) longitudinal platoon control based on local information (ultrasonic sensor) without inter-vehicle communication, (3) longitudinal platoon control based on local information (ultrasonic sensor) and leader information (speed). Hardware data/video is compared with, and corroborated by, model-based simulations. Platoon simulation and hardware data reveals that with necessary information from platoon leader, the control effort will be reduced and space deviation be diminished among propagation along the fleet of vehicles. In short, many capabilities that are critical for reaching the longer-term FAME goal are demonstrated. / Dissertation/Thesis / Masters Thesis Electrical Engineering 2016

O desenvolvimento de redes veiculares possibilita o surgimento de sistemas inteligentes de transporte que podem aumentar a segurança nas vias, aperfeiçoar o controle de tráfego e fornecer entretenimento aos passageiros. O avanço e padronização de tecnologias de comunicação inter-veicular permitem que veículos compartilhem informações de forma colaborativa de maneira a viabilizar o estabelecimento de sistemas de transporte inteligentes cooperativos (C-ITS, Cooperative Intelligent Transportation Systems). Na comunicação veicular, cada nó compartilha periodicamente uma mensagem que contém informações sobre seu estado como posição, velocidade e aceleração. Estas mensagens são denominadas Cooperative Awareness Messages (CAMs) e podem ser utilizadas por veículos vizinhos para a operação de aplicações, sendo a formação de comboios um exemplo. Em um comboio veicular, um grupo de veículos viaja com distância reduzida entre cada membro através da operação de um controlador que utiliza informações compartilhadas por CAMs. O posicionamento compartilhado através de CAMs por cada veículo é crucial para a operação dos controladores de nós vizinhos, dado que este será utilizado para a condução do veículo. Embora os controles criptográficos padronizados para troca de mensagens em VANETs ofereçam contramedidas contra ataques como roubo de identidade e adulteração de pacotes, um atacante interno que possua credenciais válidas do sistema ainda pode mentir sobre as informações que são transmitidas para outros veículos. Em modelos atuais de redes veiculares, cada veículo é responsável por obter sua localização, normalmente através de GPS (Global Positioning System). A dependência de aplicações VANET na posição correta dos nós introduz a necessidade de mecanismos de garantia de localização. Nesta dissertação são identificados os riscos associados com a falsificação de posição em comboios veiculares. Através de simulações utilizando o ambiente de simulação Veins, mostramos que colisões em alta velocidade podem ser causadas por nós que atuam em conluio na falsificação de mensagens para um comboio. Dado que posicionamento legítimo é essencial para o funcionamento adequado das aplicações VANET, investigamos mecanismos de prova de localização propostos na literatura. Então, projetamos um mecanismo de prova de localização adaptado para VANETs usando equipamentos de estrada (RSUs, roadside units), com a capacidade de usar diferentes freqüências de prova de acordo com os requisitos de precisão de detecção e sobrecarga. Através de simulações usando os ataques estudados neste trabalho, mostramos que o mecanismo pode detectar ataques de falsificação de mensagens e Sybil. / In vehicular communication, nodes periodically share Cooperative Awareness Messages (CAMs) in order to convey information such as identity, velocity, acceleration and position. The positioning of nodes in a vehicular network is a key factor that directly affects how applications operate, being the formation of platoons a major case. In vehicular platooning, a group of vehicles travels closely together and leverages information shared through CAMs to operate lateral and longitudinal control algorithms. While the standardised cryptographic mechanisms counteract threats such as identity hijacking and packet tampering, an internal member who holds valid credentials may still be able to lie about the data it transmits in CAMs. In current Vehicular ad hoc Network (VANET) models, each vehicle is responsible for determining and informing its own position, generally using a Global Navigation Satellite System (GNSS) such as the Global Positioning System (GPS). This allows malicious actors to lie about their position and therefore cause unwanted effects in vehicular applications. The dependence of VANET applications on correct node localization introduces the need for position assurance mechanisms. In this dissertation, we first identify the risks associated with falsifying the position in vehicular platooning. Through simulations using the Veins framework, we show that collisions at high speed on a platoon may be caused by nodes that collude in falsification attacks. Given that truthful positioning is essential to proper behavior of VANET applications, we investigate proof-of-location schemes proposed in the literature. Then, a proof-of-location mechanism tailored for VANETs is designed using roadside units, with the capability of using different proof frequencies according to detection accuracy and overhead requirements. Through simulations using the studied attacks in this work, we show that the mechanism can counteract Sybil and message falsification attacks.

Platooning has the potential to significantly reduce fuel consumption, but with heavy duty vehicles scattered on roads driving alone, there is a need for coordination. One solution is for a vehicle to increase its speed to catch up and platoon with a preceding vehicle. This could reduce the fuel consumption of a mission, but it could also increase it if too much fuel is spent catching up. By finding the fuel consumption of catching up and platooning and comparing it to driving alone the decision of whether or not to catch up can be made. This thesis proposes a fuel-optimal algorithm based on a look-ahead controller taking future road topography into account to find the optimal trajectory and merge point when catching up to a preceding vehicle. By weighting time against fuel in the objective function, the addition of a state to keep track of time can be avoided and thus the algorithm can remain low in complexity, making it suitable for dynamic programming (DP). The DP algorithm is iterated in a forward fashion keeping track of the time-to-come for each state until it catches up to the preceding vehicle, then the platooning is simulated with a constant time gap, making it easy and fast to simulate. The algorithm is tested on real-world road topography data where it showed that taking road topography into account when choosing the merge point can have a significant fuel reduction.

<p>Alternate power sources in automotive class-8 trucking industry is a major focus of research in recent days. Green house gasses, oxides of Nitrogen(NOx), Oxides of Sulphur(SOx), hydrocarbons and particulate matter are major concerns contributing to the shift in alternate fuel strategies. Another direct relation to move to an alternate power strategy is the reduction in net fuel consumption which in turn implicitly improves the emission components.</p> <p>A holistic approach is needed while designing a modern class-8 vehicle. A variety of system architecture, control algorithms, diagnostic levers are needed to be manipulated to achieve the best of blends amongst Total Cost of Ownership (TCO), Drivability, Fuel</p> <p>Economy, Emissions Compliant, Hauling Capacity, etc. The control and system levers are not mutually exclusive and there is a strong correlation amongst all these control and system components. In order to achieve a consensus amongst all these levers to achieve a common objective, is a challenging and complex problem to solve. It is often required to shift the algorithm strategy to predictive information based rather than reactive logic. Predictively modulating and manipulating control logic can help with better fuel efficient solution along with emissions improvement. A further addition to the above challenge is when we add a fleet of vehicle to the problem. So, the problem now is to optimize a control action for a fleet</p> <p>of vehicles and design/select the correct component size. A lot of research has been done and is still underway to use a 48V hybrid system with a small battery using a simple charge sustaining SOC control strategy. This will make the system light enough not to compromise on the freight carrying capacity as well as give some extra boost during the high torque requirement sections in the route for a better fuel and emissions efficient solution. In this work a P2 type 48V hybrid system is used which is side mounted to the transmission via a gear system. The selection of the system and components enables the usage of different control strategies such as neutral coasting and Engine off coasting. This architecture with a traditional 12-15L Internal combustion engine along with a mild 48V hybrid system provides the most viable selection for a long haul class-8 application and is used in this work. It is also possible to identify other component sizes along with architectures for new configurations. The framework in this research work can help develop the study for different component sizing. While this research work is focused towards building a framework for achieving predictive control in a 3 truck platooning system using multi-agent based control, the other supporting work done also helps understand the optimal behavior of the interacting multiple controls when the corridor information such as road grade and route speed limit are known a-priori, in a single vehicle. The build up of this work analyzes an offline simulation of a 4 control optimal solution for a single hybrid truck and then extend the optimal controls to a 3 truck platoon. In the single truck, this research will help identify the interacting zones in the route where the various control actions will provide the best cost benefits which is fuel economy. These benefits are associated as a function of exogenous look ahead information such as grade and speed limit. Further it is also possible to identify the optimal behavior and the look ahead horizon required for achieving that. In other words the optimal behavior and benefits associated with the global solution can be accomplished by implementing rule based control system with a look ahead horizon of 2-5 km. If this would not have been the case then it is almost impossible to design a predictive controller based on the entire route information which can stretch up to hundreds of kilometers. Optimal algorithms of such prediction horizon are not feasible to be implemented in real time controllers. This research work will also help understand the interaction between different active control actions such as predictive speed modulation, gear shift, coasting and power split with passive control levers such as slow down due to hybrid regeneration, hybrid boost during coasting, etc. This will help in architecting a system involving component specifications, active optimal control, look ahead information, hybrid system strength, etc, working in close interaction with each other. Though we analyze these predictive behavior for a single vehicle as a supporting work the prime objective is to include these predictive levers in a platooning system using an agent based method. This multi-agent based technique will help analyze the behavior of multiple trucks in a platoon in terms of fuel efficient safe operation. The focus of this research work is to not directly come up with a controller or strategy but rather to understand the optimality of this control levers for a multi-vehicle platoon system given a look ahead information is available. The research shows that predictive information will help in gaining fuel economy for a platoon of class-8 mild hybrid trucks. It also highlights the challenges in doing so and what needs to be traded off in order to achieve the net fuel benefit.</p>

The urge to consume does not seem to stop, thus, the need for transportation of goods will most likely not decrease. At the same time jurisdictions and regulations around greenhouse gas emissions are sharpening and pushing the industry towards a more environmentally friendly state. The freight and transportation industry is facing a huge challenge in the upcoming years and solutions are needed to feed the demand of society. Two, of many, proposals of solving, at least, parts of the above mentioned problem is platooning and the look-ahead controller. Platooning denotes the concept of slipstream where maximum utilization of aerodynamic drag reduction is endeavoured. The lookahead controller exploits the surrounding topographical information in order to yield an optimal driving strategy, often resulting in that the vehicle initiates the phenomenon of pulse and glide, which denotes alternating between high load operation points and freewheeling, i.e. engaging neutral gear. This work has sought to investigate these concepts to determine whether or not additional fuel-efficiency can be added by manipulating and re-designing the control unit of the system. The proposed addition is built upon the look-ahead controller and supplements it by enabling communication between vehicles such that micro-transactions may occur in order to aid decision making regarding the choice of driving strategies. A vehicle model, a platoon model and the novel optimization based look-ahead-controller was synthesized and developed, where dynamic programming was used as the optimization solver of the controller. The look-ahead controller was verified such that one can conclude that it behaves according to the assumptions of such a system. The proposed micro-transaction system was also verified to conclude that it behaves as assumed, yielding a reduction in fuel consumption. For a platoon of two members, a 1.2% and 1.7% reduction in fuel consumption for the leading and following vehicle respectively was obtained, compared to an identical platooning setup, using a lookahead controller, but where no negotiations using micro-transactions are allowed between the vehicles.

Vehicle platooning has been heavily studied the last decade. A transportation system formed by electric vehicles driven by control systems with the help of on-board sensors, wireless inter-vehicle communication, and wireless recharge capability has been shown to increase highway capacity, transportation safety, reduce travel time, save energy, and release human drivers from stress. Two layers of control are required to automate a platoon, the low-level vehicle control, and the upper-level platoon control which seeks to maintain the constant spacing of the platoon, and avoid collisions. In order to have a robust platoon, the vehicle control system needs to be robust to gain variations. Simulations were run in Matlab's Simulink to compare how well a vehicle control system would behave in the presences of nonlinearities and disturbances. The integer order and fractional order controllers were designed with the same specications. Fractional order controllers present better performance with no overshoot for the speed servo, and faster response for the steering system. For platoon control, the necessity is to achieve string stability. The bi-directional and leader-follower architectures have been shown to achieve string stability. Still, what happens to all the benets of platooning when a malicious vehicle (attacker) attempts to perturb the system? This malicious attack could be the result of a company trying to sabotage the operation of another's in order to make it spend more energy than required, and thus raise its transportation costs. By using Matlab, a simulation platform was designed. It was used to simulate the response of a robust platoon to an optimal attack prole, generated by Matlab's genetic algorithm. To calculate the energy expenditure a model for a 1995 Honda Accord LX from cappielo's analysis is used. Two scenarios are considered: 1) the attacker intends to make the whole platoon spend extra energy, and 2) the attacker focuses on affecting only one victim. The greatest amount of extra energy expenditure for the rst scenario was obtained with the bi-directional architecture and a size 3 platoon (140%). The leader-follower architecture limited this peak value to 94% for a size 8 platoon. In order to really prot from the benets of platooning, a platoon size 8 or more is recommended. In this desirable range, the bi-directional control law manages to limit the extra energy expenditure to 80% (size 8) to only 35% (size 20). For the leader-follower and a size 20 platoon, the optimal attack produced an extra 65% expenditure. For the second scenario, with the bi-directional architecture the attacker could make the victim spend up to 122% (size 10). Still, this depends on both the attacker's and the victim's position. For instance, with the attacker in position 2, only 8% extra energy was observed. The leader-follower architecture allowed between 80% to 110% in any position for the attacker while in front of the victim (the attacker cannot affect the victim from behind). Regenerative braking in all cases saved between 35% to 50% of the energy that would be otherwise lost by the use of dissipative brakes. In order to create an operational platoon system, that is as robust as possible to the attack, the recommended platoon size is 12 or more. The use of regenerative braking capable vehicles is a must. The control system should be the fastest possible, and make use of the bi-directional architecture to limit energy expenditure. The implementation of an attacker or defective vehicle detection system is recommend, taking the measure of making the attacker=defective vehicle reposition to the last in the platoon.