Yaw response of landing craft transiting the surf zone is a significant concern for U.S. military forces engaged in amphibious landing operations. However, this subject is not well understood and few investigations have been dedicated to its study. The present investigation used laboratory conditions to investigate and determine variables important to the yaw response of shallow-hulled landing craft. Using a sloped wave basin outfitted with wave gauges and a motion capture system, a unique dataset was obtained regarding the six degree of freedom motion of the landing craft model under a variety of wave conditions. The dataset was analyzed with both linear and nonlinear data analysis techniques. The results of these analyses illustrated variables significantly impacting shallow-hulled landing craft yaw response and were used to develop a statistical representation of landing craft utility (LCU) yaw response.

Fins stabilisers are devices which are fitted to the hull of a ship and utilised to ameliorate its rolling motions. They apply a regulated moment about the ship's axis of roll in order to oppose the sea induced disturbances. Recognising their unsurpassed performance, the Royal Navy, since the 1950's, equips all its vessels with fin stabilisers. It can be shown that the rudders, in vessels of appropriate size, also have the potential to be harnessed as roll stabilisers Rudder Roll Stabilisation (RRS) without degrading the ship's course-keeping. Thus creating a more stable platform for the human operators and equipment. The reported success of RRS imparted an impetus to the Royal Navy to initiate this study. The objectives are to ascertain whether RRS is possible without rudder modifications and to establish whether enhanced levels of stabilisation would accrue if the fins and RRS were operated in congress. The advantages in this novel approach being: avoidance of redesign and refit of rudders, three modes of operation (fins alone, RRS alone and combined RRS and fins), reduced fin activity and by implication self-generated noise, and amenability to be retrofitted by simple alteration of any existing ship's autopilot software. The study initially examined the mathematical models of the ship dynamics, defining deficiencies and evaluating sources of uncertainty. It was postulated that the dual purpose of the rudder can be separated into non-interacting frequency channels for controller design purposes. An integrated design methodology is adopted to the roll stabilisation problem. Investigating the capabilities of the rudder servomechanism, a new scheme, the Anti-Saturation Algorithm (ASA) was proposed which can eliminate slew rate saturation. Application of the ASA is generic to any servomechanism. The effects of lateral accelerations of the ship on human operators was examined. This resulted in an unique contribution to the Lateral Force Estimator problem in terms of generating time domain models and defining the limitations of the applicability of a control design strategy. Linear Quadratic Guassian and two types of classical controllers were constructed for the RRS and fins. A novel application of linear robust control theory to the ship roll stabilisation problem resulted in H . controllers whose performance was superior to the other design methods. This required the development of weight functions and the identification and quantification of possible sources of uncertainty. The structured singular value utilised this information to give comparable measures of robustness. The sea trials conducted represent the first experience of the integrated ship roll stabilisation approach. Experimental results are detailed. These afforded an invaluable opportunity to validate the software employed to predict ship motion. The data generated from the sea trials concurs with the simulations data in predicting that enhanced levels of roll stabilisation are possible without any modification to the rudder system. They also confirm that when the RRS is acting in congress with the fin stabilisers the activity of both actuators diminishes.

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This thesis describes an investigation into vehicle handling control using active differentials in the rear axle of a motor vehicle. Such devices are able to transfer torque between the rear wheels and have traditionally been used to improve traction whilst minimising the impact on vehicle handling. However, the capacity to generate a lateral torque difference across an axle also gives them the potential to be used for yaw moment control. In order to generate a rigorous assessment of this potential, the investigation is carried out in three distinct phases. Firstly, an analysis of the scope for modifying vehicle handling given unrestricted control over torque transfer between the rear wheels is carded out in the simulation environment. For this purpose an idealised yaw sideslip controller is developed. This is used to show that an ideal active differential can have significant yaw moment authority in terms of generating both understeer and oversteer and that this can be used to actively modify a vehicle's handling balance and apply stability control at the limits of adhesion. In the second phase, the capabilities of two types of contemporary active differential, the torque vectoring differential (TVD) and active limited slip differential (ALSID), are then assessed against the ideal differential and against a brake based yaw moment controller. TVDs are found to be able to offer very similar performance to both their ideal counterpart and to the brake based system. They Gan also deliver this performance with a fraction of the energy loss that is observed in the brakes, thus making TVDs a viable proposition for applying continuous yaw control below the limits of adhesion. ALSDs, on the other hand do not offer equivalent functionality to an ideal active differential but are still shown to be very effective stability control devices. In the third phase, the ALSID results are validated on a prototype vehicle where it is shown that they do indeed offer substantial stability improvements both on high and low-P surfaces. However in order to deliver such benefits and be practical for implementation, it is also shown that significant redevelopment of the idealised controller is required. Finally, with the ALSID operating alongside a commercial brake based stability control system, it is proven that substantial reductions in brake intervention can be achieved without significant controller integration.

People use orientation of their faces to convey rich, inter-personal information. For example, a person will direct his face to indicate who the intended target of the conversation is. Similarly in a conversation, face orientation is a non-verbal cue to listener when to switch role and start speaking, and a nod indicates that a person has understands, or agrees with, what is being said. Further more, face pose estimation plays an important role in human-computer interaction, virtual reality applications, human behaviour analysis, pose-independent face recognition, driver s vigilance assessment, gaze estimation, etc. Robust face recognition has been a focus of research in computer vision community for more than two decades. Although substantial research has been done and numerous methods have been proposed for face recognition, there remain challenges in this field. One of these is face recognition under varying poses and that is why face pose estimation is still an important research area. In computer vision, face pose estimation is the process of inferring the face orientation from digital imagery. It requires a serious of image processing steps to transform a pixel-based representation of a human face into a high-level concept of direction. An ideal face pose estimator should be invariant to a variety of image-changing factors such as camera distortion, lighting condition, skin colour, projective geometry, facial hairs, facial expressions, presence of accessories like glasses and hats, etc. Face pose estimation has been a focus of research for about two decades and numerous research contributions have been presented in this field. Face pose estimation techniques in literature have still some shortcomings and limitations in terms of accuracy, applicability to monocular images, being autonomous, identity and lighting variations, image resolution variations, range of face motion, computational expense, presence of facial hairs, presence of accessories like glasses and hats, etc. These shortcomings of existing face pose estimation techniques motivated the research work presented in this thesis. The main focus of this research is to design and develop novel face pose estimation algorithms that improve automatic face pose estimation in terms of processing time, computational expense, and invariance to different conditions.