A parallel expert system for the control of a robotic air vehicle

Expert systems can be used to govern the intelligent control of vehicles, for example the Robotic Air Vehicle (RAV). Due to the nature of the RAV system the associated expert system needs to perform in a demanding real-time environment. The use of a parallel processing capability to support the associated expert system's computational requirement is critical in this application. Thus, algorithms for parallel real-time expert systems must be designed, analyzed, and synthesized. The design process incorporates a consideration of the rule-set/face-set size along with representation issues. These issues are looked at in reference to information movement and various inference mechanisms. Also examined is the process involved with transporting the RAV expert system functions from the TI Explorer, where they are implemented in the Automated Reasoning Tool (ART), to the iPSC Hypercube, where the system is synthesized using Concurrent Common LISP (CCLISP). The transformation process for the ART to CCLISP conversion is described. The performance characteristics of the parallel implementation of these expert systems on the iPSC Hypercube are compared to the TI Explorer implementation

Development of a comprehensive software engineering environment

The generation of a set of tools for software lifecycle is a recurring theme in the software engineering literature. The development of such tools and their integration into a software development environment is a difficult task because of the magnitude (number of variables) and the complexity (combinatorics) of the software lifecycle process. An initial development of a global approach was initiated in 1982 as the Software Development Workbench (SDW). Continuing efforts focus on tool development, tool integration, human interfacing, data dictionaries, and testing algorithms. Current efforts are emphasizing natural language interfaces, expert system software development associates and distributed environments with Ada as the target language. The current implementation of the SDW is on a VAX-11/780. Other software development tools are being networked through engineering workstations

Operation of LEP with bunch trains

Following an intensive MD program in 1994, a bunch train scheme was adopted as the operational mode for LEP. The configuration was used throughout 1995 and produced record luminosities. The year culminated in a high energy bunch train run which produced encouraging results for LEP2. In spite of this, the bunch train scheme met with varying degrees of success and the overall performance was not as good as expected. The performance of the machine is presented, together with the problems encountered and the various optimisation techniques used. The performance of related hardware and instrumentation is discussed

Development of a facility using robotics for testing automation of inertial instruments

The Integrated Robotics System Simulation (ROBSIM) was used to evaluate the performance of the PUMA 560 arm as applied to testing of inertial sensors. Results of this effort were used in the design and development of a feasibility test environment using a PUMA 560 arm. The implemented facility demonstrated the ability to perform conventional static inertial instrument tests (rotation and tumble). The facility included an efficient data acquisitions capability along with a precision test servomechanism function resulting in various data presentations which are included in the paper. Analysis of inertial instrument testing accuracy, repeatability and noise characteristics are provided for the PUMA 560 as well as for other possible commercial arm configurations. Another integral aspect of the effort was an in-depth economic analysis and comparison of robot arm testing versus use of contemporary precision test equipment

Vertical beam size, non-closure and LEP performance

The luminosity in LEP is critically dependent on the vertical beam size and thus on the effective control of contributing factors. Electrostatic separation bumps are used in LEP to avoid parasitic beam encounters and to allow the possibility of running with bunch trains. These vertical bumps are not closed at highest energies. The non-closure leads to different orbits for electrons and positrons and prevents effective minimisation of the residual vertical dispersion for both beams simultaneously. The various sources of the non-closure and a correction scheme which globally minimises the effects of this non-closure using only a few degrees of freedom are presented. The contributions to the vertical beam size from dispersion, coupling, beam-beam and other effects are quantified and the means used to control them are discussed

High pT correlations with strange particles in STAR

We present the highlights of the current identified strange particles DeltaPhi and DeltaEta correlations analyses, including system-size and trigger-pT of the jet and ridge, jet, ridge and away-side meson/baryon ratios, and the current state of the multi-strange baryon analysis. We see clear azimuthal peaks of comparable strength for all strange baryons and K0-short mesons. We see no observable species dependence on the same-side jet or ridge yields as a function of pT. However, while the away side and the ridge have Lambda to K0-short ratio similar to that of the bulk, the jet-only ratio is similar to that in $p+p$. The implications of these findings on current in-medium jet theoretical explanations are discussed.Comment: Proceedings for the Strangeness in Quark Matter 2007 Conference in Levoca, Slovaki