Connected and autonomous vehicles are set to revolutionise our transportation and re-shape our cities. They will prevent accidents, reduce parking space requirements, lower congestion and pollution. But in order to achieve this, they need several sensors and wireless interfaces which connect them with other vehicles, consumer devices, infrastructure and the Internet. This connectivity adds great functionality but it also introduces a myriad of security and privacy threats. Safety critical functionality in the vehicle is controlled by a multitude of Electronic Control Units (ECUs) which are fully programmable. As vehicles become more programmable, complex and interconnected, they also become more vulnerable to cyber attacks. The main goal of this fellowship is to secure connected and autonomous vehicles, making them resilient to this type of attacks. We will achieve this goal by developing techniques to secure each component of the vehicle's electronic architecture: ensuring that each ECU only executes code that is suitably authenticated; using model learning techniques to develop a framework for automated security testing of ECUs in a way that it scales; securing the vehicle's sensors such as radar, lidar and optical cameras against signal spoofing, tampering and denial of service attacks which would cause them to output inaccurate readings; and improving the communication protocols between vehicles and between the vehicles and the infrastructure in order to provide authenticity, non-repudiation and privacy while complying with stringent real-time constraints.

A sensorless electric motor drive is the popular term for drives which do not use shaft mounted speed or position sensors. Sensorless operation is highly desirable for reasons of cost, simplicity and system integrity. However, it is well known that there are serious problems with sensorless motor drive control at zero and low speeds and this has been one of the main research topics in this field for many years. The conventional method for sensorless control, used in commercial products, is to estimate the machine flux and speed using a mathematical model of the motor. Below 1 to 2% base speed however, position and speed estimation using such a model deteriorates and speed and torque control is lost. There has been a recent impetus for zero speed sensorless drives for more-electric aircraft and vehicular applications. For the former, there is a requirement for direct electromechanical (EM) actuation of critical actuators in which locking of the mechanical transmission is not permissible. In the vehicular field direct EM drives will be required for the main drive train, and for power steering, active suspension and braking actuation. One approach to the solution of the zero speed problem, which does not require a machine model, has been to exploit the natural asymmetries or saliencies in AC machines. These saliencies are cause by magnetic flux saturation and the geometry of the construction of the motor itself. Flux or rotor position can then be tracked by processing the current response to a test voltage signal injection overlaid on the supplied motor voltage. These signal injection methods are now quite well understood, but do contribute to increased accoustic noise, reduced efficiency, the requirement for additional sensors, and an increase in bearing wear and electrical stress within the machine windings.The current proposal aims to overcome the above disadvantages by developing methodologies by which:1) No signal injection is required, the method being integrated with the fundamental voltage applied to the drive via the power converter. This eliminates the problems of extra noise, losses, bearing wear and electrical stresses.2) The requirements for sensors is substantially reduced (depending on the application). For bespoke applications (e.g. aerospace, automotive), the aim will be for one current sensor and one low cost di/dt sensor. For industrial standard drives the target aim is to use only the existing line current sensors. These aims are quite challenging. Mathematical feasibility of a non-signal injection method has been shown at Nottingham and the technique is currently subject to patent at the University. Practical investigation is now possible owing to advances in high-accuracy timing and sampling available in low-cost digital control systems.

The Innovative Manufacturing and Construction Research Centre (IMCRC) will undertake a wide variety of work in the Manufacturing, Construction and product design areas. The work will be contained within 5 programmes:1. Transforming Organisations / Providing individuals, organisations, sectors and regions with the dynamic and innovative capability to thrive in a complex and uncertain future2. High Value Assets / Delivering tools, techniques and designs to maximise the through-life value of high capital cost, long life physical assets3. Healthy & Secure Future / Meeting the growing need for products & environments that promote health, safety and security4. Next Generation Technologies / The future materials, processes, production and information systems to deliver products to the customer5. Customised Products / The design and optimisation techniques to deliver customer specific products.Academics within the Loughborough IMCRC have an internationally leading track record in these areas and a history of strong collaborations to gear IMCRC capabilities with the complementary strengths of external groups.Innovative activities are increasingly distributed across the value chain. The impressive scope of the IMCRC helps us mirror this industrial reality, and enhances knowledge transfer. This advantage of the size and diversity of activities within the IMCRC compared with other smaller UK centres gives the Loughborough IMCRC a leading role in this technology and value chain integration area. Loughborough IMCRC as by far the biggest IMRC (in terms of number of academics, researchers and in funding) can take a more holistic approach and has the skills to generate, identify and integrate expertise from elsewhere as required. Therefore, a large proportion of the Centre funding (approximately 50%) will be allocated to Integration projects or Grand Challenges that cover a spectrum of expertise.The Centre covers a wide range of activities from Concept to Creation.The activities of the Centre will take place in collaboration with the world's best researchers in the UK and abroad. The academics within the Centre will be organised into 3 Research Units so that they can be co-ordinated effectively and can cooperate on Programmes.