International Journal of Robotics and Automation (IJRA)

Vol. 3, No. 3, September 2014, pp. 151~160

ISSN: 2089-4856

151

Different Control Algorithms for a Platoon of

Autonomous Vehicles
Zoran Gacovski*, Stojce Deskovski**
* Department of Information and Communication Technology, FON University, Skopje, Macedonia
** Department of Engineering, University St. Kliment Ohridski, Bitola , Macedonia

Article Info

ABSTRACT

Article history:

This paper presents a concept of platoon movement of autonomous vehicles

(smart cars). These vehicles have Adaptive or Advanced cruise control
(ACC) system also called Intelligent cruise control (ICC) or Adaptive
Intelligent cruise control (AICC) system. The vehicles are suitable to follow
other vehicles on desired distance and to be organized in platoons. To
perform a research on the control and stability of an AGV (Automated
Guided Vehicles) string, we have developed a car-following model. To do
this, first a single vehicle is modeled and since all cars in the platoon have
the same dynamics, the single vehicle model is copied ten times to form
model of platoon (string) with ten vehicles. To control this string, we have
applied equal PID controllers to all vehicles, except the leading vehicle.
These controllers try to keep the headway distance as constant as possible
and the velocity error between subsequent vehicles - small. For control of
vehicle with nonlinear dynamics combination of feedforward control and
feedback control approach is used. Feedforward control is based on the
inverse model of nominal dynamics of the vehicle, and feedback PID control
is designed based on the linearized model of the vehicle. For simulation and
analysis of vehicle and platoon of vehicles we have developed
Matlab/Simulink models. Simulation results, discussions and conclusions are
given at the end of the paper.

Received Jan 6, 2014

Revised Jun 1, 2014
Accepted Jun 20, 2014
Keyword:
Feedback Control
Fuzzy Control
Platoon of vehicles
Smart cars
String stability

Copyright 2014 Institute of Advanced Engineering and Science.

All rights reserved.

Corresponding Author:
Zoran Gacovski,
Department of Information and Communication technology
FON University - Skopje,
Bul. Vojvodina, bb, 1000, Skopje, Macedonia
Email: gacovski@mt.net.mk

1.

INTRODUCTION
Grouping vehicles into platoons is a method of increasing the capacity of roads. An automated
highway system is a proposed technology for doing this. Platoons decrease the distances between cars using
electronic and possibly mechanical coupling. This capability would allow many cars to accelerate or brake
simultaneously. Instead of waiting after a traffic light changes to green for drivers ahead to react, a
synchronized platoon would move as one, allowing up to a fivefold increase in traffic throughput if spacing is
diminished that much. This system also allows for a closer headway between vehicles by eliminating reacting
distance needed for human reaction.
Smart cars with artificial intelligence could automatically join and leave platoons. The Automated
Highway System (AHS) is a proposal for one such system, where cars organize themselves into platoons of
eight to twenty-five. Potential benefits from this AHS are: greater fuel economy, reduced congestion, shorter
commutes during peak periods, fewer traffic collisions, and the ability for vehicles to be driven unattended.
The origin of research on AHS was done by a team from Ohio State University led by R. E. Fenton.
Their first automated vehicle was built in 1962, and is believed to be the first land vehicle to contain a

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computer. Steering, braking and speed were controlled through the onboard electronics, which filled the
trunk, back seat and most of the front of the passenger side of the car. Today this field is widely explored
and implemented in practice. SARTRE is a European Commission FP7 co-funded project [1]. It is built on
existing results and experience and analyse the feasibility of vehicle platoons (consisting of both
trucks/busses and passenger cars) as a realistic future transport and mobility concept. SARTRE aims to
examine the operation of platoons on unmodified public motorways with full interaction with other vehicles.
Crawford et al. [2] examine the sensory combination (GPS, cameras, scanners) to fulfill the task of following.
Other authors (Halle et al. [4]) consider the car platoons as collaborative multi-agent system. They propose a
hierarchical architecture based on three layers (guidance layer, management layer and traffic control layer)
which can be used for simulating a centralized platoon (where a head vehicle-agent coordinates other
vehicle-agents by applying its coordination rule) or a decentralized platoon (where the platoon is considered
as a team of vehicle-agents trying to maintain the platoon).
This paper is organized as follows. Section 2 presents deriving of dynamic vehicle model and its
linearization. Section 3 is reserved for vehicle platoon modeling and control. Section 4 discusses simulation
results given using Matlab/Simulink models of the vehicle and platoon of vehicles. Finally, in Section 5 we
give conclusions and directions for future work.

2.

DYNAMIC VEHICLE MODEL

In this section we present mathematical model of longitudinal motion of the vehicle which is
relevant for platoon modeling and control. For modeling in this case weve used two coordinate systems (see
Figure 1): vehicle-fixed or body-fixed coordinate system, B(C;x,z), and Earth-fixed coordinate system,
E(O;xo,zo). Velocity of the vehicle has components along x an z axes, i.e. VB [u, v]T . Figure 1 shows free
body diagram of a vehicle with mass m. Vehicle is inclined upon angle with respect to horizontal plane
(slope of the road).

zo

DA

hA
h

z
F xr

Fzr

Rxr

Fxf

G mg

Rxf
Fzf

xo

Figure 1. Forces acting on a vehicle

Figure 2. Simulink model of the vehicle

The diagram includes the significant forces acting on the vehicle: g is the gravitational constant; DA
is the aerodynamic force; G=mg is the weight of the vehicle; Fx is the tractive force; Rx is the rollingresistance force; and max, an equivalent inertial force, acts at the center of mass, C. The subscripts f and r
refer to the front (at B) and rear (at A) tire-reaction forces, respectively.
Application of Newtons second law for the x and z directions gives [12]:

mu Fxr Fxf G sin Rxr Rxf DA

(1)

mv 0 G cos Fzf Fzr

(2)

The aerodynamic-drag force depends on the relative velocity between the vehicle and the surrounding air and is given by the semi-empirical relationship:

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153

1
1
(3)
Cd A f (u uw ) 2 Cair (u uw ) 2
2
2
where is the air density (= 1.202 kg/m3 at an altitude of 200 m), Cd is the drag coefficient, Af is the frontal
area of the vehicle, u is the vehicle-forward velocity, and uw is the wind velocity (i.e.,positive for a headwind
and negative for a tailwind). The drag coefficient for vehicles ranges from about 0.2 (i.e., streamlined
passenger vehicles with underbody cover) to 1.5 (i.e., trucks); 0.4 is a typical value for passenger cars [12].
The rolling resistance arises due to the deformation on the tire and the road surface, and it is roughly
proportional to the normal force on the tire:
DA

Rx Rxf Rxr f r ( Fzf Fzr ) f r mg cos

(4)

where fr is the rolling-resistance coefficient in the range of about 0.01 to 0.4, with 0.015 as a typical value for
passenger vehicles.
For further consideration we use equation (1). Equation (1) is nonlinear in the forward velocity,
u (t ) but otherwise is a simple dynamic system: it only has one state variable. So, what are the main
challenges in cruise-control design problems? The difficulties arise mainly from two factors: (1) plant
uncertainty due to change of vehicle weight, and (2) external disturbances due to road grade. Thus, a good
cruise-control algorithm must work well under these uncertainties.
Equation (1), using (3) and (4) can be rewritten:
1
mu Fx mgsin f r mgcos Cair (u uw )2
2

(5)

where Cair Ar Cd is a constant.

Using (5) we create nonlinear SIMULINK model for vehicles in the platoon, Figure 2. For analysis
of dynamics and stability of the vehicle and string stability of the platoon we need linearized model of the
vehicle. Linearization of (5) around the specified operating (i.e.,equilibrium) state is made using a Taylor
series expansion. Variables and functions in the equation (5) are presented in form

u u 0 u; Fx Fx0 F ; 0 0

(6)

where u 0 is the nominal velocity of the vehicle, Fx0 is the nominal tractive force, and 0 is the nominal
slope of the road. Substituting (6) in (5) and performing mathematical operations, using approximations
sin , cos 1 , and neglecting the small quantities like u 2 0 , we obtain two equations:
1
mu o Fxo mgsin 0 f r mgcos o Cair (u o uw )2
2

(7)

mu Cair (u o uw )u Fx d

(8)

d ( mgf r sin 0 - mgcos 0 )

(9)

where d is the disturbance. Equation (7) describes nominal motion of the vehicle and it has the same form
like (5), and (8) describes perturbed motion around nominal trajectory.
If nominal velocity u o is constant then from (7) we can find nominal tractive force which is needed
for movement near to nominal state:
1
Fxo mgsin 0 f r mgcos o Cair (u o uw )2
2

(10)

Linearized equation (9) is of first order in which u is statevelocity perturbation and Fx is

perturbation of the tractive force and we can use it for stabilization and control of the vehicle by obtaining it
from suitable linear controller.

Different Control Algorithms for a Platoon of Autonomous Vehicles (Zoran Gacovski)

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Taking perturbation in position, x , using (8) we can write next state-space equation for the
vehicle:

x u
1
1
1
u
u Fx d
Km
m
m

(11)

where K 1/ [Cair (u 0 uw )] .
In vector-matrix form (11) becomes:
1
0
0
0
x
x

1 1 Fx 1 d
u
0
u
m
Km

(12)

We can find the transfer function of the vehicle from (11):

u u K (Fx d ) ,
(13)
0

where Km m / [Cair (u uw )] is time constant.

Applying Laplace transformation to (13), and neglecting disturbance d, we can compute transfer
function:
G(s)

u ( s)
K

Fx ( s) s 1

(14)

Using the numerical values:

u 0 20 m / s, 0 0, m 1000 kg, 1.2 kg / m3 ,

(15)

A f 1.2 m 2 , Cd 0.5, f r 0.01, g 9.81 m / s, uw 0

we can compute the parameters in above equations (10), (11), (12) and (13):
Fxo 242.1 N, K 0.0694 (m/s)/N, =69.44 s,

(16)

1 x 0
x 0
0
u 0 0.0144 u 0.001 Fx 0.001 d

(17)

G(s)

u ( s)
0.0694

Fx ( s) 69.44 s 1

(18)

3.

VEHICLE CONTROL SYSTEM

In cases when the real vehicle is with nonlinear dynamics (in our case equation (5) for longitudinal
dynamics) it is very useful to implement combination of feed-forward control and feedback control approach,
presented on Figure 3. The feed-forward control is formed on the inverse model of the object and on the
o

generator of nominal trajectories which generates the desired trajectory x (t ) . This desired trajectory is
based on the previously prepared data or from the system operation based on the measured data. For
realization of this trajectory it is necessary that regulator in feedback is present, which will generate the
needed control u(t ) for elimination trajectory error of the object from the desired trajectory. This provides
stabilisation of the control process of the object. The sum control u(t) of the moving object from Figure 3,
when the linear regulator is formed by the matrix K(t), is given with the following relation:

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u(t ) uo (t ) u(t ) uo (t ) K (t )x(t )

155

(19)

uo (t ) K (t )[x(t ) xo (t )]

The syntesis of the control law given by equation (19) is performed in two steps. In the first step the
nominal control u o (t ) is determined under assumption of ideal conditions i.e. when no disturbances are
present.

xo (t )

xo (t )

u o (t )

x(t )

u(t )

u(t )

x(t )

x(t )

Figure 3. Concept of feed-forward and feedback

control system of nonlinear object

Figure 4. Simulink diagram for the vehicle control

According to the described concept (Figure 3), the control laws for vehicles can be developed. In
this paper feed-forward control is determined based on the (7), i.e. (10) for nominal tractive force which is a
nominal control.
Feedback controller, which provides stabilization of the object around the nominal trajectory, can be
designed using linearized model. Under assumption that the dynamic behavior of the object with respect to
the nominal trajectory is linear, as described with (8), or (12) to (14), for the control u(t ) , we can apply
methods for synthesis developed for linear systems: PID controller design, Linear Quadratic Regulator
(LQR), methods for pole placement, adaptive optimal control etc.[3].
In this paper PID control design approach is used and PID feedback controller is obtained based on
the linear model of the vehicle derived above with parameters determined using numerical values (15). For
simulation and testing of vehicle dynamics and vehicle control system Simulink model is developed which is
shown on Figure 4.
Module reference inputs, generate reference acceleration ao, velocity vo, and position xo, similar like
the leader of the platoon. These signals go to the PID controller where are processed according to:
u Fx K p ( xo x)

KI
( xo x) K D (vo v)
s

(20)

where K p , K I , and K D are proportional, integral and derivative gains of the controller, a, v and x are real
acceleration, velocity and position of the vehicle.
Module Nominal control, Figure 4, consists of equation (10) and module Vehicle dynamics, which is
based on full nonlinear model, equation (5).
Simulink model in Figure 4 can be used for open loop, and closed loop simulation of the controlled
vehicle. (i.e., its own motion and headway to the vehicle in front). In this paper we discuss the vehiclefollowing control approach, which is the focus of most current research and development work in the area
[12].
We observe the movement of vehicles in the inertial (or absolute) coordinate system G (O; xo , yo )
which is fixed to the road with origin in the starting point, O. Positions, xi , velocities, vi xi , and accelerations, ai vi , i L,1, 2, 3, 4 , measured with respect to G (O; xo , yo ) , are absolute quantities. Coordinate system
L( L; xL , yL ) is fixed to the vehicle-leader with origin in the center of its mass. Relative position, velocity and
acceleration of the vehicles with respect to L( L; xL , yL ) are denoted as: li xL xi , vri vL vi ,
i 1, 2,3, 4
ari aL ai ,
respectively.
Distances
between
vehicles
are
denoted
as
,
and
relative
velocities
and
accelerations
of
the
vehicles
with
respect
to
vehicle
in
dxi xi 1 xi , i L,1, 2,3, 4
front of them are respectively:

Different Control Algorithms for a Platoon of Autonomous Vehicles (Zoran Gacovski)

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dvi vi 1 vi xi 1 xi ,
.
dai ai 1 ai
xi 1
xi , i L,1, 2,3, 4.
The main Simulink diagram of our model is shown on Figure 5. In this model each vehicle gets information
about acceleration, velocity and position of the previous vehicle, and also gets the same information about the
vehicle-leader.

Figure 5. Matlab/Simulink model of the platoon of 10 vehicles.

Using vehicle model (5), or Figure 2, if 0 and Vw 0 , we can find acceleration of the vehicle in this
form:
1
1
( Fx f r mg Cair u 2 ),
2
m
Fx Fx Fx 0

u a

(21)

Control force Fx is determined by a PID controller, i.e. with equation (20). Substituting (20) in
(21) we can find acceleration for the i-th vehicle:
ai

K
1
[ K pi ( xi 1 xi hdi ) Ii ( xi 1 xi hdi )
m
s
1
K Di (vi 1 vi ) Fx 0 f r mg Cair ui 2 )],
2

(22)

where hdi is constant distance between i-1-th and i-th vehicle. Deriving (21) we can get jerk which acts on the
i-th vehicle ( Fx 0 and f r mg are constant), and using relations:
xi vi

(23)

vi ai

(24)

we can find:
a i

1
[ K Ii ( x i 1 x i hd i ) K Pi (v i 1 v i ) K Di (a i 1 a i ) C air u o a i ]
m

(25)

Equations (23), (24) and (25) represent linear state-space model of the i-th vehicle in the platoon.
Variables xi 1 , vi 1 , and ai 1 ai in equation (25) are input variables for the i-th vehicle and they are position,
velocity and acceleration of the previous, or i-1-th, vehicle.
Equations (23), (24) and (25) can be used for obtaining the state space model of string of several
vehicles. This model is useful for stability analysis of the string using techniques of linear control theory.
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157

Here we form model of string with three vehicles: vehicle-leader, and two vehicles-followers. Outputs of the
vehicle-leader generate input variables, xL , vL , and aL , for the first vehicle in the string. Other two vehicles are
described with these equations - for the first vehicle:
x1 v1
v1 a1
a1

(26)

1
[ K I 1 ( xL x1 hd1 ) K p1 (vL v1 )
m
K D1 (aL a1 ) Cair u o a1 ],

and for the second vehicle:

x2 v2
v2 a2
a2

(27)

1
[ K I 2 ( x1 x2 hd 2 ) K p 2 (v1 v2 )
m
K D 2 (a1 a2 ) Cair u o a2 ]

Now we form state vector: x [ x1 dx2 v1 v2 a1 a2 ]T where state dx2 is the distance between the
first and the second vehicle, and

dx2 x1 x2 v1 v2 dv2

(28)

Now we can write state-space equation of the string in vector-matrix (29):

0
x1 0
dx
2 0
v1 0

v2 K I 1
a m
1
a2
0

0
0

0
K
I1
m
0

0
0

1
0

1
0

0
1

K P1
m

K D1 Cair u o
m

KI 2
m

KP2
m

KP2
m

0
0
0
0
K P1
m
0

0
0
0

0
0
0 xL
v 0
0 L
K
K D1 aL I 1

0
0

KD2
m
0
0
0

0 hd1

hd 2
0

KI 2

x
1
dx2

1
v1
v2

0
a1
o a
K D 2 Cair u 2

m
0

0
0

(29)

If we choose outputs as - distance between vehicles, dx2 , and velocities v1 and v2 , we can form
output vector, y [dx2 v1 v2 ]T , as:
dx2 0 1 0 0 0 0
0 0 0 xL
y v1 0 0 1 0 0 0 x 0 0 0 vL
v2 0 0 0 1 0 0
0 0 0 aL

(30)

Stability analysis of the individual vehicle and platoon of vehicles can be made in Matlab using their
linear models and computing poles of the system or finding gain and phase margins with help of Nyquist
plot. For example, for string of two vehicles-followers, using model (29) and parameters (15), we can find
eigenvalues or poles, p1,, p6 :
-1.2690 ,-1.2690, -0.5306, -0.5306, -0.0149, -0.0149

which are real and negative, and system is stable.

Different Control Algorithms for a Platoon of Autonomous Vehicles (Zoran Gacovski)

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For a platoon of vehicles, besides individual vehicle stability, it is defined string stability of the
platoon [17, 18]. If the preceding vehicle is accelerating or decelerating, then the spacing error could be
nonzero; we must ensure that the spacing error attenuates as it propagates along the string of vehicles
because it propagates upstream toward the tail of the string. Taking (23) in Laplace domain, and using
transfer function Gi vi / vi 1 and relation for range error between i-th and i-1th vehicles:
1
xi vi , vi Gi ( s )vi 1 , i xi 1 xi Di
s

(31)

where Di hi vi denotes the desired range for the ith vehicle, hi is a constant time-headway policy adopted
for all vehicles, we can find transfer function Gi ,k from the range error of i-th vehicle to the range error of i+k
th vehicle:
Gi , k ( s)

ik
1 Gi k shi k Gi k
Gi Gi 1 Gi k 1
i
1 Gi shi Gi

(32)

For string stability must be satisfied [13]:

i k i , or Gi,k ( s)

(33)

This discussion for string stability can be easily applied to platoon described in this work. In the
next section we present some results for platoon movement.

4.

RESULTS AND ANALYSIS

We have simulated a platoon with 10 vehicles. All vehicles are the same with parameters (15),
desired distances among vehicles are dxi0=50 m. Parameters of PID controllers are: KPi=700, KIi=10, and
KDi=1800. Vehicle-leader generates acceleration, velocity and position which are shown in the pictures
below. Figure 6 shows velocity profile of the vehicle leader and responses of vehicles followers.
Absolute vehicle velocities
28

Absolute vehicle positions

1000

26
Vehicle 1
Vehicle positions, xi [m]

V ehic le v eloc ities , v i [m /s ]

Vehicle 9

24
Vehicle-Leader
22

20

Vehicle-Leader

500

0
Vehicle 9

18

10

20

30

40

50
t [s]

60

70

80

90

100
-500

10

20

30

40

50

t [s]

Figure 6. Trapezoidal change of vehicle-leader velocity

and responses of vehicles in the platoon.

Figure 7. Positions of the vehicles.

Figure 8 shows distance errors between vehicles for the same inputs as in Figure 6. Figure 9 shows
positions of the vehicles in the platoon when each vehicle gets information for acceleration, velocity and
position only from previous vehicle. Figure 7 shows the situation when only last three vehicles get
information for acceleration, velocity and position from the vehicle-leader. In this situation errors in positions
between vehicles are smaller. It is known in the literature that the information for vehicle-leader movement
and inter-vehicle communication influence to better control and string stability of the platoon.

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Absolute vehicle positions
1000

Vehicle 9

1.5

Vehicle positions, xi [m]

Dis tanc e errors between v ehic les ,[m ]

Distance errors between vehicles

2

1
0.5
0
Vehicle 1

-0.5
-1

159

20

40

60

80

t [s]

Figure 8. Distance errors between vehicles

100

Vehicle 1
Vehicle - Leader
500

0
Vehicle 9
-500

10

20

30

40

50

t [s]

Figure 9. Positions of the vehicles

5.

CONCLUSION
In this paper we have developed a nonlinear and linearized model of the longitudinal motion of the
vehicle. Feed-forward control and feedback PID control approach is applied to design vehicle controller.
Using this vehicle model with its designated control system weve developed a model of platoon with ten
vehicles. In this model, vehicles can get information for acceleration, velocity and position from previous
vehicle and from movement of the vehicle leader. String stability of the platoon is discussed and transfer
function of the string useful for stability analysis is presented. Based on the developed models,
Matlab/Simulink models are created which can be used for simulation and performance analysis of the
vehicle dynamics and platoons control system. This Simulink models can be useful for different experiments
and testing of designed controllers. Simulation results given in the previous section show how vehicles
behave in the platoon under given conditions with PID controllers applied.
In future work, we plan to develop more accurate models of the vehicles and platoons. We plan to
design and test different-then PID control laws, for example LQR and Fuzzy logic control. Practical
realization using different sensors and wireless communication among vehicles will be our interest in the
future.

REFERENCES
[1] Chan E., P. Gilhead, P. Jelinek, P.Krej; SARTRE cooperative control of fully automated platoon vehicles, 18th
World Congress on Intelligent Transport Systems, 2011, Orlando, USA.
[2] Crawford S.A., Performance evaluations of sensor combinations for mobile platoon control, University of
Calgary, Dept. of Geomatics Engineering, Rep. No. 20213, 2005.
[3] Franklin, G.F., J.D. Powell, A. Emami-Naeini; Feedback control of dynamic systems, fourth edition (2002).
[4] Gven, B.A., E. Kural; Adaptive cruise control simulator. A low-cost multiple-driver-in-the-loop simulator,
Istanbul Technical University, Department of Mechanical Engineering (2006).
[5] Halle S., B. Chaib-draa; A collaborative driving system based on multiagent modelling and simulations,
Transportation Research Part C: Emerging Technologies, pp.320-345.
[6] Hatipolu, C., . zgner, M. Sommerville; Longitudinal headway control of autonomous vehicles, Department
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[7] Higashimata A., K. Adachi, T. Hashizume, S. Tange; Design of a headway distance control system for ACC,
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[8] Holzmann H., Ch. Halfmann, S. Germann, M. Wurtenberger, R. Isermann; Longitudinal and lateral control and
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[9] Jones, W.D.; Keeping cars from crashing, IEEE Spectrum, Volume 38, Issue 9 (September2001), pp. 40 45.
[10] Kim, H.M., J. Dickerson, B. Kosko; Fuzzy throttle and brake control for platoons of smart cars, Fuzzy Sets and
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[11] Liang, C.Y., H. Peng; Optimal adaptive cruise control with guaranteed string stability, Vehicle System Dynamics,
(1999), pp. 313 330.
[12] A. Galip Ulsoy, Huei Peng, Melih Cakmakc: Automotive Control Systems, Cambridge University Press,
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BIOGRAPHIES OF AUTHORS
Dr. Zoran Gacovski is a professor in Computer engineering at FON University, Skopje,
Macedonia. His teaching subjects and his areas of research are: fuzzy systems, intelligent
control, mobile robots, graphical models (Petri, Neural and Bayesian networks), machine
learning, and human-computer interaction. He has earned his Ph.D. degree at Faculty of
Electrical engineering, Skopje. In his career he was awarded the Fulbright postdoctoral
fellowship (2002) for research stay at Rutgers University, USA. He has also earned best-paper
award at the Baltic Olympiad for Automation control (2002), US NSF grant for conducting a
specific research in the field of human-computer interaction at Rutgers University, USA (2003),
and DAAD grant for research stay at University of Bremen, Germany (2008). He took an active
participation in several FP7 projects. He is an author of 3 books, 7 journal papers, over 30
Conference papers, and was also a reviewer for IEEE journals and conferences. He is the editor
of Mobile Robots: Current trends (Intech publishing, 2010).

Dr. Stojce Deskovski is a professor in Control Systems, at the Faculty of Engineering, University
St. Kliment Ohridski, Bitola. He has accomplished his masters and PhD degrees at Faculty of
Electrical Engineering - Zagreb. His teaching and research interests include Anti-Tank and Air
Defense Missile Systems, Guidance and Control and Synthesis of Guidance Systems. He was
professor in these areas at Algerian Military Academy (1979-1980), and the Military Academy
Zagreb (1981-1991). From 1992 to 1995 he has established and he was elected as the first Dean
of Macedonian Military Academy (1995). At the Military Academy - Skopje he has developed
the areas: External ballistics, Mechanics of flight, Guidance and Control of missile systems. For
his contributions in the field of aeronautics (and missile technique) in 2000 he was elected as a
member of the American Institute of aeronautics and astronautics AIAA. He is an active
member of ETAI Macedonian Engineering Society. He has published 2 books (External
Ballistics, 2000, and Homing-guided missiles for anti-air defense, 2004) and he has also
published over 50 papers at international Conferences and Journals.

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