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Register a new userA Review on Cooperative Adaptive Cruise Control (CACC) Systems: Architectures, Controls, and Applications
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Added by
Ziran Wang
Publication date
2018
fields
Informatics Engineering
and research's language is
English
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Connected and automated vehicles (CAVs) have the potential to address the safety, mobility and sustainability issues of our current transportation systems. Cooperative adaptive cruise control (CACC), for example, is one promising technology to allow CAVs to be driven in a cooperative manner and introduces system-wide benefits. In this paper, we review the progress achieved by researchers worldwide regarding different aspects of CACC systems. Literature of CACC system architectures are reviewed, which explain how this system works from a higher level. Different control methodologies and their related issues are reviewed to introduce CACC systems from a lower level. Applications of CACC technology are demonstrated with detailed literature, which draw an overall landscape of CACC, point out current opportunities and challenges, and anticipate its development in the near future.
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The paper evaluates the influence of the maximum vehicle acceleration and variable proportions of ACC/CACC vehicles on the throughput of an intersection. Two cases are studied: (1) free road downstream of the intersection; and (2) red light at some distance downstream of the intersection. Simulation of a 4-mile stretch of an arterial with 13 signalized intersections is used to evaluate the impact of (C)ACC vehicles on the mean and standard deviation of travel time as the proportion of (C)ACC vehicles is increased. The results suggest a very high urban mobility benefit of (C)ACC vehicles at little or no cost in infrastructure.
To properly assess the impact of (cooperative) adaptive cruise control ACC (CACC), one has to model vehicle dynamics. First of all, one has to choose the car following model, as it determines the vehicle flow as vehicles accelerate from standstill or decelerate because of the obstacle ahead. The other factor significantly affecting the intersection throughput is the maximal vehicle acceleration rate. In this paper, we analyze three car following behaviors: Gipps model, Improved Intelligent Driver Model (IIDM) and Helly model. Gipps model exhibits rather aggressive acceleration behavior. If used for the intersection throughput estimation, this model would lead to overly optimistic results. Helly model is convenient to analyze due to its linear nature, but its deceleration behavior in the presence of obstacles ahead is unrealistically abrupt. Showing the most realistic acceleration and deceleration behavior of the three models, IIDM is suited for ACC/CACC impact evaluation better than the other two. We discuss the influence of the maximal vehicle acceleration rate and presence of different portions of ACC/CACC vehicles on intersection throughput in the context of the three car following models. The analysis is done for two cases: (1) free road downstream of the intersection; and (2) red light at some distance downstream of the intersection. Finally, we introduce the platoon model and evaluate ACC and CACC with platooning in terms of travel time ad network throughput using SUMO simulation of the 4-mile stretch of Colorado Boulevard / Huntington Drive arterial with 13 signalized intersections in Arcadia, Southern California.
Emergent cooperative adaptive cruise control (CACC) strategies being proposed in the literature for platoon formation in the Connected Autonomous Vehicle (CAV) context mostly assume idealized fixed information flow topologies (IFTs) for the platoon, implying guaranteed vehicle-to-vehicle (V2V) communications for the IFT assumed. Since CACC strategies entail continuous information broadcasting, communication failures can occur in congested CAV traffic networks, leading to a platoons IFT varying dynamically. To enhance the performance of CACC strategies, this study proposes the idea of dynamically optimizing the IFT for CACC, labeled the CACC-OIFT strategy. Under CACC-OIFT, the vehicles in the platoon cooperatively determine in real-time which vehicles will dynamically deactivate or activate the send functionality of their V2V communication devices to generate IFTs that optimize the platoon performance in terms of string stability under the ambient traffic conditions. Given the adaptive Proportional-Derivative (PD) controller with a two-predecessor-following scheme, and the ambient traffic conditions and the platoon size just before the start of a time period, the IFT optimization model determines the optimal IFT that maximizes the expected string stability. The optimal IFT is deployed for that time period, and the adaptive PD controller continuously determines the car-following behaviors of the vehicles based on the unfolding degeneration scenario for each time instant within that period. The effectiveness of the proposed CACC-OIFT is validated through numerical experiments in NS-3 based on NGSIM field data. The results indicate that the proposed CACC-OIFT can significantly enhance the string stability of platoon control in an unreliable V2V communication context, outperforming CACCs with fixed IFTs or with passive adaptive schemes for IFT dynamics.
Vehicle-to-vehicle communications can be unreliable as interference causes communication failures. Thereby, the information flow topology for a platoon of Connected Autonomous Vehicles (CAVs) can vary dynamically. This limits existing Cooperative Adaptive Cruise Control (CACC) strategies as most of them assume a fixed information flow topology (IFT). To address this problem, we introduce a CACC design that considers a dynamic information flow topology (CACC-DIFT) for CAV platoons. An adaptive Proportional-Derivative (PD) controller under a two-predecessor-following IFT is proposed to reduce the negative effects when communication failures occur. The PD controller parameters are determined to ensure the string stability of the platoon. Further, the designed controller also factors the performance of individual vehicles. Hence, when communication failure occurs, the system will switch to a certain type of CACC instead of degenerating to adaptive cruise control, which improves the control performance considerably. The effectiveness of the proposed CACC-DIFT is validated through numerical experiments based on NGSIM field data. Results indicate that the proposed CACC-DIFT design outperforms a CACC with a predetermined information flow topology.
This paper is about obtaining stable vehicle platooning by using Cooperative Adaptive Cruise Control when the communication is unreliable and suffers from message losses. We model communication losses as independent random events and we propose an original design for the cooperative controller, which mitigates the effect of losses. This objective is obtained by a switching controller that has a twofold objective: on the one hand, it promotes both plant stability and string stability of the average error dynamics by an $H_infty$ approach, and on the other hand it minimizes the variance around the average. We show by simulations that the proposed controller is able to compensate even for high probability of losses.
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