No Arabic abstract
Collision-free or contact-free routing through connected networks has been actively studied in the industrial automation and manufacturing context. Contact-free routing of personnel through connected networks (e.g., factories, retail warehouses) may also be required in the COVID-19 context. In this context, we present an optimization framework for identifying routes through a connected network that eliminate or minimize contacts between randomly arriving agents needing to visit a subset of nodes in the network in minimal time. We simulate the agent arrival and network traversal process, and introduce stochasticity in travel speeds, node dwell times, and compliance with assigned routes. We present two optimization formulations for generating optimal routes - no-contact and minimal-contact - on a real-time basis for each agent arriving to the network given the route information of other agents already in the network. We generate results for the time-average number of contacts and normalized time spent in the network.
This paper aims to answer the research question as to optimal design of decision-making processes for autonomous vehicles (AVs), including dynamical selection of driving velocity and route choices on a transportation network. Dynamic traffic assignment (DTA) has been widely used to model travelerss route choice or/and departure-time choice and predict dynamic traffic flow evolution in the short term. However, the existing DTA models do not explicitly describe ones selection of driving velocity on a road link. Driving velocity choice may not be crucial for modeling the movement of human drivers but it is a must-have control to maneuver AVs. In this paper, we aim to develop a game-theoretic model to solve for AVss optimal driving strategies of velocity control in the interior of a road link and route choice at a junction node. To this end, we will first reinterpret the DTA problem as an N-car differential game and show that this game can be tackled with a general mean field game-theoretic framework. The developed mean field game is challenging to solve because of the forward and backward structure for velocity control and the complementarity conditions for route choice. An efficient algorithm is developed to address these challenges. The model and the algorithm are illustrated on the Braess network and the OW network with a single destination. On the Braess network, we first compare the LWR based DTA model with the proposed game and find that the driving and routing control navigates AVs with overall lower costs. We then compare the total travel cost without and with the middle link and find that the Braess paradox may still arise under certain conditions. We also test our proposed model and solution algorithm on the OW network.
Finding strongly connected components (SCCs) and the diameter of a directed network play a key role in a variety of discrete optimization problems, and subsequently, machine learning and control theory problems. On the one hand, SCCs are used in solving the 2-satisfiability problem, which has applications in clustering, scheduling, and visualization. On the other hand, the diameter has applications in network learning and discovery problems enabling efficient internet routing and searches, as well as identifying faults in the power grid. In this paper, we leverage consensus-based principles to find the SCCs in a scalable and distributed fashion with a computational complexity of $mathcal{O}left(Dd_{text{in-degree}}^{max}right)$, where $D$ is the (finite) diameter of the network and $d_{text{in-degree}}^{max}$ is the maximum in-degree of the network. Additionally, we prove that our algorithm terminates in $D+1$ iterations, which allows us to retrieve the diameter of the network. We illustrate the performance of our algorithm on several random networks, including ErdH{o}s-Renyi, Barabasi-Albert, and mbox{Watts-Strogatz} networks.
We propose a framework for integrating optimal power flow (OPF) with state estimation (SE) in the loop for distribution networks. Our approach combines a primal-dual gradient-based OPF solver with a SE feedback loop based on a limited set of sensors for system monitoring, instead of assuming exact knowledge of all states. The estimation algorithm reduces uncertainty on unmeasured grid states based on a few appropriate online state measurements and noisy pseudo-measurements. We analyze the convergence of the proposed algorithm and quantify the statistical estimation errors based on a weighted least squares (WLS) estimator. The numerical results on a 4521-node network demonstrate that this approach can scale to extremely large networks and provide robustness to both large pseudo measurement variability and inherent sensor measurement noise.
Given the rise of electric vehicle (EV) adoption, supported by government policies and dropping technology prices, new challenges arise in the modeling and operation of electric transportation. In this paper, we present a model for solving the EV routing problem while accounting for real-life stochastic demand behavior. We present a mathematical formulation that minimizes travel time and energy costs of an EV fleet. The EV is represented by a battery energy consumption model. To adapt our formulation to real-life scenarios, customer pick-ups and drop-offs were modeled as stochastic parameters. A chance-constrained optimization model is proposed for addressing pick-ups and drop-offs uncertainties. Computational validation of the model is provided based on representative transportation scenarios. Results obtained showed a quick convergence of our model with verifiable solutions. Finally, the impact of electric vehicles charging is validated in Downtown Manhattan, New York by assessing the effect on the distribution grid.
Logistics has gained great attentions with the prosperous development of commerce, which is often seen as the classic optimal vehicle routing problem. Meanwhile, electric vehicle (EV) has been widely used in logistic fleet to curb the emission of green house gases in recent years. Solving the optimization problem of joint routing and charging of multiple EVs is in a urgent need, whose objective function includes charging time, charging cost, EVs travel time, usage fees of EV and revenue from serving customers. This joint problem is formulated as a mixed integer programming (MIP) problem, which, however, is NP-hard due to integer restrictions and bilinear terms from the coupling between routing and charging decisions. The main contribution of this paper lies at proposing an efficient two stage algorithm that can decompose the original MIP problem into two linear programming (LP) problems, by exploiting the exactness of LP relaxation and eliminating the coupled term. This algorithm can achieve a nearoptimal solution in polynomial time. In addition, another variant algorithm is proposed based on the two stage one, to further improve the quality of solution.