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Register a new userDynamic Prioritization of Emergency Vehicles For Self-Organizing Traffic using VTL+EV *
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Cooperative vehicular technology in recent times has aided in realizing some state-of-art technologies like autonomous driving. Effective and efficient prioritization of emergency vehicles (EVs) using cooperative vehicular technology can undoubtedly aid in saving property and lives. Contemporary EV prioritization, called preemption, is highly dependent on existing traffic infrastructure. Accessing crucial decision parameters for preemption like speed, position and acceleration data in real-time is almost impossible in current systems. The connected vehicle can provide such data in real-time, which makes EV preemption more responsive and effective. Also, autonomous vehicles can help in optimizing the timing in traffic phases and minimize human-related loss like higher headway times and inconsistent inter-vehicle spacing when following each other. In this paper, we introduce self-coordinating a decentralized traffic control system termed as Virtual Traffic Light plus for Emergency Vehicle (VTL+EV) to prioritize EVs in an intersection. The proposed system can expedite EVs movement through intersections and impose minimal waiting time for ordinary vehicles. The VTL+EV algorithm also can improve overall throughput making an intersection more efficient.
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Current state-of-art traffic microsimulation tools cannot accurately estimate safety, efficiency, and mobility benefits of automated driving systems and vehicle connectivity because of not considering physical and powertrain characteristics of vehicles and resistance forces. This paper proposes realistic longitudinal control functions for autonomous vehicles with and without vehicle-to-vehicle communications and a realistic vehicle-following model for human-driven vehicles, considering driver characteristics and vehicle dynamics. Conventional longitudinal control functions apply a constant time gap policy and use empirical constant controller coefficients, potentially sacrificing safety or reducing throughput. Proposed longitudinal control functions calculate minimum safe time gaps at each simulation time step and tune controller coefficients at each simulation time step during acceleration and deceleration to maximize throughput without compromising safety.
Connected and Automated Vehicles (CAVs), particularly those with a hybrid electric powertrain, have the potential to significantly improve vehicle energy savings in real-world driving conditions. In particular, the Eco-Driving problem seeks to design optimal speed and power usage profiles based on available information from connectivity and advanced mapping features to minimize the fuel consumption over an itinerary. This paper presents a hierarchical multi-layer Model Predictive Control (MPC) approach for improving the fuel economy of a 48V mild-hybrid powertrain in a connected vehicle environment. Approximate Dynamic Programming (ADP) is used to solve the Receding Horizon Optimal Control Problem (RHOCP), where the terminal cost for the RHOCP is approximated as the base-policy obtained from the long-term optimization. The controller was extensively tested virtually (using both deterministic and Monte Carlo simulations) across multiple real-world routes where energy savings of more than 20% have been demonstrated. Further, the developed controller was deployed and tested at a proving ground in real-time on a test vehicle equipped with a rapid prototyping embedded controller. Real-time in-vehicle testing confirmed the energy savings observed in simulation and demonstrated the ability of the developed controller to be effective in real-time applications.
Under voltage load shedding has been considered as a standard and effective measure to recover the voltage stability of the electric power grid under emergency and severe conditions. However, this scheme usually trips a massive amount of load which can be unnecessary and harmful to customers. Recently, deep reinforcement learning (RL) has been regarded and adopted as a promising approach that can significantly reduce the amount of load shedding. However, like most existing machine learning (ML)-based control techniques, RL control usually cannot guarantee the safety of the systems under control. In this paper, we introduce a novel safe RL method for emergency load shedding of power systems, that can enhance the safe voltage recovery of the electric power grid after experiencing faults. Unlike the standard RL method, the safe RL method has a reward function consisting of a Barrier function that goes to minus infinity when the system state goes to the safety bounds. Consequently, the optimal control policy can render the power system to avoid the safety bounds. This method is general and can be applied to other safety-critical control problems. Numerical simulations on the 39-bus IEEE benchmark is performed to demonstrate the effectiveness of the proposed safe RL emergency control, as well as its adaptive capability to faults not seen in the training.
Emerging transportation technologies offer unprecedented opportunities to improve the efficiency of the transportation system from the perspectives of energy consumption, congestion, and emissions. One of these technologies is connected and autonomous vehicles (CAVs). With the prospective duality of operations of CAVs and human driven vehicles in the same roadway space (also referred to as a mixed stream), CAVs are expected to address a variety of traffic problems particularly those that are either caused or exacerbated by the heterogeneous nature of human driving. In efforts to realize such specific benefits of CAVs in mixed-stream traffic, it is essential to understand and simulate the behavior of human drivers in such environments, and microscopic traffic flow (MTF) models can be used to carry out this task. By helping to comprehend the fundamental dynamics of traffic flow, MTF models serve as a powerful approach to assess the impacts of such flow in terms of safety, stability, and efficiency. In this paper, we seek to calibrate MTF models based on empirical trajectory data as basis of not only understanding traffic dynamics such as traffic instabilities, but ultimately using CAVs to mitigate stop-and-go wave propagation. The paper therefore duly considers the heterogeneity and uncertainty associated with human driving behavior in order to calibrate the dynamics of each HDV. Also, the paper designs the CAV controllers based on the microscopic HDV models that are calibrated in real time. The data for the calibration is from the Next Generation SIMulation (NGSIM) trajectory datasets. The results are encouraging, as they indicate the efficacy of the designed controller to significantly improve not only the stability of the mixed traffic stream but also the safety of both CAVs and HDVs in the traffic stream.
Self-triggered control (STC) is a well-established technique to reduce the amount of samples for sampled-data systems, and is hence particularly useful for Networked Control Systems. At each sampling instant, an STC mechanism determines not only an updated control input but also when the next sample should be taken. In this paper, a dynamic STC mechanism for nonlinear systems is proposed. The mechanism incorporates a dynamic variable for determining the next sampling instant. Such a dynamic variable for the trigger decision has been proven to be a powerful tool for increasing sampling intervals in the closely related concept of event-triggered control, but was so far not exploited for STC. This gap is closed in this paper. For the proposed mechanism, the dynamic variable is chosen to be the filtered values of the Lyapunov function at past sampling instants. The next sampling instant is, based on the dynamic variable and on hybrid Lyapunov function techniques, chosen such that an average decrease of the Lyapunov function is ensured. The proposed mechanism is illustrated with a numerical example from the literature. For this example, the obtained sampling intervals are significantly larger than for existing static STC mechanisms. This paper is the accepted version of [1], containing also proofs of the main results.
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