Design and analysis of Full Range Adaptive Cruise Control with integrated collision a voidance strategy

Mullakkal-Babu, Freddy Antony; Wang, Meng; Arem, Bart van; Happee, Riender

doi:10.1109/itsc.2016.7795572

Cited by 23 publications

(27 citation statements)

References 26 publications

(38 reference statements)

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“…P is the response range, within which the response increases exponentially. The term governs the behavior in such a way that when vehicle i approaches the predecessor at small gaps, the second term of the control generates sufficient deceleration to avoid driving too close to the predecessor (29). When the predecessor is a non-equipped vehicle, the CACC controller of vehicle i degrades to an ACC system by removing the feedforward term in Equation 2:…”

Section: Longitudinal Model Formulationmentioning

confidence: 99%

Benefits and Risks of Truck Platooning on Freeway Operations Near Entrance Ramp

Wang

Maarseveen

Happee

et al. 2019

Transportation Research Record: Journal of the Transportation R

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Truck platooning attracts considerable attention thanks to the promising fuel consumption benefits and business model. Nevertheless, concerns over the influence of long truck platoons on other traffic are raised by road operators. It is intriguing to understand under what conditions truck platooning will influence other traffic and what are the magnitudes of the influence. To this end, this paper reports a simulation study on examining the effects of truck platooning on freeway operations near an on-ramp. Systematic experiments were conducted with varying demand, market penetration rates (MPRs), intra-platooning gap, and platoon size. Moreover, three alternative strategies for truck platooning to accommodate merging traffic were tested: allowing courtesy lane change of trucks, active yielding, and keeping a larger intra-platoon gap than the acceptable gap for human drivers to change lane. Simulation results show that at high MPRs of truck platooning, the system mitigates congestion and increases throughput, at the expense of merging failures. The merge location distributions shift toward the end of the acceleration lane at congested flow and high MPRs. The effect on average merging speed is insignificant, but the merging speed in saturated traffic with truck platooning shows larger variability. At free flow and low MPRs, the influence is insignificant. Evaluation of the three alternatives concludes that the yielding strategy is most effective in resolving the merging problem with truck platooning. Courtesy lane change is not always possible because of the high speed difference between lanes and keeping a larger time gap suppresses the benefits in congestion mitigation and throughput increase.

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Section: Longitudinal Model Formulationmentioning

confidence: 99%

Benefits and Risks of Truck Platooning on Freeway Operations Near Entrance Ramp

Wang

Maarseveen

Happee

et al. 2019

Transportation Research Record: Journal of the Transportation R

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“…Experiments carried out in studies on ACC systems have applied varied desired time gaps [40]. Numerous recent studies used time gap settings in a range between 1.0 and 3.0 seconds for the desired time gap of the ACC vehicles, with a main focus on desired time gaps of 1.2-1.8 seconds [14,16,17,20,26,30,39,[41][42][43]. Although these are simulation studies, the authors have derived the values from practice.…”

Section: Traffic Flow Effectsmentioning

confidence: 99%

“…Some mechanisms that cause much of this uncertainty are portrayed to the unknown effects in practice. These are the trade-off between safety and efficiency [12,21], interaction between automated and nonautomated vehicles [2,22], traffic flow stability [23,24], and a large number of human factor issues [12,25,26], such as user acceptance and meaningful human control.…”

Section: Introductionmentioning

confidence: 99%

Will Automated Vehicles Negatively Impact Traffic Flow?

Calvert

Schakel

Lint

2017

Journal of Advanced Transportation

150

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With low-level vehicle automation already available, there is a necessity to estimate its effects on traffic flow, especially if these could be negative. A long gradual transition will occur from manual driving to automated driving, in which many yet unknown traffic flow dynamics will be present. These effects have the potential to increasingly aid or cripple current road networks. In this contribution, we investigate these effects using an empirically calibrated and validated simulation experiment, backed up with findings from literature. We found that low-level automated vehicles in mixed traffic will initially have a small negative effect on traffic flow and road capacities. The experiment further showed that any improvement in traffic flow will only be seen at penetration rates above 70%. Also, the capacity drop appeared to be slightly higher with the presence of low-level automated vehicles. The experiment further investigated the effect of bottleneck severity and truck shares on traffic flow. Improvements to current traffic models are recommended and should include a greater detail and understanding of driver-vehicle interaction, both in conventional and in mixed traffic flow. Further research into behavioural shifts in driving is also recommended due to limited data and knowledge of these dynamics.

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“…Our first example illustrates the procedure of event-triggered backstepping with guaranteed dwell-time positivity in the following problem, regarding the design of full-range, or stop and go, adaptive cruise control (ACC) systems [24], [56], [57]. The main purpose of ACC systems is to adjust automatically the vehicle speed to maintain a safe distance from vehicles ahead (the distance to the predecessor vehicle, as well as its velocity, is measured by onboard radars, laser sensors or cameras).…”

Section: A Event-triggered Backstepping For Cruise Controlmentioning

confidence: 99%

Lyapunov Event-Triggered Stabilization With a Known Convergence Rate

Proskurnikov

Mazo

2020

IEEE Trans. Automat. Contr.

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A constructive tool of nonlinear control systems design, the method of Control Lyapunov Functions (CLF) has found numerous applications in stabilization problems for continuoustime, discrete-time and hybrid systems. In this paper, we address the fundamental question: given a CLF, corresponding to the continuous-time controller with some predefined (e.g. exponential) convergence rate, can the same convergence rate be provided by an event-triggered controller? Under certain assumptions, we give an affirmative answer to this question and show that the corresponding event-based controllers provide positive dwelltimes between the consecutive events. Furthermore, we prove the existence of self-triggered and periodic event-triggered controllers, providing stabilization with a known convergence rate.

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Design and analysis of Full Range Adaptive Cruise Control with integrated collision a voidance strategy

Cited by 23 publications

References 26 publications

Benefits and Risks of Truck Platooning on Freeway Operations Near Entrance Ramp

Benefits and Risks of Truck Platooning on Freeway Operations Near Entrance Ramp

Will Automated Vehicles Negatively Impact Traffic Flow?

Lyapunov Event-Triggered Stabilization With a Known Convergence Rate

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