The implementation of connected and automated vehicle (CAV) technologies enables a novel computational framework to deliver real-time control actions that optimize travel time, energy, and safety. Hardware is an integral part of any practical implementation of CAVs, and as such, it should be incorporated in any validation method. However, high costs associated with full scale, field testing of CAVs have proven to be a significant barrier. In this paper, we present the implementation of a decentralized control framework, which was developed previously, in a scaled-city using robotic CAVs, and discuss the implications of CAVs on travel time. Supplemental information and videos can be found at this https URL.
This paper presents the design and experimental implementation of an integrated longitudinal and lateral control system for the operation of automated vehicles in platoons. The design of the longitudinal control system include nonlinear vehicle dynamics, string-stable operation with very small inter-vehicle spacing, operation at all speeds from a complete stop to high-speed cruising, and the execution of longitudinal split and join maneuvers in the presence of communication constraints. The design of the lateral control system include high-speed operation using a purely "look down" sensor system and lane changing without transitional lateral position measurements. We also describes the design of an on-board supervisor that utilizes inter-vehicle communication and coordinates the operation of the lateral and longitudinal controllers in order to execute entry and exit maneuvers. Experimental results are included from the NAHSC demonstration of automated highways at San Diego, CA. Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering; and, (S.M. in Technology and Policy)--Massachusetts Institute of Technology, Engineering Systems Division, Technology and Policy Program, 2010. The California PATH Program was founded in 1986, as the first research program in North America focused on the subject now known as intelligent transportation systems (ITS). This paper reviews the history of the founding of PATH and of the national ITS program in the U.S., providing perspective on the changes that have occurred during the past twenty years The accomplishments to date on the development of automatic vehicle control technology in the Program on Advanced Technology for the Highway (PATH) at the University of California, Berkeley, are summarized. The basic principles and assumptions underlying the PATH work are identified, and the work on automating vehicle lateral (steering) and longitudinal (spacing and speed) control is explained. For both lateral and longitudinal control, the modeling of plant dynamics is described, and the development of the additional subsystems needed (communications, reference sensor systems) and the derivation of the control laws are presented. Plans for testing on vehicles in both near and long term are discussed. > Abstract This paper presents an overview on an automated truck platoon that has been developed within a national ITS project named “Energy ITS.” The project, started in 2008, aims at energy saving and global warming prevention with ITS technologies. A platoon of three fully-automated heavy trucks and also a fully-automated light truck currently drives at 80 km h with the gap of up to 4 m on a test truck and along an expressway before public use, under not only steady state driving but also lane changing. The lateral control is based on the lane marker detection by the computer vision, and the longitudinal control is based on the gap measurement by 76 GHz radar and lidar in addition to the inter-vehicle communications of 5.8 GHz DSRC and infrared. The radar and lidar also work as the obstacle detection. The feature of the technologies is the high reliability, aiming at the near future introduction. Fuel consumption measurement on a test track and along an expressway shows that the fuel can be saved by about 13 when the gap was 10 m. The evaluation simulation shows that the effectiveness of the platooning with the gap of 10 m when the 40 penetration in heavy trucks is 2.1 reduction of CO 2 along an expressway. The introduction scenario is also discussed.