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DOE OSTI2022

Concept of Operations of Next-Generation Traffic Control Utilizing Infrastructure-Based Cooperative Perception

This paper provides a system architecture for an infrastructure-based cooperative perception fusion engine for next-generation traffic control. This engine will provide a complete state-space digital representation with measurable accuracy to support a wide-range of applications. The architecture includes inputs, functional flow, data standardization recommendations, outputs, and supported applications. The cooperative perception engine addresses critical needs with respect to accelerating the benefits of automation through intelligent roadway infrastructure, which complements and accelerates connected and automated vehicle (CAV) technology. The cooperative perception acquires and fuses information from sensors (radar, LiDAR, and cameras) and CAVs to perceive roadway traffic states of moving objects, creates a complete 3D digital representation of that state-space, and communicates it to downstream application such as intelligent signal control, safety and energy applications, and cooperate driving applications. The intelligent roadway infrastructure approach, as opposed to a vehicle-centric approach, is more scalable because it can be deployed to the roughly 300,000 signalized intersections more readily than over 300 million vehicles in the United States, and accrues early-stage benefits equitable to all roadway users addressing safety, equity, fuel efficiency, and greenhouse gas reduction.

ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2023

Fuel-Based Nash Bargaining Approach for Adaptive Signal Control in an N -Player Cooperative Game

This paper presents a fuel-based game-theoretic approach for adaptive signal control. Our controller applies Nash bargaining (NB) in an n-player cooperative game to identify optimal phasing splits considering future traffic demands. The fuel-based NB controller utilizes an objective function that combines operational measures (delays and stops) with fuel consumption measures at intersections. The proposed controller was encoded in Python and then implemented and evaluated in a VISSIM microscopic traffic simulation model in an intersection with increasing volumes. The performance of the NB controller was compared to a traditional actuated control as the baseline. The results show that the NB controller was able to achieve superior environmental gains with a 17% saving in fuel consumption and a 17% reduction in CO emissions. In addition, the proposed controller was capable of maintaining acceptable operational conditions as it achieved a 20% reduction in delay, 8% reduction in the number of stops, and 8% reduction in queue lengths compared to the actuated controller. Compared to similar studies that applied NB for adaptive signal control, our fuel-based NB controller stands out as a promising approach to significantly improve fuel consumption at signalized intersections.

Engineering↗

DOE OSTI2022

Cooperative Systems in Presence of Cyber-Attacks: A Unified Framework for Resilient Control and Attack Identification

Here, this paper considers a cooperative control problem in presence of unknown attacks. The attacker aims at destabilizing the consensus dynamics by intercepting the system’s communication network and corrupting its local state feedback. We first revisit the virtual network based resilient control proposed in our previous work and provide a new interpretation and insights into its implementation. Based on these insights, a novel distributed algorithm is presented to detect and identify the compromised communication links. It is shown that it is not possible for the adversary to launch a harmful and stealthy attack by only manipulating the physical states being exchanged via the network. In addition, a new virtual network is proposed which makes it more difficult for the adversary to launch a stealthy attack even though it is also able to manipulate information being exchanged via the virtual network. A numerical example demonstrates that the proposed control framework achieves simultaneously resilient operation and real-time attack identification.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2022

Advancing Platooning with ADAS (Advanced Driver-Assistance Systems) Control Integration and Assessment

Application of Cooperative Adaptive Cruise Control (CACC) to heavy duty trucks known as truck platooning has shown fuel economy improvements on the test track under ideal driving conditions. However, limited test data is available to assess the truck platooning under real-world driving conditions. Under this Cummins-led project that was funded by the U.S. Department of Energy, truck platooning with CACC has been tested on a real-world interstate highway and the results of the project are reviewed in this report. At first, the real-world driving conditions were characterized using National Renewable Energy Laboratory (NREL) Fleet DNA database to define test factors, including route, terrain, and highway traffic. Afterward, both test track and on-highway testing guided by SAE J1321 procedures were conducted to assess truck platooning under controlled and real-world driving conditions. On-highway testing was done on a highway route in Indiana, consisting of low, medium, and high road grade segments. The highway test results of 2-truck and 3-truck platooning showed considerably reduced fuel savings compared to the controlled test track data, which mainly stems from the traffic or high-grade portions of the route. However, integration of Cummins powertrain and vehicle eco-driving features such as predictive cruise control and neutral coasting called ADEPT™ on the lead truck showed an improvement of fuel saving for the trucks in CACC operation. Furthermore, the importance of tire connectivity in efficient and safe operation of the trucks in platooning is characterized.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2022

Concept of Operations of Next-Generation Traffic Control Utilizing Infrastructure-Based Cooperative Perception: Preprint

This paper puts forth a system architecture for an infrastructure-based cooperative perception (CP) fusion engine, to provide a complete state-space digital representation, with measurable accuracy, to support a wide-range of applications. The architecture includes the inputs, functional flow, data standardization recommendations, outputs and supported applications. The CP engine addresses critical needs with respect to accelerating the benefits of automation through intelligent roadway infrastructure (IRI), that complements and accelerates connected and automated vehicle (CAV) technology. that the CP acquires and fuses information from sensors (radar, LiDAR, and cameras), and CAVs to intelligently perceive roadway traffic states of all moving objects, create a complete three-dimensional digital representation of that state-space, and communicate it to downstream application such as intelligent signal control, safety and energy applications, and cooperate driving applications for CAVs as examples. The IRI approach, as opposed to a vehicle centric approach, is found to be more scalable in that it can deployed to the roughly 300,000 signalized intersections more readily than the over 300 million vehicles in the US, and accrues early-stage benefits equitable to all roadway users addressing safety, equity, fuel efficiency, and GHG reduction.

ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2022

Grid-Forming Control Using TAPAS Software Defined Inverters

Here, this paper discusses the design and hardware implementation aspects of state-feedback primary control for grid forming inverters. The primary control consists of two tracking control laws: voltage tracking and frequency/angle tracking. The voltage tracking control requires voltage and current at the inverter's switch terminal (i.e. before the filter). The fundamental component of switch terminal voltage is estimated using the inverter's average model while the switch terminal current is estimated using an observer, thus obviating the need for sensors at the switch terminals. The measurements of frequency and angle(s) needed for frequency/angle tracking are noisy due to measurement noises and inherent delays in the phase locked loop (PLL). Conditioning of these feedback signals is discussed in detail, and the corresponding changes in the control design are provided to better attenuate the impact of noises. Effectiveness of the proposed design and implementation is demonstrated by the implementation results from TAPAS software defined inverter (SDI).

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2021

A Cooperative Game Theory-based Approach to Under-frequency Load Shedding Control

This paper proposes a cooperative game theory-based under-frequency load shedding (UFLS) approach for frequency stability and control in power systems. UFLS is a crucial factor for frequency stability and control especially in power grids with high penetration of renewable energy sources and restructured power systems. Conventional UFLS methods, most of which are off-line, usually shed fixed amounts of predetermined loads based on a predetermined schedule which can lead to over or under curtailment of load. This paper presents a co-operative game theory-based two-stage strategy to effectively and precisely determine locations and amounts of loads to be shed for UFLS control. In the first stage, the total amount of loads to be shed, also referred to as deficit in generation or the disturbance power, is computed using the initial rate of change of frequency (ROCOF) referred to the equivalent inertial center. In the second stage, the Shapley value, one of the solution concepts of cooperative game theory, is used to determine load shedding amounts and locations. The proposed method is implemented on the reduced 9-bus 3-machine Western Electricity Coordinating Council (WECC) system and simulated on Real-time Digital Simulators (RTDS). The results show that the proposed UFLS approach can effectively return the system to normal state after disturbances.

42 ENGINEERING↗

DOE OSTI2026

Truck Platooning Performance with ADAS and Onboard Camera Data Describing Traffic Interactions

This project was part of the Characterizing Behaviors and Capabilities for Emerging Connected and Automated Vehicle Technologies, Sensors, and Connectivity project. The National Laboratory of the Rockies partnered with Cummins Inc. to collect data from Class 8 tractor trailer combinations in platoon (cooperative adaptive cruise control) operations on public roads in southern Indiana. Data collected include J1939 CAN bus, radar, intervehicle position, and video data. The video data could not be shared in the raw form, so they were processed to extract information on the other vehicles on the road, their relative positions, and intrusion events. This information was then columnized for modeling use and further enhanced by appending road information including road type, speed limit, altitude, and grade. The test route included free-flowing traffic, highway interchanges, and construction zones, as well as low-, medium-, and high-grade sections. Individual test conditions varied by day, with advanced driver-assistance system (ADAS) features engaged or disengaged and different combined vehicle masses tested in addition to uncontrolled variables such as weather and traffic interactions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2023

Cooperative Merging Speed Planning: A Vehicle-Dynamics-Free Method

Various cooperative merging control strategies at on-ramp have been proposed in the last decade. Approximated vehicle longitudinal motion models, e.g., kinematics model, have been broadly adopted for controller synthesis because of their simplicity. However, what appears problematic is that the models used for controller validation remain, in many cases, the same as the ones used for controller design. Indeed, actual vehicle dynamics contain rich behaviors that the simplified models cannot fully cover. In this paper, we first demonstrate that the actual vehicle speed can be dissimilar to the reference from a speed planner once vehicle dynamics is considered. Then, we propose two data-driven speed generators agnostic to vehicle dynamics. SUMO/Simulink joint simulations demonstrate that the proposed reference speed planners can successfully merge vehicles with distinct dynamics characteristics by following the desired sequence, speed, and intervehicle distance at the merging point while avoiding collisions.

Wang, Zejiang↗

DOE OSTI2021

Advancing Platooning with ADAS Control Integration and Assessment Test Results

The application of cooperative adaptive cruise control (CACC) to heavy-duty trucks known as truck platooning has shown fuel economy improvements over test track ideal driving conditions. However, there are limited test data available to assess the performance of CACC under real-world driving conditions. As part of the Cummins-led U.S. Department of Energy Funding Opportunity Announcement award project, truck platooning with CACC has been tested under real-world driving conditions and the results are presented in this paper. First, real-world driving conditions are characterized with the National Renewable Energy Laboratory’s Fleet DNA database to define the test factors. The key test factors impacting long-haul truck fuel economy were identified as terrain and highway traffic with and without advanced driver-assistance systems (ADAS). Track and on-highway testing guided by SAE J1321 procedures were conducted to assess truck platooning operation under the characterized real-world driving conditions. On-highway testing is done on a route in Indiana representing operation of long-haul Class 8 trucks in the United States. The road includes low-, medium-, and high-grade segments. The highway test results of a two-truck platooning configuration indicate considerable fuel-saving reduction comparing to the test track data collected under ideal driving conditions. The test data indicate that platooning could lead to increases in fuel consumption during traffic or high-grade portions of the route, causing reduction of the overall fuel saving on the road comparing to test track results. However, integration of ADAS features on the lead truck during on-road tests leads to significant improvement of fuel saving for both trucks in CACC operation.

ADAS↗

DOE OSTI2024

Five amino acid mismatches in the zinc-finger domains of Cellulose Synthase 5 and Cellulose Synthase 6 cooperatively modulate their functional properties by controlling homodimerization in Arabidopsis

Cellulose synthase 5 (CESA5) and CESA6 are known to share substantial functional overlap. In the zinc-finger domain (ZN) of CESA5, there are five amino acid (AA) mismatches when compared to CESA6. These mismatches in CESA5 were replaced with their CESA6 counterparts one by one until all were replaced, generating nine engineered CESA5s. Each N-terminal enhanced yellow fluorescent protein-tagged engineered CESA5 was introduced to prc1-1, a cesa6 null mutant, and resulting mutants were subjected to phenotypic analyses. For this work, we found that five single AA-replaced CESA5 proteins partially rescue the prc1-1 mutant phenotypes to different extents. Multi-AA replaced CESA5s further rescued the mutant phenotypes in an additive manner, culminating in full recovery by CESA5 G43R + S49T+S54P+S80A+Y88F . Investigations in cellulose content, cellulose synthase complex (CSC) motility, and cellulose microfibril organization in the same mutants support the results of the phenotypic analyses. Bimolecular fluorescence complementation assays demonstrated that the level of homodimerization in every engineered CESA5 is substantially higher than CESA5. The mean fluorescence intensity of CSCs carrying each engineered CESA5 fluctuates with the degree to which the prc1-1 mutant phenotypes are rescued by introducing a corresponding engineered CESA5. Taken together, these five AA mismatches in the ZNs of CESA5 and CESA6 cooperatively modulate the functional properties of these CESAs by controlling their homodimerization capacity, which in turn imposes proportional changes on the incorporation of these CESAs into CSCs.

59 BASIC BIOLOGICAL SCIENCES↗

DOE OSTI2021

Using Demanded Power and RDE Aggressiveness Metrics to Analyze the Impact of CACC Aggressiveness on Heavy Duty Platooning Power Consumption

Presently, a main mobility sector objective is to reduce its impact on the global greenhouse gas emissions. While there are many techniques being explored, a promising approach to improve fuel economy is to reduce the required energy by using slipstream effects. This study analyzes the demanded engine power and mechanical energy used by heavy-duty trucks during platooning and non-platooning operation to determine the aerodynamic benefits of the slipstream. A series of platooning tests utilizing class 8 semi-trucks platooning via Cooperative Adaptive Cruise Control (CACC) are performed. Comparing the demanded engine power and mechanical energy used reveals the benefits of platooning on the aerodynamic drag while disregarding any potential negative side effects on the engine. However, energy savings were lower than expected in some cases. It was hypothesized that the CACC may have amplified transient platooning events relative to the individual truck baseline results, hampering the potential energy savings. Therefore, the impact of the controller on the observed driving style was analyzed in detail. In order to quantify the transient operational characteristics of the experimental trials, metrics from the European Real Driving Emissions (RDE) legislation were modified to serve as metrics of aggressiveness during platooning. The metrics (v · apos)95 and Relative Positive Acceleration (RPA) were calculated for platooning and non-platooning runs. These results indicate that the CACC induces small acceleration events during platooning to retain the commanded longitudinal separation between vehicles. These small acceleration events increase following vehicle aggressiveness during platooning and prevent the following vehicles from obtaining maximum energy savings. Moreover, a correlation between the RDE metric (v · apos)95 and energy savings is developed. Hence, this work establishes the ability of RDE metrics to assess CACC impacts on platoon energy savings.

European Real Driving Emissions, RDE, greenhouse g↗

DOE OSTI2020

Impact of Mixed Traffic on the Energy Savings of a Truck Platoon

A two-truck platoon based on a prototype cooperative adaptive cruise control (CACC) system was tested on a closed test track in a variety of realistic traffic and transient operating scenarios - conditions that truck platoons are likely to face on real highways. The fuel consumption for both trucks in the platoon was measured using the SAE J1321 gravimetric procedure as well as calibrated J1939 instantaneous fuel rate, serving as proxies to evaluate the impact of aerodynamic drag reduction under constant-speed conditions. These measurements demonstrate the effects of: the presence of a multiple-passenger-vehicle pattern ahead of and adjacent to the platoon, cut-in and cut-out manoeuvres by other vehicles, transient traffic, the use of mismatched platooned vehicles (van trailer mixed with flatbed trailer), and the platoon following another truck with adaptive cruise control (ACC). These scenarios are intended to address the possibility of “background aerodynamic platooning” impacting realized savings on public roads. Using calibrated J1939 fuel rate analysis, fuel savings for curved track sections versus straight track sections were also evaluated for these scenarios, highlighting differences in the implementation of the CACC control strategies compared to a stock ACC implementation. The use of different trailer types and the presence of passenger-vehicle traffic patterns showed a measurable impact on platoon performance in some conditions, but the basic fuel savings trends were retained.

adaptive cruise control↗

DOE OSTI2020

Safety evaluation of connected and automated vehicles in mixed traffic with conventional vehicles at intersections

Connected and Automated Vehicles (CAVs) can potentially improve the performance of the transportation system by reducing human errors. This paper investigates the safety impact of CAVs in a mixed traffic with conventional vehicles at intersections. Analyzing real-world AV crashes in California revealed that rear-end crashes at intersections are the dominant crash type. Therefore, to enhance our understanding of the future interactions between human-driven vehicles with CAVs at intersections, a simulation framework was developed to model the mixed traffic environment of Automated Vehicles (AV), cooperative AVs, and conventional human-driven vehicles. In order to model AVs driving behavior, Adaptive Cruise Control (ACC) and cooperative ACC (CACC) models are utilized. Particularly, this study explores system improvements due to automation and connectivity across varying CAV market penetration scenarios. ACC and CACC car following models are used to mimic the behavior of AVs and cooperative AVs. Real-world connected vehicle data are utilized to modify and tune the acceleration/deceleration regimes of the Wiedemann model. Next, the driving volatility concept capturing variability in vehicle speeds was utilized to calibrate the simulation to represent the safety performance of a real-world environment. Two surrogate safety measures are used to evaluate the safety performance of a representative intersection under different market penetration rate of CAVs: the number of longitudinal conflicts and driving volatility. At low levels of ACC market penetration, the safety improvements were found to be marginal, but safety improved substantially with more than 40% ACC penetration. Additional safety improvements can be achieved more quickly through the addition of cooperation and connectivity through CACC. Furthermore, ACC/CACC vehicles were found to improve mobility performance in terms of average speed and travel time at intersections.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2021

Controlled Single-Electron Transfer via Metal–Ligand Cooperativity Drives Divergent Nickel-Electrocatalyzed Radical Pathways

Electrocatalysis enables the construction of C-C bonds under mild conditions via controlled formation of carbon-centered radicals. For sequences initiated by alkyl halide reduction, coordinatively unsaturated Ni complexes commonly serve as single-electron transfer agents, giving rise to the foundational question of whether outer- or inner-sphere electron transfer oxidative addition prevails in redox mediation. Indeed, rational design of electrochemical processes requires the discrimination of these two electron transfer pathways, as they can have outsized effects on the rate of substrate bond activation and thus impact radical generation rates and downstream product selectivities. We present results from combined synthetic, electroanalytical, and computational studies that examine the mechanistic differences of single electron transfer to alkyl halides imparted by Ni metal-ligand cooperativity. Electrogenerated reduced Ni species, stabilized by delocalized spin density onto a redox-active tpyPY2Me polypyridyl ligand, activates alkyl iodides via outer-sphere electron transfer, allowing for the selective activation of alkyl iodide substrates over halogen atom donors and the controlled generation and sequestration of electrogenerated radicals. In contrast, the Ni complex possessing a redox-innocent pentapyridine congener activates the substrates in an inner-sphere fashion owning to a purely metal-localized spin, thereby activating both substrates and halogen atom donors in an indiscriminate fashion, generating a high concentration of radicals and leading to unproductive dimerization. Overall, our data establish that controlled electron transfer via Ni-ligand cooperativity can be used to limit undesired radical recombination products and promote selective radical processes in electrochemical environments, providing a generalizable framework for designing redox mediators with distinct rate and potential requirements.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2020

Impact of Mixed Traffic on the Energy Savings of a Truck Platoon: Preprint

adaptive cruise control↗

DOE OSTI2020

Technical Cooperation on Verification and its role in Trust Building [Slides]

Technical cooperation is a low-cost way to initiate movement in the arms control sphere and offers an operational path forward for the reestablishment of working relationships built on trust not freely given, but gained through experience, and a shared vision of the future; Political will alone, though necessary for cooperation to take place, is insufficient in the face of structural obstacles. For effective cooperation to have a future, countries must have both political will and complementary and conducive institutional structures; Cooperation at the intergovernmental level seems unlikely at this time. However, if relationships with international partners continue to be strained as development of new offensive technologies continues, it is very possible that future movement in technical arms control cooperation could again be initiated in the nongovernmental sphere; As the stewards of the majority of the world’s nuclear stockpile, the United States and the Russian Federation have a unique role to play in shaping global norms on arms control verification and cooperation; it is in their mutual interest now to begin to find technical solutions to the question of verification as other countries ramp up production.

98 NUCLEAR DISARMAMENT, SAFEGUARDS, AND PHYSICAL P↗

DOE OSTI2021

Experimental Fuel Consumption Results from a Heterogeneous Four-Truck Platoon

Platooning has the potential to reduce greenhouse gas missions of heavy-duty vehicles. Prior platooning studies have chiefly focused on the fuel economy characteristics and three-truck platoons, and most have investigated aerodynamically homogeneous platoons with trucks of the same trim. For real world application and accurate return on investment for potential adopters, non-uniform platoons and the impacts of grade and disturbances on a platoon’s fuel economy must also be characterized. This study investigates the fuel economy of a heterogeneous four-truck platoon on a closed test track. Tests were run for one hour at a speed of 45 mph. The trucks used for this study are two 2015 Peterbilt 579’s with a Cummins ISX15 and a Paccar MX-13, and two 2009 Freightliner M915A5’s, one armored and the other unarmored. Many analysis methodologies were leveraged to describe and compare the fuel data, including lap-wise and track-segment analysis. The methodology for dividing the data into laps is described in detail. The influence of other factors beyond the aerodynamics of platooning is discussed. CAN fuel rate analysis showed excellent agreement with previous experimental trends for two and three-truck platoons. In general, the indicated fuel economy benefits in this study were 5-11% for following vehicles and 0-4% for the lead vehicle in platoon relative to their baseline fuel consumption. On a cumulative basis, all platoons saved fuel, ranging from 6% to 8% versus the sum of the standalone trucks’ fuel consumption. The practical implications of the fuel economy results are discussed, as well as avenues for future research. Introduction and Motivation platooning is controlled coordination of two or more vehicles in a convoy, sometimes called CACC (Coordinated or Cooperative Adaptive Cruise Control). The distance between vehicles in a platoon can be controlled tightly at no additional fatigue to the driver. Platooning vehicles can also respond quickly to braking events of the leader, much more quickly than the typical human driver’s reaction time of 1-1.5 s. Therefore, vehicles in a platoon can follow each other much more closely than would usually be considered a safe following distance under human operation. It is implied that under very close following conditions, platooning technology must be extremely robust before it is safe for wide-scale implementation. Platooning is under investigation as a fuel-saving technology. Close-following significantly reduces aerodynamic drag for both leading and trailing vehicles. According to the NRC in 2010, aerodynamic drag represents roughly half of a Class-8 truck’s on-highway fuel usage, meaning a 20% reduction in drag roughly equals a 10% reduction in fuel usage, if all other sources of energy loss remain equal (i.e. accessory, rolling resistance, drivetrain, braking). It is by aerodynamics that platooning saves fuel. At risk of oversimplifying the aerodynamics, following (or trailing) vehicles experience reduced wind velocity due to shielding, and the leading vehicles experience an increased aft pressure, especially at distances closer than 75’ (23 m).

greenhouse gas emissions, truck platoon, heavy-dut↗