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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Ground vehicle lane-keeping assistance system via differential flatness output feedback control and algebraic derivative estimation

Vehicle run-off-road is one of the most frequent and fatal traffic accidents in the United States. Various lane-keeping assistance (LKA) systems have been developed in the last decade to help drivers stay on the road. Most of them are built upon linear driver–vehicle–road (DVR) models and treat road curvature as a disturbance. Albeit effective, their control performance would degrade if road curvature varies rapidly. Here, this paper proposes a novel nonlinear DVR model by integrating a driver steering model into vehicle–road kinematics, which explicitly considers road curvature. Particularly, this nonlinear DVR system has been proven to be differentially flat, and a flatness-based LKA system is designed. Additionally, Model-Free Control is introduced to compensate for system modeling errors. Hardware-in-the-loop simulations and diver-in-the-loop experiments validate the proposed control framework and demonstrate the performance enhancement with respect to a representative linear robust LKA system.

42 ENGINEERING↗
DOE OSTI2024

Enriching OpenStreetMap network data for transportation applications: Insights into the impact of urban congestion on accessibility

OpenStreetMap (OSM) data is a valuable open-source resource for various transportation, traffic, and planning applications. However, OSM network data lack operating traffic speed information, which is critical for transport planning and operations. Addressing this shortcoming, this study leverages commercial vendor data (to serve as ground truth) with exogenous, open-source variables characterizing local transport infrastructure, land use, and demographic information to predict average congested traffic speeds on OSM networks. Three machine-learning models were tested and estimated for OSM links with and without speed limit information in the Denver metropolitan region. Among these, XGBoost performed best, with mean absolute errors of 3.27 and 3.62 mph for links with and without speed limits, respectively. The developed models accurately predicted traffic speeds for different hours and days of the week compared to ground truth data. Using these predicted speeds, drive accessibility scores were computed for the Denver region for different time periods using the Mobility Energy Productivity (MEP) metric to understand the impact of congestion on energy-efficient accessibility. Results show that congestion-adjusted drive accessibility can be significantly lower compared to accessibility calculated using free flow speeds. Specifically, weekday evening hours saw a 42 % drop in accessibility due to reduced speeds, particularly around downtown Denver. Across the Denver metro region, approximately half as many opportunities and jobs are accessible in under 20 min by car during the evening peak period relative to free flow conditions. These findings underscore the importance of using congestion-adjusted operating speeds rather than speed limits in accessibility calculations, as reliance on speed limits can substantially overestimate energy-efficient drive accessibility in large, car-centric cities susceptible to significant congestion. In conclusion, the methodology presented here could further enrich OSM network data, making them useful for an even broader range of transportation applications.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2024

Macroscopic Traffic Modeling Using Probe Vehicle Data: A Machine Learning Approach

Abstract The macroscopic fundamental diagram (MFD) captures an orderly relationship among traffic flow, density, and speed at the network level. It is a simple yet powerful tool for modeling traffic dynamics in large urban networks with broad application in traffic control and management. However, empirically derived MFDs in urban regions require high-resolution traffic data from the network. Having the network flow and vehicular density estimated at the (granular) census tract level using vehicle probe data, we apply machine learning methods to predict the MFDs across U.S. urban areas and capture the impacts of location-specific input features on the network flow–density relationships at a large scale. The results show that, among the four tested machine learning approaches (Random Forest, XGBoost, Support Vector Machine, and Neural Network), XGBoost delivers the best performance in predicting network traffic flow based on vehicular density and location attributes. Using interaction Shapley Additive explanation (SHAP) values and partial correlation analysis, we examine the factors influencing MFD shapes across different locations. Our empirical findings reveal that across U.S. urban areas, network topology, transportation infrastructure, and land use are primary factors shaping MFD curves, while demand and trip-related factors play a lesser role. Specifically, higher ranking roads, centrality, and development levels correlate positively with network capacity and critical density, whereas negative associations are observed for network connectivity, mixed-use development, and road roughness levels.

Jin, Ling↗
DOE OSTI2023

Estimation of Arrivals on Green at Signalized Intersections Using Stop-Bar Video Detection

Across the world, traffic congestion is increasing with alarming rapidity. Traffic signal control effectiveness, in coordinated networks, is often investigated in relation to the type of vehicle arrivals at the signalized intersections. Recently, several transportation agencies have switched from traditional loop detectors to video detection. When video cameras are accompanied by computer vision, one can extract more information about traffic “dynamics” than by using traditional inductive loop detectors. Collecting arrival times of multiple vehicles after the first arrival at the stop-bar detector might be challenging when using inductive loop detectors (since after the first arrival, detector status is always occupied). However, emerging video detection systems allow tracking of each vehicle’s entrance time in the detection zone, departure time from the detection zone, and the type of vehicle. This information can be used to estimate vehicular arrival and departure times, which then can be fed into machine learning algorithms to estimate arrivals on green (AOG). However, such research ideas have not been documented so far. Thus, this paper presents an estimation model for AOG, which was developed using multigene genetic programming. A robust experimental dataset was collected from a highly calibrated and validated microsimulation model of an 11-intersection corridor in Chattanooga, TN. The results of the model’s performance analysis showed the high accuracy of the training-, testing-, and validation datasets. The practical benefit of this model is that it can be applied to estimate arrival types at intersections where only stop-bar video detection exists.

Engineering↗
DOE OSTI2021

Energy consumption and charging load profiles from long-haul truck electrification in the United States

Abstract The urgent need to decarbonize the transportation sector combined with falling battery prices has spurred industry and policy interest in long-haul truck electrification. The charging behavior and resulting loads from electrified long-haul freight trucks are crucial for the smooth operation of the electric grid and have far-reaching environmental impacts (e.g., greenhouse gas and other air pollutant emissions). However, the aggregate energy impact of a fleetwide shift to electrified long-haul freight trucking has not been explored. This study combines electric truck design scenarios, bottom-up truck weight modeling, vehicle energy modeling, large-scale truck traffic data, and simulation of likely operation and charging behaviors to estimate end-use energy consumption and location-specific hourly charging loads for a national fleet of long-haul electric trucks. Relative to a fleet of future diesel trucks, electrification would reduce direct end-use energy consumption by 0.9 × 10 18 J (0.9 quadrillion BTU), but electrification might increase life cycle energy consumption depending on the electricity source. The electricity required to charge long-haul electric trucks is equivalent to five percent of annual electricity consumption in the United States (US). The simulated truck charging loads peak during the day across the US grid regions, but the charging peaks’ exact timing is sensitive to when trucks are dispatched for operation. The load shapes suggest that electric trucks’ charging loads can coincide with peaks in solar power generation, and planning could enable on- or off-site integration between truck charging stations and renewable electricity generation.

Tong, Fan (ORCID:0000000346613956)↗
DOE OSTI2020

Energy Consumption and Cost Reduction of Future Light-Duty Vehicles through Advanced Vehicle Technologies: A Modeling Simulation Study Through 2050

The U.S. Department of Energy’s (DOE’s) Vehicle Technologies Office (VTO) and Hydrogen and Fuel Cell Technologies Office (HFTO) aim to develop sustainable, affordable and efficient technologies for transportation of goods and people. Translating investments in advanced transportation component technologies and powertrains to estimate vehicle-level fuel savings potential is critical for understanding DOE’s impact. In this work, we simulated technologies funded by VTO and HFTO for light duty vehicles. The simulations were performed across: Multiple powertrain configurations (i.e., conventional, power-split, extended-range electric vehicle, battery electric drive, and fuel-cell vehicles), Vehicle classes (i.e., compact car, midsize car, small sport utility vehicle [SUV], midsize SUV, and pickup trucks); and Fuels (i.e., gasoline, diesel, hydrogen, and battery electricity). These various technologies are assessed for six different timeframes: laboratory years 2015, 2020, 2025, 2030, and 2045. A delay of 5 years is assumed between laboratory year and model year (year technology is introduced into production). Finally, uncertainties are included for both technology performance and cost aspects by considering two cases: Low case, aligned with DOE technology manager estimates of expected original equipment manufacturer (OEM) improvements based on regulations, business as usual; and High case, aligned with aggressive technology advancements based on R&D targets developed through support by VTO & HFTO. These scenarios are not intended as predictions of future performances. The energy and cost impact of different technologies were estimated using Autonomie (www.autonomie.net), Argonne vehicle system simulation tool. Autonomie is a state-of-the-art vehicle system simulation tool used to assess the energy consumption, performance and cost of multiple advanced vehicle technologies across classes (from light to heavy duty), powertrains (from conventional to HEVs, FCEVs, PHEVs and BEVs), components and control strategies. Autonomie is packaged with a complete set of vehicle models for a wide range of vehicle classes, powertrain configurations and component technologies, including vehicle level and component level controls. These controls were developed and calibrated using dynamometer test data. Autonomie has been used to support a wide range of studies including analyzing various component technologies, sizing powertrains components for different vehicle requirements, comparing the benefits of powertrain configurations, optimizing both heuristic and route based vehicle energy control and predicting transportation energy use when paired with a traffic modeling tool such as POLARIS. This report documents the assumptions and estimates the vehicle-level energy consumption benefits and associated technology costs for the various types of light duty vehicles. All details of vehicle assumptions and simulation results are available in the spreadsheets accompanying this report.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Traffic Signal Control With Adaptive Online-Learning Scheme Using Multiple-Model Neural Networks

This article proposes a new traffic signal control algorithm to deal with unknown-traffic-system uncertainties and reduce delays in vehicle travel time. Unknown-traffic-system dynamics are approximated using a recurrent neural network (NN). To accurately identify the traffic system model, an online-learning scheme is developed to switch among a set of candidate NNs (i.e., multiple-model NNs) based on their estimation errors. Then, a bank of optimal signal-timing controllers is designed based on the online identification of the traffic system. Simulation studies have been carried out for the obtained control strategies using multiple-model NNs, and the desired results have been obtained. Moreover, compared with the widely used actuated traffic signal control schemes, it is shown that the proposed method can reduce vehicle travel delays and improve traffic system robustness.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2026

Automated Signal Timing Plan Reconstruction Using High-Resolution Event-Based Controller Data for Digital Twins

Transportation digital twins are essential tools for evaluating emerging technologies such as connected and automated vehicles, adaptive traffic signal control, and mobility optimization strategies. Realistic digital twins require accurate emulation of real-world signal controllers and detailed signal timing plans. However, signal timing plans are often unavailable or difficult to access, forcing researchers and modelers to rely on assumed fixed timings or halt their analysis. To overcome this challenge, we present a method that directly estimates signal timing plan parameters using high-resolution, event-based data from traffic signal controllers. The proposed method extracts key parameters, including cycle length, offset, phase sequence, coordinated phases, phase-specific minimum and maximum green durations, vehicle extensions, and splits under coordination. A rule-based deterministic signal timing reconstruction algorithm based on traffic signal operation rules, such as those outlined in the Signal Timing Manual, is developed and validated. We evaluate this method, which uses high-resolution controller event logs and verified signal timing plans, on 94 signalized intersections in Nashville, Tennessee, demonstrating their ability to generate accurate, simulation-ready signal timing plans for tools such as SUMO and Vissim.

Saroj, Abhilasha [ORNL] (ORCID:0000000191178063)↗
DOE OSTI2020

Online Parameter Estimation Methods for Adaptive Cruise Control Systems

Modeling Adaptive Cruise Control (ACC) vehicles enables the understanding of the impact of these vehicles on traffic flow. In this work, two online methods are used to provide real time system identification of ACC enabled vehicles. The first technique is a recursive least squares (RLS) approach, while the second method solves a nonlinear joint state and parameter estimation problem via particle filtering (PF). We provide a parameter identifiability analysis for both methods to analytically show that the model parameters are not identifiable using equilibrium driving. The accuracy and computational runtime of the online methods are compared to a commonly used offline simulation-based optimization (i.e., batch optimization) approach. The methods are tested on synthetic data as well as on empirical data collected directly from a 2019 model year ACC vehicle using data from sensors that are part of the stock ACC system. The online methods are scalable and provide comparable accuracy to the batch method. RLS runs in real time and is two orders of magnitude faster than the batch method for modest sized (e.g., 15 min) datasets. The particle filter also runs in real- time, and is also suitable in streaming applications in which the datasets can grow arbitrarily large.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

String instability mitigation of adaptive cruise control without modifying control laws: trajectory shaper and parameter estimation

Vehicle automation technologies equip vehicles with adaptive cruise control (ACC) systems, which relieve driving fatigue. However, recent studies have shown that the current ACC systems are string-unstable (i.e., exacerbate traffic congestion). To achieve string stability, most existing studies directly modify the control algorithms of ACC systems. Alternatively, this study proposes a trajectory shaper (TS)-based method, which only modifies the trajectory information of the predecessor vehicle, so that the ego vehicle driven by a string-unstable ACC system leverages the modified trajectory information to achieve string stability. To devise the TS-based method, an offline-online parameter estimation method integrating batch optimization and an extended Kalman filter is applied to estimate the parameters of an ACC system. The proposed TS-based method is cost-effective during implementation, as it avoids modifying existing ACC control algorithms (which entails a complex analysis of control systems and parameter tuning). In conclusion, the effectiveness of the proposed TS-based method is validated through extensive numerical experiments.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Hestia-SWIFL: hourly anthropogenic fossil fuel CO2 and heat on the 2km WRF grid, version 1.1

The Hestia-SWIFL version 1.1 anthropogenic heat (AH) and fossil fuel CO2 (FFCO2) emissions data product represent emissions due to the combustion of fossil fuel and cement production within the state of Arizona from 2019 to 2022. This product was developed as part of the Southwest Urban Corridor Integrated Field Laboratory (SW-IFL) project, which aims to provide new knowledge and tools that address extreme heat, air quality, climate change and related urban environmental issues by integrating high-resolution observations, modeling, and civic engagement. The emissions are generated using a bottom-up/engineering approach and are tied to results generated by the Vulcan Project version 4, an effort to quantify space/time-resolved FFCO2 & AH emissions for the entire United States landscape. A large number of data sources are combined to best estimate the emissions at fine scales such as air quality emissions data, traffic flow data, building information, sociodemographic information, and fuel statistics. The AH product provides emissions for two emissions sources (transportation and point source emissions) in units of Watts per hour per square meter (W/m2) per year (annual files) or per hour (hourly files). The FFCO2 product provides emissions from nine individual emission sectors as well as the total, and in units of tons of carbon (tC) per grid cell per year or per hour. The output made available here places the native spatial resolution of the Hestia FFCO2 & AH emissions data product (points, lines, and polygons) into a regularized 2km x 2km grid at hourly and annual temporal resolutions, and stored in netCDF files. The exact spatial extent is defined by the ASU Weather Research Forecast (WRF) simulation grid. All data are processed using R/Python pm high-performance computing system. 2-27-2026 updates: Bugs in airport hourly profile (both AH and FFCO2) and building spatial patterns (FFCO2 only) were fixed. Hourly emissions are reprocessed for all years to reflect those changes.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2021

ShopperWorkerRatio

These data characterize spatial and temporal variation in the ratio between shoppers and workers in public places - points of interest - in the United States between 2019 and 2020. The underlying data on foot traffic to public places is collected by SafeGraph, a commercial data aggregator. We estimate the ratio of shoppers to workers based on recorded visit duration.These data may be useful for understanding how use of public spaces have changed during the Coronavirus pandemic, and more generally for understanding activity patterns in public.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

Characterization and Analysis of the Energy-Reporting Accuracy of Connected Devices

Emerging energy-efficient building systems increasingly exhibit greater functionality, often requiring multiple operating modes (e.g. white-tunability for lighting products and data traffic for devices with networked, integrated sensors). This increased functionality makes energy consumption estimates more complex. Given that these functions consume energy, the energy performance of such building systems is dependent on what operating modes they use and how much time they spend in each mode. Devices and systems that can report their own energy consumption mitigate this energy-performance uncertainty. This study explores the energy-reporting accuracy of market-available connected electrical outlets. The study considers two residential-market products (five units each, one outlet per unit) and three commercial-market products (two units each, 18 to 24 outlets per unit) with the ability to report power drawn and/or energy consumed by devices connected to their receptacles. The products were purchased through typical market channels. Pacific Northwest National Laboratory (PNNL) conducted testing in December 2018 at its Connected Lighting Test Bed (CLTB), using a custom-developed test setup and method adapted from industry standards. The setup collected energy-consumption data reported by the outlet devices under test (DUTs) at one-minute intervals and compared that data with measurements taken by a reference meter over a range of test conditions. The residential products reported power draw but not interval or cumulative energy consumption. The commercial products reported both power draw and cumulative energy consumption. Relative reporting error (RRE) was calculated for all measurements, and analysis of the results revealed variations across devices and test conditions. The total number of measurements (50 for each residential product, 60 for each commercial product) offers an appreciable comparison of performance at the make/model level. The average RRE of the residential products derived from reported power draw was -0.02% and -1.20%. The average RRE for two of the three the commercial products derived from reported power draw was worse than those of the residential products (-2.40%, -2.72%, -0.36%). The internal integration of power over time, used to calculate cumulative energy consumption, typically occurs at current and voltage sampling rates much higher than once per minute. This suggests that the average commercial-product RRE derived from reported energy consumption should be very consistent and better than performance based on reported power draw. However, the RRE derived from reported energy consumption varied significantly across the three makes of commercial-market products and was uniformly less accurate than performance based on reported power draw. Subsequent analysis identified a number of root causes for this decrease in performance, most of which were related to reporting resolution. The goals of this study are to generate awareness of building systems capable of reporting their own energy consumption, further interest in the value of energy data for a variety of uses, draw attention to how the accuracy of reported metrics can be characterized, and quantify the performance variation found in marketavailable products. The results of this study and subsequent related work may be relevant to stakeholders in industry-specification and standards-development organizations. The methods this study employs could inform test and measurement procedures and performance classifications for connected outlets, lighting products, and other building systems capable of reporting their own energy consumption. The study concludes with stakeholder recommendations, including the following: • Energy-reporting device and system manufacturers developing products that report energy consumption should characterize the accuracy of reported metrics using a reference meter calibrated by an independent laboratory that was accredited by an ILAC MRA signatory (and whose scope of accreditation explicitly covers energy measurement), and should include this information on product data sheets. • Standards and specification development organizations should develop application-specific performance classifications that end users can understand and relate to their energy-data use needs (e.g., 2% accuracy class for utility streetlight energy billing needs, or 10% accuracy class for ESCO performance verification needs). • Current or potential owners, operators, and specifiers of energy-reporting building systems should rigorously analyze the dependency of current and planned energy-data use cases on accuracy, noting in particular the dependence (or lack thereof) on relative vs. absolute accuracy, and on trueness vs. precision (i.e., repeatability), and should communicate use-case needs to industry standards and specification organizations.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Characterization and Analysis of the Energy-Reporting Accuracy of Connected Devices

Emerging energy-efficient building systems increasingly exhibit greater functionality, often requiring multiple operating modes (e.g. white-tunability for lighting products and data traffic for devices with networked, integrated sensors). This increased functionality makes energy consumption estimates more complex. Given that these functions consume energy, the energy performance of such building systems is dependent on what operating modes they use and how much time they spend in each mode. Devices and systems that can report their own energy consumption mitigate this energy-performance uncertainty. This study explores the energy-reporting accuracy of market-available connected electrical outlets. The study considers two residential-market products (five units each, one outlet per unit) and three commercial-market products (two units each, 18 to 24 outlets per unit) with the ability to report power drawn and/or energy consumed by devices connected to their receptacles. The products were purchased through typical market channels. Pacific Northwest National Laboratory (PNNL) conducted testing in December 2018 at its Connected Lighting Test Bed (CLTB), using a custom-developed test setup and method adapted from industry standards. The setup collected energy-consumption data reported by the outlet devices under test (DUTs) at one-minute intervals and compared that data with measurements taken by a reference meter over a range of test conditions. The residential products reported power draw but not interval or cumulative energy consumption. The commercial products reported both power draw and cumulative energy consumption. Relative reporting error (RRE) was calculated for all measurements, and analysis of the results revealed variations across devices and test conditions. The total number of measurements (50 for each residential product, 60 for each commercial product) offers an appreciable comparison of performance at the make/model level. The average RRE of the residential products derived from reported power draw was -0.02% and -1.20%. The average RRE for two of the three the commercial products derived from reported power draw was worse than those of the residential products (-2.40%, -2.72%, -0.36%). The internal integration of power over time, used to calculate cumulative energy consumption, typically occurs at current and voltage sampling rates much higher than once per minute. This suggests that the average commercial-product RRE derived from reported energy consumption should be very consistent and better than performance based on reported power draw. However, the RRE derived from reported energy consumption varied significantly across the three makes of commercial-market products and was uniformly less accurate than performance based on reported power draw. Subsequent analysis identified a number of root causes for this decrease in performance, most of which were related to reporting resolution. The goals of this study are to generate awareness of building systems capable of reporting their own energy consumption, further interest in the value of energy data for a variety of uses, draw attention to how the accuracy of reported metrics can be characterized, and quantify the performance variation found in marketavailable products. The results of this study and subsequent related work may be relevant to stakeholders in industry-specification and standards-development organizations. The methods this study employs could inform test and measurement procedures and performance classifications for connected outlets, lighting products, and other building systems capable of reporting their own energy consumption. The study concludes with stakeholder recommendations, including the following: • Energy-reporting device and system manufacturers developing products that report energy consumption should characterize the accuracy of reported metrics using a reference meter calibrated by an independent laboratory that was accredited by an ILAC MRA signatory (and whose scope of accreditation explicitly covers energy measurement), and should include this information on product data sheets. • Standards and specification development organizations should develop application-specific performance classifications that end users can understand and relate to their energy-data use needs (e.g., 2% accuracy class for utility streetlight energy billing needs, or 10% accuracy class for ESCO performance verification needs). • Current or potential owners, operators, and specifiers of energy-reporting building systems should rigorously analyze the dependency of current and planned energy-data use cases on accuracy, noting in particular the dependence (or lack thereof) on relative vs. absolute accuracy, and on trueness vs. precision (i.e., repeatability), and should communicate use-case needs to industry standards and specification organizations.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

Quantifying System Level Impact of Connected and Automated Vehicles in an Urban Corridor

Numerous studies have demonstrated significant energy reduction for an ego vehicle by up to 20% leveraging Vehicle-to-Everything (V2X) technologies [1-4]. Some studies have also analyzed the impact of such vehicles on the energy consumption of other vehicles in a suburban or a highway corridor [5, 6], but the impact in an urban setting has not been studied yet. Southwest Research Institute (SwRI), in collaboration with Continental and Hyundai, is currently working on a Department of Energy funded project that is focused on quantifying the impact of multiple ego vehicles (smart vehicles) on the total energy consumption of the corridor under various traffic conditions, vehicle electrification level, vehicle-to-vehicle (V2V) technology penetration, and the number of smart (ego) vehicles in an urban setting. A six-kilometer-long urban corridor from Columbus, Ohio was modeled and calibrated with real-world data in PTV Vissim traffic microsimulation software. Five forward-looking powertrain models, consisting of two battery electric vehicles (BEVs), a hybrid electric vehicle (HEV), and two internal combustion engine (ICE) powered vehicles, were developed to estimate the energy consumption of vehicles on the corridor. A comprehensive full factorial simulation study was performed. The simulation results indicate that for a traffic mix based on projected new vehicles sales in 2025, a 15% corridor-level energy consumption reduction can be achieved. The paper details the development and validation of the simulation framework, design of experiments conducted, a discussion of challenges faced, and results under various test conditions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2026

Automatic Calibration and Health Monitoring of Infrastructure Sensors

Smart transportation infrastructure relies on networks of heterogeneous sensors - cameras, radars, and lidars - continuously monitoring traffic conditions. However, executing the initial spatial calibration of multiple sensors and the subsequent health monitoring presents significant operational challenges. Environmental factors, mechanical vibrations, and gradual drift cause spatial misalignment, degrading fusion performance and tracking accuracy. Traditional calibration approaches require manual intervention with specialized targets or survey equipment, resulting in service interruptions and high maintenance costs. This work presents an automated framework for initial calibration and continuous health monitoring without human intervention or service disruption. Our approach addresses two critical problems: (1) detecting when sensors become miscalibrated during operation, and (2) automatically re-establishing spatial alignment using only operational traffic data. The health monitoring component analyzes measurement innovations - differences between sensor observations and predicted object states - to detect systematic biases indicative of calibration drift. By computing bias magnitude, directional consistency, and rejection rates, the system identifies miscalibrations as small as 0.5 meters. Unlike traditional methods requiring known calibration targets, our diagnostic operates continuously on live traffic observations, enabling early detection before fusion quality degrades. The automatic recalibration algorithm leverages overlapping sensor fields-of-view and temporal correlation of vehicle observations. Using graph-based optimization, the system automatically discovers which sensor pairs observe common regions, estimates pairwise spatial transformations using RANSAC-based robust estimation, and jointly optimizes all sensor poses through bundle adjustment. The framework handles practical deployment challenges, including different sensor sampling rates (1-10 Hz), varying installation positions, unknown orientations, and limited overlap regions (>10%). When approximate sensor positions are available from installation surveys (+/-1m accuracy), the algorithm additionally estimates sensor orientations, refining both position and rotation to sub-meter and sub-degree accuracy. We validate the framework on multi-hour traffic datasets from six heterogeneous sensors with sampling rates ranging from 1 Hz to 10 Hz. Results demonstrate successful calibration even with sparse overlap (<20%) and automatic detection of miscalibrations exceeding 0.8 meters. This work enables a "deploy-and-forget" sensor infrastructure that maintains calibration autonomously, reducing maintenance costs while improving tracking accuracy. The techniques generalize beyond transportation to any multi-sensor monitoring application requiring robust spatial alignment, including smart cities, industrial monitoring, and surveillance systems.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2021

Adaptive Protection of Scientific Backbone Networks Using Machine Learning

In this article, we propose a new protection scheme for backbone networks to guarantee high service availability. The presented scheme does not require any reconfiguration immediately after the failure (i.e., it is proactive). At the same time, it does not require any reserved backup network resources either. To achieve these seemingly contradictory goals, we utilize the recent advancements in Machine Learning (ML) to implement a network intelligence that periodically re-allocates the unused capacity as protection bandwidth to meet the service availability requirements of each connection. Our goal is achieved by two components (1) predicting the traffic for the next period on each link, and (2) intelligently selecting the best fit dedicated protection scheme for the next period depending on the estimated unused (spare) bandwidth and the previous service availability violations. Note that re-allocating protection bandwidth affects neither the operational connections nor the current best practice of operators to over-provision network bandwidth to support elephant flows. Finally, we provide a case study on the real traffic from Energy Sciences Network (ESnet), a high-speed, international scientific backbone network. The key benefit of our framework is that adaptively utilizing the over-provisioned bandwidth for spare capacity is sufficient to improve the availability from three-nines to five-nines (in ESnet for the 30 examined connections). The drawback is negligible bandwidth limitations; the user perceives a minor and very temporal bandwidth limitation in less than 0.1% of the time.

42 ENGINEERING↗