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errors may have been inadvertently introduced. CALIFORNIA PATH PROGRAM
INSTITUTE OF TRANSPORTATION STUDIES
UNIVERSITY OF CALIFORNIA, BERKELEY
Vehicle Control Design for
Infrastructure Managed Vehicle
Following
Raza
P. Ioannou
University of Southern California
California PATH Research Report
UCB-ITS-PRR-96-29
This work was performed as part of the California PATH Program of the
University of California, in cooperation with the State of California Business,
Transportation, and Housing Agency, Department of Transportation; and the
United States Department of Transportation, Federal Highway Administration.
The contents of this report reflect the views of the authors who are responsible
for the facts and the accuracy of the data presented herein. The contents do not
necessarily reflect the official views or policies of the State of California. This
report does not constitute a standard, specification, or regulation.
November 1996
ISSN 1055-1425 Vehicle Control Design for Infrastructure Managed Vehicle
Following*
H. Raza and P. Ioannou
Dept. of Electrical Engineering-Systems
University of Southern California
Los Angeles, CA 90089-2562
Abstract.
Automatic vehicle following is an important feature of a fully or partially automated
highway system (AHS). The on-board vehicle control system should be able to accept
and process inputs from the driver, the infrastructure and other vehicles, perform diag-
nostics and provide the appropriate commands to actuators so that the resulting motion
of the vehicle is safe and compatible with the AHS objectives.
The purpose of this paper is to design and test a vehicle control system in order to
achieve full vehicle automation in the longitudinal direction for several modes of op-
eration, where the infrastructure manages the vehicle following. These modes include
autonomous vehicles, cooperative vehicle following and platooning. The vehicle control
system consists of a supervisory controller that processes the inputs from the driver,
the infrastructure, other vehicles and the on-board sensors and sends the appropriate
commands to the brake and throttle controllers. In addition, the controller makes de-
cisions about normal, emergency and transition operations. Simulation results of some
of the basic vehicle following maneuvers are used to verify the claimed performance
of the designed controllers. Experiments on I-15 that demonstrate the performance of
the throttle controller with and without vehicle to vehicle communications in an actual
highway environment are also included.
Keywords: Vehicle Control, Automated Highway Systems, Automatic Vehicle Following,
Supervisory Control.
*This work
is supported by the California Department of
through PATH of the University
of California. The
contents of this paper reflect the views of the authors
who are responsible for the facts
and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or
policies of the State of California. This paper does not constitute a standard, specification or regulation.
i Executive Summary
In this paper the problem of design of on-board vehicle intelligence for achieving full vehi-
cle automation in the longitudinal direction is addressed. The on-board intelligence is an
essential part of any vehicle following scheme for a fully or partially automated highway
system to provide the necessary interface between the vehicle subsystem controllers and the
external agents.
A supervisory controller is designed to provide the required intelligence for several modes
of operation of infrastructure managed vehicle following. The supervisory controller pro-
cesses the inputs from the driver, the infrastructure, surrounding vehicle and on-board sen-
sors and sends the appropriate commands to the brake and throttle controllers. It makes
decisions about normal, emergency and transition operations so that the resulting motion
of vehicle is safe and follows AHS objectives. Simulation results are used to test the perfor-
mance of the designed controllers. Finally, the experimental results of a vehicle following
test conducted on I-15 demonstrates the effectiveness of the controller in an actual highway
environment.
ii Contents
1 Introduction
1
2 AHS Configuration and Modes of Operation
2
2.1
Intelligent Cruise Control (ICC)
. . . . . . . . . . . . . . . . . . . . . . . .
4
2.2
Cooperative Driving (no v-v communication) . . . . . . . . . . . . . . . . .
4
2.3 Cooperative Driving (with v-v communication) . . . . . . . . . . . . . . . .
5
2.4
Platooning
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3 Vehicle Longitudinal Control Design
6
3.1
Selection of AHS Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6
3.2
Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
3.3 Automatic Vehicle Operation . . . . . . . . . . . . . . . . . . . . . . . . . .
9
3.4 Desired Headway Selection
. . . . . . . . . . . . . . . . . . . . . . . . . . .
11
3.5 Desired Speed Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
3.6 Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
3.6.1
Emergency Situation Assessment . . . . . . . . . . . . . . . . . . . .
15
3.6.2 Emergency Situation Handling . . . . . . . . . . . . . . . . . . . . .
18
4 Stability and Performance Analysis
19
4.1 Platoon Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
5 Simulation and Experimental Results
5.1 Test 1: Leader-Follower Scenario . . . . . . . . . . . . . . . . . . . . . . . .
25
5.2 Test 2: Leader-Follower Scenario: Effect of Roadway Commands . . . . . .
26
5.3 Test 3: Platoon Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
5.4 Experiments on I-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
Conclusion

1
2
3
4
5
6
7
8
9
10
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
An AHS configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distributed control structure for infrastructure managed vehicle control. . .
Platooning of vehicles as one possible mode of operation of AHS. . . . . . .
Vehicle longitudinal control system. . . . . . . . . . . . . . . . . . . . . . . .
Detailed structure of the supervisory controller. . . . . . . . . . . . . . . . .
Logic for transitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operating mode selection logic. . . . . . . . . . . . . . . . . . . . . . . . . .
Block diagram of the desired headway calculation. . . . . . . . . . . . . . .
Scenario for calculation of minimum stopping time. . . . . . . . . . . . . . . .
Closed loop system for stability analysis. . . . . . . . . . . . . . . . . . . . .
Follower switches on AVF at 3
with
= 45 mph and
=
= 0.8
AVF is switched off at = 100 sec.
. . . . . . . . . . . . . . . . . . . .
Follower switches on AVF at = 20
with
55 mph and
0.6
AVF is switched off at = 100 sec. . . . . . . . . . . . . . . . . . . . . . . .
At 60
changes from 55 to 65 mph. . . . . . . . . . . . . . . . . .
At 60
changes from 0.8 to 1.0 sec. . . . . . . . . . . . . . . . . .
At = 40
five vehicles joins the leader at a consecutive interval of 5 sec.
At 60
vehicles
at a consecutive interval of 5 sec. . . .
At 60
platoon accelerates to 65 mph. . . . . . . . . . . . . . . . . .
At 60
platoon decelerates to 45 mph. . . . . . . . . . . . . . . . . .
The speed and acceleration profiles for PID controller with gain scheduling.
and no v-v communication. The desired speed profile is 40-50-40-50 with
large acceleration.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The position error and time headway for PID controller with gain scheduling
and no v-v communication. . . . . . . . . . . . . . . . . . . . . . . . . . . .
The speed and acceleration profiles for PID controller with gain scheduling
and v-v communication. The desired speed profile is 40-55-40-55 with large
acceleration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The position error and time headway for PID controller with gain scheduling
and v-v communication. . . . . . . . . . . . . . . . . . .
. . . . . . . . . .
The speed and acceleration profiles for adaptive controller without v-v com-
munication. The sharp spikes in leading vehicle speed are due to sensor noise.
The position error and time headway fo