Development of Eco-Friendly Ramp Control for Connected and Automated Electric Vehicles

With on-board sensors such as camera, radar, and Lidar, connected and automated vehicles (CAVs) can sense the surrounding environment and be driven autonomously and safely by themselves without colliding into other objects on the road. CAVs are also able to communicate with each other and roadside infrastructure via vehicle-to-vehicle and vehicle-to-infrastructure communications, respectively, sharing information on the vehicles’ states, signal phase and timing (SPaT) information, enabling CAVs to make decisions in a collaborative manner. As a typical scenario, ramp control attracts wide attention due to the concerns of safety and mobility in the merging area. In particular, if the line-of-the-sight is blocked (because of grade separation), then neither mainline vehicles nor on-ramp vehicles may well adapt their own dynamics to perform smoothed merging maneuvers. This may lead to speed fluctuations or even shockwave propagating upstream traffic along the corridor, thus potentially increasing the traffic delays and excessive energy consumption. In this project, the research team proposed a hierarchical ramp merging system that not only allowed microscopic cooperative maneuvers for connected and automated electric vehicles on the ramp to merge into mainline traffic flow, but also had controllability of ramp inflow rate, which enabled macroscopic traffic flow control. A centralized optimal control-based approach was proposed to both smooth the merging flow and improve the system-wide mobility of the network. Linear quadratic trackers in both finite horizon and receding horizon forms were developed to solve the optimization problem in terms of path planning and sequence determination, and a microscopic electric vehicle (EV) energy consumption model was applied to estimate the energy consumption. The simulation results confirmed that under the regulated inflow rate, the proposed system was able to avoid potential traffic congestion and improve the mobility (in terms of average speed) as much as 115%, compared to the conventional ramp metering and the ramp without any control approach. Interestingly, for EVs (connected and automated EVs in this study), the improved mobility may not necessarily result in the reduction of energy consumption. The “sweet spot” of average speed ranges from 27–34 mph for the EV models in this study.View the NCST Project Webpag

Reactive Rules for Emergency Management

The goal of the following survey on Event-Condition-Action (ECA) Rules is to come to a common understanding and intuition on this topic within EMILI. Thus it does not give an academic overview on Event-Condition-Action Rules which would be valuable for computer scientists only. Instead the survey tries to introduce Event-Condition-Action Rules and their use for emergency management based on real-life examples from the use-cases identified in Deliverable 3.1. In this way we hope to address both, computer scientists and security experts, by showing how the Event-Condition-Action Rule technology can help to solve security issues in emergency management. The survey incorporates information from other work packages, particularly from Deliverable D3.1 and its Annexes, D4.1, D2.1 and D6.2 wherever possible

The fuzzy S^2 structure of M2-M5 systems in ABJM membrane theories

We analyse the fluctuations of the ground-state/funnel solutions proposed to describe M2-M5 systems in the level-k mass-deformed/pure Chern-Simons-matter ABJM theory of multiple membranes. We show that in the large N limit the fluctuations approach the space of functions on the 2-sphere rather than the naively expected 3-sphere. This is a novel realisation of the fuzzy 2-sphere in the context of Matrix Theories, which uses bifundamental instead of adjoint scalars. Starting from the multiple M2-brane action, a U(1) Yang-Mills theory on R^{2,1} x S^2 is recovered at large N, which is consistent with a single D4-brane interpretation in Type IIA string theory. This is as expected at large k, where the semiclassical analysis is valid. Several aspects of the fluctuation analysis, the ground-state/funnel solutions and the mass-deformed/pure ABJM equations can be understood in terms of a discrete noncommutative realisation of the Hopf fibration. We discuss the implications for the possibility of finding an M2-brane worldvolume derivation of the classical S^3 geometry of the M2-M5 system. Using a rewriting of the equations of the SO(4)-covariant fuzzy 3-sphere construction, we also directly compare this fuzzy 3-sphere against the ABJM ground-state/funnel solutions and show them to be different.Comment: 60 pages, Latex; v2: references added; v3: typos corrected and references adde