Abstract--Ensuring fairness in the coordination of connected and automated vehicles at intersections is essential for equitable access, social acceptance, and long-term system efficiency, yet it remains underexplored in safety-critical, real-time traffic control. This paper proposes a fairness-aware hierarchical control framework that explicitly integrates inequity aversion into intersection management. At the top layer, a centralized allocation module assigns control authority (i.e., selects a single vehicle to execute its trajectory) by maximizing a utility that accounts for waiting time, urgency, control history, and velocity deviation. At the bottom layer, the authorized vehicle executes a precomputed trajectory using a Linear Quadratic Regulator (LQR) and applies a high-order Control Barrier Function (HOCBF)-based safety filter for real-time collision avoidance. Simulation results across varying traffic demands and demand distributions demonstrate that the proposed framework achieves near-perfect fairness, eliminates collisions, reduces average delay, and maintains real-time feasibility. These results highlight that fairness can be systematically incorporated without sacrificing safety or performance, enabling scalable and equitable coordination for future autonomous traffic systems. Fairness is an increasingly critical aspect of modern transportation systems [1]-[3], particularly with the emergence of connected and automated vehicles (CA Vs) [4]. In conventional traffic environments, fairness--defined as the equitable allocation of road resources [5]--is often implicitly managed through social norms, established traffic rules [6], and informal human interactions.

The transition of control from autonomous systems to human drivers is critical in automated driving systems, particularly due to the out-of-the-loop (OOTL) circumstances that reduce driver readiness and increase reaction times. Existing takeover strategies are based on fixed time-based transitions, which fail to account for real-time driver performance variations. This paper proposes an adaptive transition strategy that dynamically adjusts the control authority based on both the time and tracking ability of the driver trajectory. Shared control is modeled as a cooperative differential game, where control authority is modulated through time-varying objective functions instead of blending control torques directly. To ensure a more natural takeover, a driver-specific state-tracking matrix is introduced, allowing the transition to align with individual control preferences. Multiple transition strategies are evaluated using a cumulative trajectory error metric. Human-in-the-loop control scenarios of the standardized ISO lane change maneuvers demonstrate that adaptive transitions reduce trajectory deviations and driver control effort compared to conventional strategies. Experiments also confirm that continuously adjusting control authority based on real-time deviations enhances vehicle stability while reducing driver effort during takeover.

Control Barrier Functions (CBFs) are a powerful tool for ensuring the safety of autonomous systems, yet applying them to nonholonomic robots in cluttered, dynamic environments remains an open challenge. State-of-the-art methods often rely on collision-cone or velocity-obstacle constraints which, by only considering the angle of the relative velocity, are inherently conservative and can render the CBF-based quadratic program infeasible, particularly in dense scenarios. To address this issue, we propose a Dynamic Parabolic Control Barrier Function (DPCBF) that defines the safe set using a parabolic boundary. The parabola's vertex and curvature dynamically adapt based on both the distance to an obstacle and the magnitude of the relative velocity, creating a less restrictive safety constraint. We prove that the proposed DPCBF is valid for a kinematic bicycle model subject to input constraints. Extensive comparative simulations demonstrate that our DPCBF-based controller significantly enhances navigation success rates and QP feasibility compared to baseline methods. Our approach successfully navigates through dense environments with up to 100 dynamic obstacles, scenarios where collision cone-based methods fail due to infeasibility.

--Safe handover in shared autonomy for vehicle control is well-established in modern vehicles. However, avoiding accidents often requires action several seconds in advance. This necessitates understanding human driver behavior and an expert control strategy for seamless intervention when a collision or unsafe state is predicted. We propose Diffusion-SAFE, a closed-loop shared autonomy framework leveraging diffusion models to: (1) predict human driving behavior for detection of potential risks, (2) generate safe expert trajectories, and (3) enable smooth handovers by blending human and expert policies over a short time horizon. Unlike prior works which use engineered score functions to rate driving performance, our approach enables both performance evaluation and optimal action sequence generation from demonstrations. By adjusting the forward and reverse processes of the diffusion-based copilot, our method ensures a gradual transition of control authority, by mimicking the drivers' behavior before intervention, which mitigates abrupt takeovers, leading to smooth transitions. We evaluated Diffusion-SAFE in both simulation (CarRacing-v0) and real-world (ROSbased race car), measuring human-driving similarity, safety, and computational efficiency. Results demonstrate a 98.5% successful handover rate, highlighting the framework's effectiveness in progressively correcting human actions and continuously sampling optimal robot actions.

Reinforcement learning (RL) is not yet competitive for many cyber-physical systems, such as robotics, process automation, and power systems, as training on a system with physical components cannot be accelerated, and simulation models do not exist or suffer from a large simulation-to-reality gap. During the long training time, expensive equipment cannot be used and might even be damaged due to inappropriate actions of the reinforcement learning agent. Our novel approach addresses exactly this problem: We train the reinforcement agent in a so-called shadow mode with the assistance of an existing conventional controller, which does not have to be trained and instantaneously performs reasonably well. In shadow mode, the agent relies on the controller to provide action samples and guidance towards favourable states to learn the task, while simultaneously estimating for which states the learned agent will receive a higher reward than the conventional controller. The RL agent will then control the system for these states and all other regions remain under the control of the existing controller. Over time, the RL agent will take over for an increasing amount of states, while leaving control to the baseline, where it cannot surpass its performance. Thus, we keep regret during training low and improve the performance compared to only using conventional controllers or reinforcement learning. We present and evaluate two mechanisms for deciding whether to use the RL agent or the conventional controller. The usefulness of our approach is demonstrated for a reach-avoid task, for which we are able to effectively train an agent, where standard approaches fail.

This paper proposes a fair control framework for multi-robot systems, which integrates the newly introduced Alternative Authority Control (AAC) and Flexible Control Barrier Function (F-CBF). Control authority refers to a single robot which can plan its trajectory while considering others as moving obstacles, meaning the other robots do not have authority to plan their own paths. The AAC method dynamically distributes the control authority, enabling fair and coordinated movement across the system. This approach significantly improves computational efficiency, scalability, and robustness in complex environments. The proposed F-CBF extends traditional CBFs by incorporating obstacle shape, velocity, and orientation. F-CBF enhances safety by accurate dynamic obstacle avoidance. The framework is validated through simulations in multi-robot scenarios, demonstrating its safety, robustness and computational efficiency.

Cooperative Adaptive Cruise Control (CACC) often requires human takeover for tasks such as exiting a freeway. Direct human takeover can pose significant risks, especially given the close-following strategy employed by CACC, which might cause drivers to feel unsafe and execute hard braking, potentially leading to collisions. This research aims to develop a CACC takeover controller that ensures a smooth transition from automated to human control. The proposed CACC takeover maneuver employs an indirect human-machine shared control approach, modeled as a Stackelberg competition where the machine acts as the leader and the human as the follower. The machine guides the human to respond in a manner that aligns with the machine's expectations, aiding in maintaining following stability. Additionally, the human reaction function is integrated into the machine's predictive control system, moving beyond a simple "prediction-planning" pipeline to enhance planning optimality. The controller has been verified to i) enable a smooth takeover maneuver of CACC; ii) ensure string stability within a specific Operational Design Domain (ODD) when human control authority is below 32.7%; iii) enhance both perceived and actual safety through machine interventions; and iv) reduce the impact on upstream traffic by up to 60%.

Haptic feedback enhances collision avoidance by providing directional obstacle information to operators in unmanned aerial vehicle (UAV) teleoperation. However, such feedback is often rendered via haptic joysticks, which are unfamiliar to UAV operators and limited to single-directional force feedback. Additionally, the direct coupling of the input device and the feedback method diminishes the operators' control authority and causes oscillatory movements. To overcome these limitations, we propose AeroHaptix, a wearable haptic feedback system that uses high-resolution vibrations to communicate multiple obstacle directions simultaneously. The vibrotactile actuators' layout was optimized based on a perceptual study to eliminate perceptual biases and achieve uniform spatial coverage. A novel rendering algorithm, MultiCBF, was adapted from control barrier functions to support multi-directional feedback. System evaluation showed that AeroHaptix effectively reduced collisions in complex environment, and operators reported significantly lower physical workload, improved situational awareness, and increased control authority.

We describe the tradeoff between the performance in a visual recognition problem and the control authority that the agent can exercise on the sensing process. We focus on the problem of "visual search" of an object in an otherwise known and static scene, propose a measure of control authority, and relate it to the expected risk and its proxy (conditional entropy of the posterior density). We show this analytically, as well as empirically by simulation using the simplest known model that captures the phenomenology of image formation, including scaling and occlusions. We show that a "passive" agent given a training set can provide no guarantees on performance beyond what is afforded by the priors, and that an "omnipotent" agent, capable of infinite control authority, can achieve arbitrarily good performance (asymptotically). In between these limiting cases, the tradeoff can be characterized empirically.

Deep reinforcement learning (RL) algorithms enable the development of fully autonomous agents that can interact with the environment. Brain-computer interface (BCI) systems decipher human implicit brain signals regardless of the explicit environment. In this study, we integrated deep RL and BCI to improve beneficial human interventions in autonomous systems and the performance in decoding brain activities by considering environmental factors. Shared autonomy was allowed between the action command decoded from the electroencephalography (EEG) of the human agent and the action generated from the twin delayed DDPG (TD3) agent for a given environment. Our proposed copilot control scheme with a full blocker (Co-FB) significantly outperformed the individual EEG (EEG-NB) or TD3 control. The Co-FB model achieved a higher target approaching score, lower failure rate, and lower human workload than the EEG-NB model. The Co-FB control scheme had a higher invisible target score and level of allowed human intervention than the TD3 model. We also proposed a disparity d-index to evaluate the effect of contradicting agent decisions on the control accuracy and authority of the copilot model. We found a significant correlation between the control authority of the TD3 agent and the performance improvement of human EEG classification with respect to the d-index. We also observed that shifting control authority to the TD3 agent improved performance when BCI decoding was not optimal. These findings indicate that the copilot system can effectively handle complex environments and that BCI performance can be improved by considering environmental factors. Future work should employ continuous action space and different multi-agent approaches to evaluate copilot performance.