The current Adaptive Cruise Control (ACC) systems are vulnerable to "road bully" such as cut-ins. This paper proposed an Anti-bullying Adaptive Cruise Control (AACC) approach with proactive right-of-way protection ability. It bears the following features: i) with the enhanced capability of preventing bullying from cut-ins; ii) optimal but not unsafe; iii) adaptive to various driving styles of cut-in vehicles; iv) with real-time field implementation capability. The proposed approach can identify other road users' driving styles online and conduct game-based motion planning for right-of-way protection. A detailed investigation of the simulation results shows that the proposed approach can prevent bullying from cut-ins and be adaptive to different cut-in vehicles' driving styles. The proposed approach is capable of enhancing travel efficiency by up to 29.55% under different cut-in gaps and can strengthen driving safety compared with the current ACC controller. The proposed approach is flexible and robust against traffic congestion levels. It can improve mobility by up to 11.93% and robustness by 8.74% in traffic flow. Furthermore, the proposed approach can support real-time field implementation by ensuring less than 50 milliseconds computation time.

This paper presents a novel energy-efficient motion planning algorithm for Connected Autonomous Vehicles (CAVs) on urban roads. The approach consists of two components: a decision-making algorithm and an optimization-based trajectory planner. The decision-making algorithm leverages Signal Phase and Timing (SPaT) information from connected traffic lights to select a lane with the aim of reducing energy consumption. The algorithm is based on a heuristic rule which is learned from human driving data. The optimization-based trajectory planner generates a safe, smooth, and energy-efficient trajectory toward the selected lane. The proposed strategy is experimentally evaluated in a Vehicle-in-the-Loop (VIL) setting, where a real test vehicle receives SPaT information from both actual and virtual traffic lights and autonomously drives on a testing site, while the surrounding vehicles are simulated. The results demonstrate that the use of SPaT information in autonomous driving leads to improved energy efficiency, with the proposed strategy saving 37.1% energy consumption compared to a lane-keeping algorithm.

This paper proposes and develops a physics-inspired neural network (PiNN) for learning the parameters of commercially implemented adaptive cruise control (ACC) systems in automotive industry. To emulate the core functionality of stock ACC systems, which have proprietary control logic and undisclosed parameters, the constant time-headway policy (CTHP) is adopted. Leveraging the multi-layer artificial neural networks as universal approximators, the developed PiNN serves as a surrogate model for the longitudinal dynamics of ACC-engaged vehicles, efficiently learning the unknown parameters of the CTHP. The ability of the PiNN to infer the unknown ACC parameters is meticulous evaluated using both synthetic and high-fidelity empirical data of space-gap and relative velocity involving ACC-engaged vehicles in platoon formation. The results have demonstrated the superior predictive ability of the proposed PiNN in learning the unknown design parameters of stock ACC systems from different car manufacturers. The set of ACC model parameters obtained from the PiNN revealed that the stock ACC systems of the considered vehicles in three experimental campaigns are neither $L_2$ nor $L_\infty$ string stable.

This paper studies cooperative adaptive cruise control (CACC) for vehicle platoons with consideration of the unknown nonlinear vehicle dynamics that are normally ignored in the literature. A unified data-driven CACC design is proposed for platoons of pure automated vehicles (AVs) or of mixed AVs and human-driven vehicles (HVs). The CACC leverages online-collected sufficient data samples of vehicle accelerations, spacing and relative velocities. The data-driven control design is formulated as a semidefinite program (SDP) that can be solved efficiently using off-the-shelf solvers. The efficacy and advantage of the proposed CACC are demonstrated through a comparison with the classic adaptive cruise control (ACC) method on a platoon of pure AVs and a mixed platoon under a representative aggressive driving profile.

This paper considers mixed traffic consisting of connected automated vehicles equipped with vehicle-to-everything (V2X) connectivity and human-driven vehicles. A control strategy is proposed for communicating pairs of connected automated vehicles, where the two vehicles regulate their longitudinal motion by responding to each other, and, at the same time, stabilize the human-driven traffic between them. Stability analysis is conducted to find stabilizing controllers, and simulations are used to show the efficacy of the proposed approach. The impact of the penetration of connectivity and automation on the string stability of traffic is quantified. It is shown that, even with moderate penetration, connected automated vehicle pairs executing the proposed controllers achieve significant benefits compared to when these vehicles are disconnected and controlled independently.

FOX Business correspondent Lydia Hu has the latest on jobs at risk as AI further develops on'America's Newsroom.' The only thing worse than being stuck in a traffic jam is being stuck in a traffic jam that shouldn't be there. "Phantom Jams" are those backups that occur on highways for seemingly no reason, then dissipate as mysteriously as they appeared. They're usually started by drivers who suddenly brake or change lanes in dense traffic, which is followed by a wave of bad decisions made by the drivers behind. It escalates as more cars arrive at high speeds and have to slow down abruptly.

With the growing need to reduce energy consumption and greenhouse gas emissions, Eco-driving strategies provide a significant opportunity for additional fuel savings on top of other technological solutions being pursued in the transportation sector. In this paper, a model-free deep reinforcement learning (RL) control agent is proposed for active Eco-driving assistance that trades-off fuel consumption against other driver-accommodation objectives, and learns optimal traction torque and transmission shifting policies from experience. The training scheme for the proposed RL agent uses an off-policy actor-critic architecture that iteratively does policy evaluation with a multi-step return and policy improvement with the maximum posteriori policy optimization algorithm for hybrid action spaces. The proposed Eco-driving RL agent is implemented on a commercial vehicle in car following traffic. It shows superior performance in minimizing fuel consumption compared to a baseline controller that has full knowledge of fuel-efficiency tables.

Driverless cars have yet to reach the streets of Halifax, but perhaps residents should keep their eyes peeled. Though its cobblestones "might prove to be challenging", Oliver Cameron, the Yorkshire-born vice-president of product at Cruise, a pace-setter in the sector, argues that such vehicles can hit the road anywhere in the world, including his old home town. After all, so-called robotaxis are already in San Francisco, similarly hilly, often foggy and not always the easiest of America's conurbations to navigate. Cruise is running an overnight autonomous ride-hailing service in one part of the city, while Waymo, its rival, has carved out its own area to pick up passengers at all hours. "It took lots of time, lots of effort, billions of dollars, but hey,

We live in a fast-moving world that not long ago would have been considered science fiction. One aspect of technology that has driven us from fantasy into reality is the emergence of autonomous vehicles. Also known as self-driving cars, autonomous vehicles still confuse many people. How does the technology work? And what do we actually mean by work in the context of self-driving cars?

Systems engineering, in particular in the automotive domain, needs to cope with the massively increasing numbers of requirements that arise during the development process. To guarantee a high product quality and make sure that functional safety standards such as ISO26262 are fulfilled, the exploitation of potentials of model-driven systems engineering in the form of automatic analyses, consistency checks, and tracing mechanisms is indispensable. However, the language in which requirements are written, and the tools needed to operate on them, are highly individual and require domain-specific tailoring. This hinders automated processing of requirements as well as the linking of requirements to models. Introducing formal requirement notations in existing projects leads to the challenge of translating masses of requirements and process changes on the one hand and to the necessity of the corresponding training for the requirements engineers. In this paper, based on the analysis of an open-source set of automotive requirements, we derive domain-specific language constructs helping us to avoid ambiguities in requirements and increase the level of formality. The main contribution is the adoption and evaluation of few-shot learning with large pretrained language models for the automated translation of informal requirements to structured languages such as a requirement DSL. We show that support sets of less than ten translation examples can suffice to few-shot train a language model to incorporate keywords and implement syntactic rules into informal natural language requirements.