Multi-Lane Unsignalized Intersection Cooperation With Flexible Lane Direction Based on Multi-Vehicle Formation Control

Cai, Mengchi; Xu, Qing; Chen, Chaoyi; Wang, Jiawei; Li, Keqiang; Wang, Jianqiang; Wu, Xiangbin

doi:10.1109/tvt.2022.3161274

Cited by 31 publications

(12 citation statements)

References 42 publications

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“…CasADi [31] and IPOPT [32] are used to solve the formulated nonlinear OCP (11). CasADi allows to discretise a minimum-time OCP using the collocation method and construct an equivalent nonlinear programming (NLP) with the final time as an augmented decision variable [33].…”

Section: Resultsmentioning

confidence: 99%

“…4 shows that the computational complexity of the proposed algorithm is of the order of O(e 0.13N ) in terms of number of CAVs N . The computational time of (11) can be reduced by decentralising the proposed strategy, as a future work. Moreover, model-predictive control (MPC) will be used for real-time implementation of (11).…”

Section: A Crossing Timementioning

confidence: 99%

“…The computational time of (11) can be reduced by decentralising the proposed strategy, as a future work. Moreover, model-predictive control (MPC) will be used for real-time implementation of (11). MPC solves the OCP with a shorter prediction horizon and hence reduces the computation time.…”

Section: A Crossing Timementioning

confidence: 99%

“…Another conflict point reservation approach is presented in [11] which allows flexible lane direction (e.g., incoming vehicles can travel to any outgoing lanes). In this work, a formation reconfiguration method is utilised to control longitudinal and lateral position of vehicles while avoiding collisions by reserving the conflict points.…”

Section: Introductionmentioning

confidence: 99%

“…Prior studies developed lane-free algorithms based on OCP in [16,15]. To avoid collisions, the Euclidean distance between Reservation of the whole Intersection [4,5,13,3,6,7] Collision avoidance Reservation of conflict points [8,14,9,11,12] Lane-free [15,16] Minimisation of fluctuation of the vehicles' acceleration [16,4] Finding the minimum-time optimal solution instead of only checking the feasibility Minimisation of deviation from the speed limit [17,18,19,20] Minimisation of the crossing time [15] Centralised strategies with fully-observable data [15,16,18,19] Real-Time implementation Decentralised strategies with fully connected CAVs [21,22] Decentralised strategies with partially connected CAVs [23,6] any pair of CAVs are constrained to be greater than a safe margin. This formulation of the collision avoidance constraints is non-convex, and hence any optimisation problem including them are difficult to solve.…”

Section: Introductionmentioning

confidence: 99%

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Optimal Lane-Free Crossing of CAVs Through Intersections

Amouzadi

Orisatoki

Dizqah

2023

IEEE Trans. Veh. Technol.

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Connected and autonomous vehicles (CAVs), unlike conventional cars, will utilise the whole space of intersections and cross in a lane-free order. This paper formulates such a lanefree crossing of intersections as a multi-objective optimal control problem (OCP) that minimises the overall crossing time, as well as the energy consumption due to the acceleration of CAVs. The constraints that avoid collision of vehicles with each other and with road boundaries are smoothed by applying the dual problem theory of convex optimisation. The developed algorithm is capable of finding the lower boundary of the crossing time of a junction which can be used as a benchmark for comparing other intersection crossing algorithms. Simulation results show that the lane-free crossing time is better by an average of 40% as compared to the state-of-the-art reservation-based method, whilst consuming the same amount of energy. Furthermore, it is shown that the lane-free crossing time through intersections is fixed to a constant value regardless of the number of CAVs.

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