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Model-based trajectory tracking has become a widely used technique for automated driving system applications. A critical design decision is the proper selection of a vehicle model that achieves the best trade-off between real-time capability and robustness. Blending different types of vehicle models is a recent practice to increase the operating range of model-based trajectory tracking control applications. However, current approaches focus on the use of longitudinal speed as the blending parameter, with a formal procedure to tune and select its parameters still lacking. This work presents a novel approach based on lateral accelerations, along with a formal procedure and criteria to tune and select blending parameters, for its use on model-based predictive controllers for autonomous driving. An electric passenger bus traveling at different speeds over urban routes is proposed as a case study. Results demonstrate that the lateral acceleration, which is proportional to the lateral forces that differentiate kinematic and dynamic models, is a more appropriate model-switching enabler than the currently used longitudinal velocity. Moreover, the advanced procedure to define blending parameters is shown to be effective. Finally, a smooth blending method offers better tracking results versus sudden model switching ones and non-blending techniques ; This research was funded by AUTODRIVE within the Electronic Components and Systems for European Leadership Joint Undertaking (ECSEL JU) in collaboration with the European Union's H2020 Framework Program (H2020/2014-2020) and National Authorities, under Grant No. 737469

The advent of automated vehicles (AVs)—also known as driverless or self-driving cars—alters many assumptions about automotive travel. Foremost, of course, is the assumption that a vehicle requires a driver: a human occupant who controls the direction and speed of the vehicle, who is responsible for attentively monitoring the vehicle's environment, and who is liable for most accidents involving the vehicle. By changing these and other fundamentals of transportation, AV technologies present opportunities but also challenges for policymakers across a wide range of legal and policy areas. To address these challenges, federal and state governments are already developing regulations and guidelines for AVs. Seattle and other municipalities should also prepare for the introduction and adoption of these new technologies. To facilitate preparation for AVs at the municipal level, this whitepaper—the result of research conducted at the University of Washington's interdisciplinary Tech Policy Lab—identifies the major legal and policy issues that Seattle and similar cities will need to consider in light of new AV technologies. ; https://digitalcommons.law.uw.edu/techlab/1003/thumbnail.jpg

When will automated vehicles come onto the market? This question has puzzled the automotive industry and society for years. The technology and its implementation have made rapid progress over the last decade, but the challenge of how to prove the safety of these systems has not yet been solved. Since a market launch without proof of safety would neither be accepted by society nor by legislators, much time and many resources have been invested into safety assessment in recent years in order to develop new approaches for an efficient assessment. This paper therefore provides an overview of various approaches, and gives a comprehensive survey of the so-called scenario-based approach. The scenario-based approach is a promising method, in which individual traffic situations are typically tested by means of virtual simulation. Since an infinite number of different scenarios can theoretically occur in real-world traffic, even the scenario-based approach leaves the question unanswered as to how to break these down into a finite set of scenarios, and find those which are representative in order to render testing more manageable. This paper provides a comprehensive literature review of related safety-assessment publications that deal precisely with this question. Therefore, this paper develops a novel taxonomy for the scenario-based approach, and classifies all literature sources. Based on this, the existing methods will be compared with each other and, as one conclusion, the alternative concept of formal verification will be combined with the scenario-based approach. Finally, future research priorities are derived.

The research leading to these results has received funding from the European Research Council under the European Union's Horizon 2020 Research and Innovation programme/ ERC Grant Agreement n. [833915], project TrafficFluid. ; Summarization: This paper presents the ongoing development of the microscopic TrafficFluid-Sim simulator, aimed primarily for Connected and Automated Vehicles (CAVs) under a novel lane-free traffic paradigm. In particular, TrafficFluid-Sim builds on the SUMO simulation infrastructure to model traffic environments featuring two novel vehicle characteristics: (i) Vehicles can be located at any arbitrary lateral position within the road boundaries; and (ii) Vehicles may exert, based on their automated driving and connectivity capabilities, "vehicle nudging" to other surrounding vehicles. As such, TrafficFluid-Sim enables simulation of novel CAV movement strategies for various types of road infrastructure and is an indispensable tool for the design, testing and evaluation of the characteristics of a future CAV traffic flow as an efficient artificial fluid, as envisaged by the ongoing TrafficFluid ERC project. ; Παρουσιάστηκε στο: 24th IEEE International Conference on Intelligent Transportation Systems

1: Introduction -- Definitions of 'robot' and 'robotics' -- Other definitions in robotics -- Connections between robotics and some related subjects -- Bibliographic notes -- 2: Geometric configurations for robots -- The distinction between arms and vehicles -- Structural elements of manipulators -- Degrees of freedom and number of joints -- Types of joint -- Construction of joints -- Parallel linkages -- Constrained linkages -- Distributed manipulators -- Robot transporters and workpiece positioners -- Arm configuations -- Tension structures -- Wrists -- End effectors (grippers, tools and hands) -- Bibliographic notes -- 3: Operation, programming and control of industrial robots -- Types of industrial robot and their methods of operation -- Methods of teaching and programming -- Types of controller and program memory -- Analysis and control -- Programming languages for industrial robots -- Bibliographic notes -- 4: Actuators for robots -- Pneumatic actuation -- Hydraulic actuation -- Hydrostatic circuits -- Electric actuation -- Mechanical transmission methods -- Bibliographic notes -- 5: Sensing for robots -- Joint angle -- Joint angular velocity -- Rectilinear position -- Force and torque -- Proximity sensing and range measurement -- Touch sensing -- Vision -- Types of computer vision -- Non-visual sensing in welding and other processes -- Bibliographic notes -- 6: Performance specifications of industrial robots -- Geometric configuration; number of axes -- Positioning accuracy and repeatability -- Angular accuracy and repeatability -- Speed -- Speed and acceleration accuracy -- Spatial specifications: working volume, swept area, reach -- Payload (maximum load capacity) -- Control-related specifications -- Vibration -- Miscellaneous specifications -- Bibliographic notes -- 7: Applications of industrial robots -- Machine loading -- Pallet loading and unloading -- Investment casting -- Spot welding -- Arc welding -- Spraying (paint, enamel, epoxy resin and other coatings) -- Fettling (grinding, chiselling); polishing -- Cutting -- Inspection -- Training and education; hobby robots -- Robots in assembly -- New applications for industrial robots -- Integration of industrial robots into the workplace -- Bibliographic notes -- 8: Teleoperated arms -- Methods of control -- Special characteristics of teleoperators -- Applications of teleoperators -- Computer assisted teleoperation -- Bibliographic notes -- 9: Mobile robots -- Land surface robots -- Legged robots -- Robot submersibles -- Robots in air and space -- Bibliographic notes -- 10: Automated guided vehicles -- Automated guided vehicle technology -- Bibliographic notes -- 11: Robotics and artificial intelligence -- Vision -- Voice communication -- Planning -- Modelling -- Adaptive control -- Error monitoring and recovery -- Autonomy and intelligence in robots -- Expert systems in robotics -- Bibliographic notes -- 12: Economic and social aspects of robotics -- Reasons for installing robots -- Economic costs and benefits of installing industrial robots -- Acceptability of industrial robots by the workforce -- Employment -- Other social issues of robotics -- Bibliographic notes -- References and Bibliography.

With the upcoming new legislative rules in the EU on Event Data Recorder beginning 2022 the question is whether the discussed data base is sufficient for the needs of clarifying accidents involving automated vehicles. Based on the reconstruction of real accidents including vehicles with ADAS combined with specially designed crash tests a broader data base than US EDR regulation (NHTSA 49 CFR Part 563.7) is proposed. The working group AHEAD, to which the authors contribute, has already elaborated a data model that fits the needs of automated driving. The structure of this data model is shown. Moreover, the special benefits of storing internal video or photo feeds form the vehicle camera systems combined with object data is illustrated. When using a sophisticate 3D measurement method of the accident scene the videos or photos can also serve as a control instance for the stored vehicle data. The AHEAD Data Model enhanced with the storage of the video and photo feeds should be considered in the planned roadmap of the Informal Working Group (IWG) on EDR/ DSSAD (Data Storage System for Automated Driving) reporting to UNECE WP29. Also, a data access over the air using technology already applied in China for electric vehicles called Real Time Monitoring would allow a quantum leap in forensic accident reconstruction.

This literature review summarizes wheelchair transportation safety, focusing on areas pertinent to designing automated vehicles (AVs) so they can accommodate people who remain seated in their wheelchairs for travel. In these situations, it is necessary to secure the wheelchair to the vehicle and provide occupant protection with a Wheelchair Tiedown and Occupant Restraint System (WTORS). For this population to use AVs, a WTORS must be crashworthy for use in smaller vehicles, able to be used independently, and adaptable for a wide range of wheelchair types. Currently available WTORS do not have these characteristics, but a universal docking interface geometry and prototype automatic seatbelt donning systems have been developed. In the absence of government regulations that address this situation, RESNA and ISO have developed voluntary industry standards to define design and performance criteria to achieve occupant protection levels for wheelchair-seated passengers that are similar to those provided by conventional vehicle seats.

AbstractSelf‐driving cars (also known as driverless cars, autonomous vehicles, and highly automated vehicles [HAVs]) will change the regulatory, political, and ethical frameworks surrounding motor vehicles. At the highest levels of automation, HAVs are operated by independent machine agents, making decisions without the direct intervention of humans. The current transportation system assumes human intervention though, including legal and moral responsibilities of human operators. Has the development of these artificial intelligence (AI) and autonomous system (AS) technologies outpaced the ethical and political conversations? This paper examines discussions of HAVs, driver responsibility, and technology failure to highlight the differences between how the policy‐making institutions in the United States (Congress and the Public Administration) and technology and transportation experts are or are not speaking about responsibility in the context of autonomous systems technologies. We report findings from a big data analysis of corpus‐level documents to find that enthusiasm for HAVs has outpaced other discussions of the technology.

The research leading to these results has received funding from the European Research Council under the European Union's Horizon 2020 Research and Innovation programme/ ERC Grant Agreement n. [833915], project TrafficFluid. ; Summarization: A path-planning algorithm for connected and non-connected automated road vehicles on multilane motorways is derived from the opportune formulation of an optimal control problem. In this framework, the objective function to be minimized contains appropriate respective terms to reflect: the goals of vehicle advancement; passenger comfort; and avoidance of collisions with other vehicles and of road departures. Connectivity implies, within the present work, that connected vehicles can exchange with each other (V2V) real-time information about their last generated short-term path. For the numerical solution of the optimal control problem, an efficient feasible direction algorithm (FDA) is used. To ensure high-quality local minima, a simplified Dynamic Programming (DP) algorithm is also conceived to deliver the initial guess trajectory for the start of the FDA iterations. Thanks to very low computation times, the approach is readily executable within a model predictive control (MPC) framework. The proposed MPC-based approach is embedded within the Aimsun microsimulation platform, which enables the evaluation of a plethora of realistic vehicle driving and advancement scenarios under different vehicles mixes. Results obtained on a multilane motorway stretch indicate higher efficiency of the optimally controlled vehicles in driving closer to their desired speed, compared to ordinary manually driven vehicles. Increased penetration rates of automated vehicles are found to increase the efficiency of the overall traffic flow, benefiting manual vehicles as well. Moreover, connected controlled vehicles appear to be more efficient in achieving their desired speed, compared also to the corresponding non-connected controlled vehicles, due to the improved real-time information and short-term ...