Traffic capacity implications of automated vehicles mixed with regular vehicles
Traffic capacity implications of automated vehicles mixed with regular vehicles
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DOI：
10.1080/15472450.2017.1404680
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发表时间：
2018-05
影响因子：
3.6
通讯作者：
A. Olia;S. Razavi;B. Abdulhai;H. Abdelgawad
中科院分区：
文献类型：
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作者：
A. Olia;S. Razavi;B. Abdulhai;H. Abdelgawad
摘要自动驾驶汽车（AV）由于其安全性和机动性方面的优势，已经开始受到研究人员和决策者的极大关注。虽然已经有很多研究报道了自适应巡航控制（ACC）和合作自适应巡航控制（CACC）技术对高速公路通行能力的影响，据我们所知，对自动驾驶汽车的影响的评估是罕见的。自动驾驶汽车可以分为两类，合作和自主。与自主式无人驾驶汽车不同，协作式无人驾驶汽车可以与其他车辆和基础设施进行通信，从而更好地感知和预测前方车辆的行动，这将对交通流特性产生影响。本文提出了一个分析框架，量化和评估自动驾驶汽车对公路系统的能力的影响。为了实现这一目标，在交通微观仿真模型中的车辆跟驰和车道合并模块上纳入了自动驾驶技术的行为，并在此基础上得出了可实现容量的估计。为了考虑在自动驾驶汽车占交通网络中大多数车辆之前的时期，所提出的模型考虑了具有不同市场渗透率的车辆的组合。结果表明，如果所有车辆都以合作的自动化方式驾驶，则可以实现每条车道6，450 vph的最大车道容量（300%的改进）。关于将自动驾驶汽车纳入交通流，可实现的容量似乎对市场渗透率高度不敏感。这项研究的结果为从业者和决策者提供了关于自动驾驶汽车在市场渗透和车队转换方面的潜在容量优势的知识。
ABSTRACT Automated vehicles (AVs) have begun to receive tremendous interest among researchers and decision-makers because of their substantial safety and mobility benefits. Although much research has been reported regarding the implications of Adaptive Cruise Control (ACC) and Cooperative Adaptive Cruise Control (CACC) technologies for highway capacity, to our knowledge, evaluations of the impacts of AVs are rare. AVs can be divided into two categories, cooperative and autonomous. Cooperative AVs, unlike Autonomous AVs, can communicate with other vehicles and infrastructure, thereby providing better sensing and anticipation of preceding vehicles' actions, which would have an impact on traffic flow characteristics. This paper proposes an analytical framework for quantifying and evaluating the impacts of AVs on the capacities of highway systems. To achieve this goal, the behavior of AVs technologies incorporated on the car-following and lane-merging modules in the traffic micro-simulation model, based on which an estimate of the achievable capacity is derived. To consider the period before AVs account for a majority of the vehicles in traffic networks, the proposed model considers combinations of vehicles with varying market penetration. The results indicate that a maximum lane capacity of 6,450 vph per lane (300% improvement) is achievable if all vehicles are driven in a cooperative automated manner. Regarding the incorporation of autonomous AVs into the traffic stream, the achievable capacity appears highly insensitive to market penetration. The results of this research provide practitioners and decision-makers with knowledge regarding the potential capacity benefits of AVs with respect to market penetration and fleet conversion.