Effect of adaptive and cooperative adaptive cruise control on throughput of signalized arterials

Askari, Armin; Farias, Daniel Albarnaz; Kurzhanskiy, Alex A.; Varaiya, Pravin

doi:10.1109/ivs.2017.7995889

Cited by 33 publications

(33 citation statements)

References 41 publications

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“…In one line of research, autonomous vehicles are controlled to locally improve traffic by smoothing out stop-and-go shockwaves in congested traffic [3], [26]- [34], optimally sending platooned vehicles through highway bottlenecks [34], [35], and simultaneously accelerating platooned vehicles at signalized intersections [2], [4]. Other papers investigate fuel savings attained using autonomous vehicles [36]- [39] or jointly controlling vehicles on a highway to localize and eliminate traffic disturbances [40].…”

Section: Autonomymentioning

confidence: 99%

“…When all vehicles are autonomous, the use of platooning has the potential to increase network capacity as much as three-fold [2], smooth traffic flow by eliminating shockwaves of slowing vehicles [3], and enable synchronous acceleration at green lights [4]. However, the presence of human-driven vehicles -leading to mixed autonomy -makes much of these benefits unclear.…”

Section: Introductionmentioning

confidence: 99%

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Capacity modeling and routing for traffic networks with mixed autonomy

Lazar

Coogan

Pedarsani

2017

2017 IEEE 56th Annual Conference on Decision and Control (CDC)

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In this work we propose a macroscopic model for studying routing on networks shared between human-driven and autonomous vehicles that captures the effects of autonomous vehicles forming platoons. We use this to study inefficiency due to selfish routing and bound the Price of Anarchy (PoA), the maximum ratio between total delay experienced by selfish users and the minimum possible total delay. To do so, we establish two road capacity models, each corresponding to an assumption regarding the platooning capabilities of autonomous vehicles. Using these we develop a class of road delay functions, parameterized by the road capacity, that are polynomial with respect to vehicle flow. We then bound the PoA and the bicriteria, another measure of the inefficiency due to selfish routing. We find these bounds depend on: 1) the degree of the polynomial in the road cost function and 2) the degree of asymmetry, the difference in how human-driven and autonomous traffic affect congestion. We demonstrate that these bounds recover the classical bounds when no asymmetry exists. We show the bounds are tight in certain cases and that the PoA bound is order-optimal with respect to the degree of asymmetry.

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Section: Autonomymentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Capacity modeling and routing for traffic networks with mixed autonomy

Lazar

Coogan

Pedarsani

2017

2017 IEEE 56th Annual Conference on Decision and Control (CDC)

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“…A laser-based framework couldn't recognize leading vehicle in foggy climate or when the vehicle is muddy. Other techniques including single radar-based framework and binocular computer vision framework in view of the front camera are used in vehicle detection [12], [13].…”

Section: Related Workmentioning

confidence: 99%

An Adaptive Cruise Control Model based on PDLCA for Efficient Lane Selection and Collision Avoidance

Rashid¹,

Ding²,

Tahir³

et al. 2018

ijacsa

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“…Typical values of time headway considered in truck platooning are in the range of 0.5 − 1 s, which at a speed of 65 mph (≈ 30 m/s) equate to a physical spacing of 15 − 30 m. In truck platooning if τ 0 is typically around τ = 0.5 s, the time headway must be at least 1 s or 30 m of physical spacing, which not only decreases the highway capacity but also does not provide any noticeable improvements in fuel efficiency [3]. the throughput at traffic intersections via platooning was shown possible in [16], [17].…”

Section: Introductionmentioning

confidence: 99%

Benefits of V2V Communication for Autonomous and Connected Vehicles

Darbha

Konduri

Pagilla

2019

IEEE Trans. Intell. Transport. Syst.

161

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In this paper, we investigate the benefits of Vehicleto-Vehicle (V2V) communication for autonomous vehicles and provide results on how V2V information helps reduce employable time headway in the presence of parasitic lags. For a string of vehicles adopting a Constant Time Headway Policy (CTHP) and availing the on-board information of predecessor's vehicle position and velocity, the minimum employable time headway (hmin) must be lower bounded by 2τ0 for string stability, where τ0 is the maximum parasitic actuation lag. In this paper, we quantify the benefits of using V2V communication in terms of a reduction in the employable time headway: (1) If the position and velocity information of r immediately preceding vehicles is used, then hmin can be reduced to 4τ0/(1 + r); (2) furthermore, if the acceleration of 'r' immediately preceding vehicles is used, then hmin can be reduced to 2τ0/(1 + r); and (3) if the position, velocity and acceleration of the immediate and the r-th predecessors are used, then hmin ≥ 2τ0/(1 + r). Note that cases (2) and (3) provide the same lower bound on the minimum employable time headway; however, case (3) requires much less communicated information.While AVs employing CTHP may not require communicated information for string stability, the use of V2V and I2V communications when employing CTHP may seem paradoxical and this point has not clearly been articulated in [4]. The necessity for using communication when employing CTHP in trucks was recently brought to the attention of the authors by Ploeg [5] who noticed string instability without V2V or I2V communication in a platoon of three trucks when employing a time headway of about 0.35 seconds. Other numerical simulations and experiments also seem to suggest that employing the acceleration or velocity information of immediately preceding vehicle(s) can help reduce the time headway [3], [6]- [8]. We must point out that the topic of communication and its benefit in reducing time headway was first considered for Semi-Autonomous Cooperative ACC in [6]; the points of departure of this work from [6] are many fold: (1) in this work, we consider architectures involving multiple predecessors, and (2) we do not feed back acceleration of controlled vehicle.In order to reduce the employable time headway, modern systems such as the Cooperative Adaptive Cruise Control (CACC) systems utilize vehicular communication to acquire additional information [7]. In this work, we quantify the benefits of V2V communication in terms of reduction in the employable time headway in the presence of parasitic lags while guaranteeing string stability. For this purpose, we consider a singular perturbation to model parasitic actuation dynamics.The advantage of using V2V communication in improving safety of the vehicles in the platoon has been explored in the literature. For example, the use and benefits of V2V for collision avoidance via emergency lane changing in AVs was discussed in [9]. In an emergency braking scenario, intervehicular communication aids coordination among v...

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Effect of adaptive and cooperative adaptive cruise control on throughput of signalized arterials

Cited by 33 publications

References 41 publications

Capacity modeling and routing for traffic networks with mixed autonomy

Capacity modeling and routing for traffic networks with mixed autonomy

An Adaptive Cruise Control Model based on PDLCA for Efficient Lane Selection and Collision Avoidance

Benefits of V2V Communication for Autonomous and Connected Vehicles

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