Is Only the Dedicated Lane for Automated Vehicles Essential in the Future? The Dedicated Lanes Optimal Operating System Evaluation
Abstract
:1. Introduction
- 1.
- An analysis is made of AVs positive–negative effects based on AVs MPR considering the interaction between vehicles.
- 2.
- Given MPR on the derived negative effect, a simulation of DLs for AVs using the existing infra is conducted.
- 3.
- A proposal of the optimal DLs operation strategy for AVs is detailed.
- 1.
- When AVs drive in a mixed traffic situation, we contemplate the causes of negative and positive effects.
- 2.
- We build a DL to mitigate negative situations.
- 3.
- We not only check the basic effects of DLs but also extract feasible and optimal operating strategy of DLs by utilizing the existing infrastructure.
2. Methodology
2.1. Spatial Scope and Data Collection
2.2. Simulation Network Environment and AVs Settings
2.3. Simulation Scenarios Design and Evaluation Indicators
2.3.1. Simulation of AVs Introduction Effects in Mixed Traffic Simulation
2.3.2. Simulation of Optimal DLs Operation Plan for AVs
3. Analysis Result on Scenarios of AVs Introduction Effects (Simulation 1)
3.1. Result of Simulation 1 Scenarios
3.2. Comparative Analysis among Simulation 1 Scenario Indicators
4. Analysis Result on Scenarios of DLs Introduction Effects (Simulation 2)
5. Measures to Establish an Operation Strategy for DLs for AVs
5.1. Judgment Methodology for Establishment of Operational Strategy for AVs Based Proposed New Indicator
5.2. Examples of Optimal DLs Operation Strategies for AVs
6. Conclusions
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
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Division | Code | Definition | VISSIM Default | Automated Vehicle (SAE Lv.4) |
---|---|---|---|---|
Spacing | Stand still distance (CC0) | The desired distance between stopped vehicles | 1.50 m | 0.5 m |
Headway time (CC1) | Headway (in second) | 0.9 s | 0.6 s | |
Following Variation (CC2) | The distance in addition to the allowed safety distance that is permissible before the vehicle-drive unit moves closer to the preceding vehicle | 4.00 m | 0 m | |
Speed | Threshold for entering following (CC3) | Seconds before reaching the safety distance the driver starts to decelerate | −8.00 s | 0 s |
Negative following threshold (CC4) | The maximum allowable speed difference where following vehicle is faster than preceding vehicle | 0.41 km/h | 0 km/h | |
Positive following threshold (CC5) | The maximum allowable speed difference where following vehicle is faster than preceding vehicle | 0.41 km/h | 0 km/h | |
Acceleration | Speed dependency of oscillation (CC6) | Influence of distance on speed oscillation | 11.44 | 0 |
Oscillation acceleration (CC7) | Influence of vehicle acceleration during car following oscillation | 0.25 m | 0.4 m | |
Acceleration (CC8) | Desired acceleration when starting from standstill | 3.5 m/s | 3.8 m/s | |
Other | Acceleration with 80 km/h (CC9) | Desired acceleration at 80 km/h | 1.5 m/s | 1.8 m/s |
Look ahead distance observed vehicles | Number of vehicles that can see forward on the link | 2 vehicles | 10 vehicles |
Division | Volume | Speed | Entrance Volume | HVs | HOV | AVs |
---|---|---|---|---|---|---|
Scenario 1 | 720 | 103.31 | 240 | |||
Scenario 2 | 950 | 99.59 | 368 | |||
Scenario 3 | 1120 | 86.66 | 480 | 73% | 27% | 0∼100% |
Scenario 4 | 1377 | 72.75 | 624 | (25% units) | ||
Scenario 5 | 1565 | 60.92 | 742 |
Division | Description |
---|---|
Strategy 1 | Operate only on existing HOVL |
Strategy 2 | Changed existing HOVL to HOV & AV Lane (Mixed-Use) |
Strategy 3 | Changed existing only AV Lane |
Strategy 4 | 1-lane for AVs, 2-lane for HOV (Two dedicated lanes) |
Strategy 5 | 1-lane for HOV, 2-lane for AVs (Two dedicated lanes) |
Indicator | Description |
---|---|
The average speed | Average vehicle speed in the designated section |
Density | The vehicle density in the designated section (pcpkmpl, D = V/S) |
Queue | The vehicle queue in the designated section = delay time (s) |
LOS | 0 | 25 | 50 | 75 | 100 |
---|---|---|---|---|---|
A | - | 2 | 1 | 3 | 1 |
B | - | 2 | 2 | 3 | 1 |
C | - | 1 | 3 | 4 | 1 |
D | - | 1 | 3 | 4 | 0 |
E | - | 1 | 3 | 4 | 2 |
Strategy | Description |
---|---|
1 | Operate only on existing HOVL (Basic) |
2 | Changed existing HOVL to HOV & AV Lane(Mixed-Use) |
3 | Changed existing only AV Lane (AVs only) |
4 | 1-lane for AVs, 2-lane for HOV (Two dedicated lanes 1) |
5 | 1-lane for HOV, 2-lane for AVs (Two dedicated lanes 2) |
LOS | Basic | Mixed-Use | AVs Only | Two Dedicated Lane 1 | Two Dedicated Lane 2 |
---|---|---|---|---|---|
C | 1 | 0.98 | 0.17 | 0 | 0.01 |
D | 0.92 | 1 | 0.04 | 0 | 0.05 |
E | 0.44 | 1 | 0.05 | 0 | 0.13 |
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Kang, M.; Im, I.-j.; Song, J.; Hwang, K. Is Only the Dedicated Lane for Automated Vehicles Essential in the Future? The Dedicated Lanes Optimal Operating System Evaluation. Sustainability 2022, 14, 11490. https://doi.org/10.3390/su141811490
Kang M, Im I-j, Song J, Hwang K. Is Only the Dedicated Lane for Automated Vehicles Essential in the Future? The Dedicated Lanes Optimal Operating System Evaluation. Sustainability. 2022; 14(18):11490. https://doi.org/10.3390/su141811490
Chicago/Turabian StyleKang, Minhee, I-jeong Im, Jaein Song, and Keeyeon Hwang. 2022. "Is Only the Dedicated Lane for Automated Vehicles Essential in the Future? The Dedicated Lanes Optimal Operating System Evaluation" Sustainability 14, no. 18: 11490. https://doi.org/10.3390/su141811490