Junction management for connected and automated vehicles : intersection or roundabout?
The concept of signal-free management at road junctions is tailored for Connected and Automated Vehicles (CAVs), in which the conventional signal control is replaced by various right-of-way assignment policies. First-Come-First-Served (FCFS) is the most commonly used policy. In most proposed strateg...
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sg-ntu-dr.10356-1538302021-12-30T03:23:24Z Junction management for connected and automated vehicles : intersection or roundabout? Wu, Yuanyuan Zhu, Feng School of Civil and Environmental Engineering Engineering::Civil engineering Connected and Automated Vehicles Junction Management The concept of signal-free management at road junctions is tailored for Connected and Automated Vehicles (CAVs), in which the conventional signal control is replaced by various right-of-way assignment policies. First-Come-First-Served (FCFS) is the most commonly used policy. In most proposed strategies, although the traffic signals are replaced, the organization of vehicle trajectory remains the same as that of traffic lights. As a naturally signal-free strategy, roundabout has not received enough attention. A key motivation of this study is to theoretically compare the performance of signalized intersection (I-Signal), intersection using FCFS policy (I-FCFS), roundabout using the typical major-minor priority pattern (R-MM), and roundabout adopting FCFS policy (R-FCFS) under pure CAVs environment. Queueing theory is applied to derive the theoretical formulas of the capacity and average delay of each strategy. M/G/1 model is used to model the three signal-free strategies, while M/M/1/setup model is used to capture the red-and-green light switch nature of signal control. The critical safety time gaps are the main variables and are assumed to be generally distributed in the theoretical derivation. Analytically, I-Signal has the largest capacity benefiting from the ability to separate conflict points in groups, but in some cases it will have higher delay. Among the other three signal-free strategies, R-FCFS has the highest capacity and the least average control delay, indicating that the optimization of signal-free management of CAVs based on roundabout setting is worthy of further study. Ministry of Education (MOE) Published version This research was funded by Singapore Ministry of Education Academic Research Fund Tier 2 MOE2017-T2-1-029. 2021-12-30T03:23:24Z 2021-12-30T03:23:24Z 2021 Journal Article Wu, Y. & Zhu, F. (2021). Junction management for connected and automated vehicles : intersection or roundabout?. Sustainability, 13(16), 9482-. https://dx.doi.org/10.3390/su13169482 2071-1050 https://hdl.handle.net/10356/153830 10.3390/su13169482 2-s2.0-85113673309 16 13 9482 en MOE2017-T2-1-029 Sustainability © 2021 The Author(s). Licensee MDPI, Basel, Switzerland. This article is an open access article distributed under the terms and conditions of the Creative Commons Attribution (CC BY) license (https:// creativecommons.org/licenses/by/ 4.0/). application/pdf |
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Engineering::Civil engineering Connected and Automated Vehicles Junction Management Wu, Yuanyuan Zhu, Feng Junction management for connected and automated vehicles : intersection or roundabout? |
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The concept of signal-free management at road junctions is tailored for Connected and Automated Vehicles (CAVs), in which the conventional signal control is replaced by various right-of-way assignment policies. First-Come-First-Served (FCFS) is the most commonly used policy. In most proposed strategies, although the traffic signals are replaced, the organization of vehicle trajectory remains the same as that of traffic lights. As a naturally signal-free strategy, roundabout has not received enough attention. A key motivation of this study is to theoretically compare the performance of signalized intersection (I-Signal), intersection using FCFS policy (I-FCFS), roundabout using the typical major-minor priority pattern (R-MM), and roundabout adopting FCFS policy (R-FCFS) under pure CAVs environment. Queueing theory is applied to derive the theoretical formulas of the capacity and average delay of each strategy. M/G/1 model is used to model the three signal-free strategies, while M/M/1/setup model is used to capture the red-and-green light switch nature of signal control. The critical safety time gaps are the main variables and are assumed to be generally distributed in the theoretical derivation. Analytically, I-Signal has the largest capacity benefiting from the ability to separate conflict points in groups, but in some cases it will have higher delay. Among the other three signal-free strategies, R-FCFS has the highest capacity and the least average control delay, indicating that the optimization of signal-free management of CAVs based on roundabout setting is worthy of further study. |
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School of Civil and Environmental Engineering |
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School of Civil and Environmental Engineering Wu, Yuanyuan Zhu, Feng |
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Article |
author |
Wu, Yuanyuan Zhu, Feng |
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Wu, Yuanyuan |
title |
Junction management for connected and automated vehicles : intersection or roundabout? |
title_short |
Junction management for connected and automated vehicles : intersection or roundabout? |
title_full |
Junction management for connected and automated vehicles : intersection or roundabout? |
title_fullStr |
Junction management for connected and automated vehicles : intersection or roundabout? |
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Junction management for connected and automated vehicles : intersection or roundabout? |
title_sort |
junction management for connected and automated vehicles : intersection or roundabout? |
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2021 |
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https://hdl.handle.net/10356/153830 |
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1722355300715986944 |