Abstract
With the rapid advancement of connected and autonomous vehicles (CAV) in terms of testing and usage, the implementation of the autonomous interchange in the real world has become more realistic than before. Since the beginning of the last decade, the concept of autonomous intersection has been developed with slightly different techniques. This paper introduces a next-generation interchange control algorithm (NIC) that deals with service interchange terminals for the CAV with the ability to adjust the dimensions and geometric designs. It proposes six different geometric designs that have been modeled in a simulation software package (VISSIM) to employ the NIC algorithm. The system depicted a real-world scenario of an interchange with a slight modification on the geometric design to provide smoother entry to the interchange terminal. The analysis of the proposed designs in terms of throughput, capacity, delay, and volume-to-capacity (V/C) ratio indicated different performance measurements based on the analyzed traffic movements. Tight turn with one left dedicated turn provided the highest performance, while wide turn with two left shared turns indicated the lowest performance. Both NIC designs demonstrated significantly higher throughputs and significantly lower delays compared to a current traffic signal system. By applying the NIC with the existence of the CAV, the operation of highway interchange can be significantly improved.
Highlights
Congestion at freeway interchanges often causes a critical bottleneck, especially at the arterial corridor
The objective of this work is to introduce the Next-generation Interchange Control system (NIC) that aims to coordinate connected and autonomous vehicles (CAV) to traverse through interchange with an improved level of efficiency and safety
The concept is based on the assumption that all vehicles in the system have the ability to communicate with a single control unit, called Interchange Manager (IM)
Summary
Congestion at freeway interchanges often causes a critical bottleneck, especially at the arterial corridor. One of the most widespread service interchange designs is the diamond interchange, which has a limited capacity at the ramp terminal intersections [1]. Other innovative designs such as single point diamond, roundabout diamond, and diverging diamond (DDI) have been considered to improve the performance of interchanges. Some drawbacks are associated with the mentioned innovative designs. The single point diamond has limited capacity when there is a high traffic demand of left-turning movement. The roundabout diamond interchange provides an improved performance over signalized interchange only in the case of low traffic
Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have