LTC, Annual Forum, The Direction of Technology in Transportation, 05/13/2011, Matthew Barth
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LTC, Annual Forum, The Direction of Technology in Transportation, 05/13/2011, Matthew Barth
- 5. making accidents more survivable
- 11. in-direct benefits of lower emissions and fuel savings
- 13. V2I
- 16. Example: California Traffic Performance Measurement System (PeMS)
- 18. measurement of position, speed, and acceleration
- 20. off-board
- 21. on-board
- 23. Dynamic Network Information: Data Integration Google Earth or Google Maps Interface Traffic simulation result for arterials PeMS data for freeways Traffic signal/detector info INRIX traffic data Probe Vehicle network (arterials and freeways) NAVTEQ underlying network data
- 25. UCR Testbed Vehicle On-board computer interfaces with the vehicle CAN bus, navigation system, and wireless communications system GPS-based location system and wireless communication capability Programmable navigation system with touch-screen capability available to driver and passengers
- 27. shift up as soon as possible
- 28. maintain a steady speed
- 32. check the tire pressure frequently
- 33. Dynamic ECO-Driving: providing real-time advice/feedback:
- 34. speed management, intelligent speed adaptation
- 35. Instantaneous fuel economy readings
- 37. Dynamic ECO-Driving Current Speed ECO-Speed 11+ mi. over ECO-Speed 40 35 6-10 mi. over ECO-Speed 1-5 mi. over ECO-Speed At or under ECO-Speed MPH MPH Destination
- 38. Dynamic ECO-Driving ECO-Speed 11+ mi. over ECO-Speed 21 25 6-10 mi. over ECO-Speed 1-5 mi. over ECO-Speed At or under ECO-Speed MPH MPH Current Speed Destination
- 39. Dynamic ECO-Driving Current Speed ECO-Speed 11+ mi. over ECO-Speed 29 35 6-10 mi. over ECO-Speed 1-5 mi. over ECO-Speed At or under ECO-Speed MPH MPH Destination
- 40. Dynamic ECO-Driving Current Speed ECO-Speed 11+ mi. over ECO-Speed 61 45 6-10 mi. over ECO-Speed 1-5 mi. over ECO-Speed At or under ECO-Speed MPH MPH Destination
- 41. Dynamic ECO-Driving Current Speed ECO-Speed 11+ mi. over ECO-Speed 52 45 6-10 mi. over ECO-Speed 1-5 mi. over ECO-Speed At or under ECO-Speed MPH MPH Destination
- 42. Dynamic ECO-Driving Current Speed ECO-Speed 11+ mi. over ECO-Speed 45 40 6-10 mi. over ECO-Speed 1-5 mi. over ECO-Speed At or under ECO-Speed MPH MPH Destination
- 43. Dynamic ECO-Driving Current Speed ECO-Speed 11+ mi. over ECO-Speed 33 35 6-10 mi. over ECO-Speed 1-5 mi. over ECO-Speed At or under ECO-Speed MPH MPH Destination
- 44. Difference ECO Non - ECO Energy/Emissions Difference Non - Energy/Emissions CO2 (g) CO2 (g) - 12% 4781 5439 - 12% 4781 5439 CO (g) CO (g) - 48% 50.47 97.01 - 48% 50.47 97.01 HC (g) HC (g) - 41% 1.90 3.20 - 41% 1.90 3.20 NOx (g) NOx (g) - 37% 3.97 6.28 - 37% 3.97 6.28 Fuel (g) Fuel (g) - 13% 1534 1766 - 13% 1534 1766 Dynamic Eco-Driving Field Experiments: Example Results same travel time results: reference: M. Barth and K. Boriboonsomsin (2008) “Energy and Emissions Impacts of a Freeway-Based Dynamic Eco-Driving System”, in press, Transportation Research Part D: Environment, Elsevier Press, August, 2008. .
- 45. Dynamic ECO-Driving for Arterial Roads: Signalized Corridor Speed Management Much fuel is wasted and CO2 is emitted by vehicles waiting at signalized intersections vehicle speed trajectory can be planned based on knowledge of signal timing concept: broadcast signal timing information to vehicle to plan vehicle trajectories potential target demonstration: California VII corridor where DSRC equipment is already in place with signal information
- 46. Signalized Corridor Time-Distance Diagram vehicle trajectories distance signal n signal 4 signal 3 signal 2 signal 1 time
- 47. Simple Signalized Corridor Planning (freeflow) distance signal n signal 4 signal 3 signal 2 signal 1 time simple heuristic: adjust vehicle speed to catch the green time
- 48. Velocity Algorithm Target velocity is set to get through the green phase of the next signal (time-distance calculation) Initial velocity may be above or below target velocity objective is to: v0 = velocity of the vehicle at the instant it enters the DSRC range t = total time taken to reach the intersection t1 = the portion of time spent accelerating or decelerating with an acceleration rate a (t-t1) = portion of time spent traveling at uniform velocity before reaching the intersection
- 49. Signalized Corridor Planning Simulation Results without advanced information with advanced information
- 52. shortest duration (requires traffic info)