Federal Highway Administration Exploratory Advanced Research
Presentation for The Iowa Mid-Continent Research Symposium, August 19, 2011
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What is EAR?
Authorization
- SAFETEA-LU 2005 to present
- Focus on high-risk, high payoff research
- Strive for partnerships with public, private entities
- Funding up to $14 million annually*
* Appropriated funding may vary ($10-11 million annually)
Key Processes
- Focus on high-risk, high payoff research
- Merit review is used to enhance the quality of research processes and results
- Research stakeholders are involved throughout
- Commitment to successful project handoff
Breadth with Depth
- All projects begin with initial stage investigations
- Reference searches, scanning trips, convening workshops, etc.
- Assure leverage of the most recent, relevant and advanced research from all fields
- Not all initial stage investigations lead to (or are expected to lead to) follow-on or actionable results
Development and Evaluation of Selected Mobility Applications for VII
PATH Research in FHWA Exploratory Advanced Research Program
Background
- Topic area in first EAR solicitation based on FHWA interest in mobility applications enabled by vehicle-infrastructure cooperation
- Three related PATH pre-proposals integrated in one project
Project Overview
- Goal: Show potential mobility benefits from large-scale deployment of systems using DSRC communications for V2V and V2I data exchange
- Three target systems:
- Active traffic management
- Cooperative and traffic-responsive ACC
- Automated truck platoons
- $3 M total (50% cost share)
Active Traffic Management
- Goal: Avert traffic flow breakdown by controlling highway speed and density
- Approach: Combine dynamic ramp metering with variable speed limits (VSL) to control highway speed and density, averting traffic flow breakdowns
Active Traffic Management Research Questions Being Addressed
- Range of conditions for which this can save travel time, energy and emissions?
- Willingness of drivers to follow variable speed limits?
- Ability of drivers to follow variable speed limits accurately enough, even if willing?
Post-EAR Action Needs
- Active traffic management
- Apply models and simulations to diverse freeway applications to test generality
- Field test with roadside variable speed limit displays
- Integrate with other active traffic management actions
Cooperative ACC (CACC)
- V2V cooperation enables higher ACC performance capabilities
- I2V cooperation enables dynamic adjustment to traffic conditions
Lead Vehicle Braking, 1.1 s Gap
ACC
CACC
Traffic-Responsive CACC (Using I2V Cooperation)
- Adjust CACC set speed and desired gap based on downstream traffic conditions
- Decelerate earlier and more gently for impediments beyond ACC sensor range
Traffic-Responsive CACC – Expected Benefits
- Drivers selecting shorter gaps, providing lane capacity increase of at least 80%
- Safer than ACC driving, with earlier ability to respond to traffic jams by slowing down, avoiding secondary crashes
- Reductions of traffic flow breakdowns by adhering to recommended speeds
Traffic-Responsive CACC – Responsive CACC
- Equipping CACC test vehicles to receive speed and gap adjustment advisories
- Generating speed and gap advisories from active traffic management task
- Driving test vehicles through instrumented Berkeley Highway Laboratory section of I-80
Post-EAR Action Needs
- Cooperative ACC
- Develop capability for multiple CACC pairs to operate nearby (distinguishing the correct lead vehicle)
- Full-scale field operational test
Automated Truck Platoons
- Automatic vehicle following, combining sensors and V2V communication, enables trucks to drive at short gaps (3 m)
- Prior PATH research (2003) showed benefits for two tractor-trailer trucks:
Fuel Saved by 3 Trucks Driving in Close-Formation Platoons
![A graphic labeled “average accumulated fuel consumption in cruise period for 3 truck platoon: 1st(b), 2nd(g), 3rd(c).” The Y axis is labeled “fuel consumption in [g]” and ranges from 0 to around 2,150 in increments of 200. The X axis ranges from 0 to around 370 in increments of 50. There are three plotted lines. One line is colored in dark blue, the other is in green, and the last one is light blue. The plotted lines start at the bottom of the graphic at 0, goes to around 70, and then goes to 2,100 and 370 (dark blue), 1,900 and 370 (green), and 1,850 and 370 (light blue) to represent the fuel saved by three trucks driving in close-formation platoons.](images/fig03.gif "A graphic labeled “average accumulated fuel consumption in cruise period for 3 truck platoon: 1st(b), 2nd(g), 3rd(c).” The Y axis is labeled “fuel consumption in [g]” and ranges from 0 to around 2,150 in increments of 200. The X axis ranges from 0 to around 370 in increments of 50. There are three plotted lines. One line is colored in dark blue, the other is in green, and the last one is light blue. The plotted lines start at the bottom of the graphic at 0, goes to around 70, and then goes to 2,100 and 370 (dark blue), 1,900 and 370 (green), and 1,850 and 370 (light blue) to represent the fuel saved by three trucks driving in close-formation platoons.")
3 Truck Platoon (2010)
Post-EAR Action Needs
- Truck Platoons
- Systematic fault detection and management
- Testing on a continuous test course
- Long-term testing to verify robustness
- Site-specific deployment case studies
Project Handoff
- Continued Committment to projects transitioning out of Program
- Focused outreach of project results
- Meetings, demonstrations with potential new funders
Thank You
EAR Program website
www.fhwa.dot.gov/advancedresearch
David Kuehn
Program Manager
(202) 493-3414
david.kuehn@dot.gov
Project Information:
Robert Ferlis
(202) 493-3268
robert.ferlis@dot.gov
