Connected Vehicle Applications Targeted for Environmental - - PowerPoint PPT Presentation

Connected Vehicle Applications Targeted for Environmental Improvements

2013 I 2013 ITS Cal aliforn rnia Annual nnual M Meet eeting ng San an Diego ego, C Cal alifornia Oct ctob

• ber 1,

1, 2013 2013

Matthew hew B Barth, h, P Profes essor

• r

Un Univ iversity o

• f Ca

Calif lifornia ia-Riv iversid ide

Acknow

• wled

edgem ements: UCR Res esea earch h Team eam, AERIS R Res esea earch T Team eam, M Mar arcia a Pincus us, , RITA ITA, FH FHWA WA

Approaches to Minimize Energy and Emissions Impacts of Transportation:

• Build cleaner, more efficient vehicles:
• make vehicles lighter (and smaller) while maintaining safety
• improve powertrain efficiency
• develop alternative technologies (e.g.,hybrids, fuel-cell, electric vehicles)
• Develop and use alternative fuels:
• Bio and synthetic fuels (cellulosic ethanol, biodiesel)
• electricity
• Decrease the total amount of driving: VMT reduction methods
• Better land use/transportation planning
• Travel demand management
• Improve transportation system efficiency
• Intelligent Transportation System (ITS) technologies
• Connected Vehicles  Vehicle Automation

Key ITS Research Areas with Energy/Emissions Impacts

Advanced Vehicle Control and Safety Systems: Vehicles

• Longitudinal and Lateral Collision Avoidance
• Intersection Collision Avoidance
• Adaptive Cruise Control, Intelligent Speed Adaptation
• Automated Vehicles and Roadway Systems

Advanced Transportation Management Systems: Systems

• Traffic Monitoring and Management
• Corridor Management
• Incident Management
• Demand Management and Operations

Advanced Transportation Information Systems: Behavior

• Route Guidance
• En-Route Driver Information
• Traveler Service Information  connection to Transit
• Electronic Payment Services  variable pricing

eliminating accidents smoother traffic flow eliminating congestion efficient operation reduced driving better efficiency travel demand mngt. indirect versus direct energy/emissions savings

Connected Vehicles: providing better

interaction between vehicles and between vehicles and infrastructure

• Safety Pilot Study
• DMA (Dynamic Mobility

Applications)

• AERIS (Applications for the

Environment and Real-Time Information Synthesis)

U.S. DOT AERIS Program:

Applications for the Environment: Real- Time Information Synthesis

Objectives:

• Identify connected vehicle applications that could provide

environmental impact reduction benefits via reduced fuel use, more efficient vehicles, and reduced emissions.

• Facilitate and incentivize “green choices” by transportation

service consumers (i.e., system users, system operators, policy decision makers, etc.).

• Identify vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I),

and vehicle-to-grid (V2G) data (and other) exchanges via wireless technologies of various types.

• Model and analyze connected vehicle applications to estimate

the potential environmental impact reduction benefits.

• Develop a prototype for one of the applications to test its

efficacy and usefulness

The AERIS Approach

Concept Exploration

Examine the State-of- the-Practice and explore ideas for AERIS Operational Scenarios

Development of Concepts of Operations for Operational Scenarios

Identify high-level user needs and desired capabilities for each AERIS scenario in terms that all project stakeholders can understand

Conduct Preliminary Cost Benefit Analysis

Perform a preliminary cost benefit analysis to identify high priority applications and refine/refocus research

Modeling and Analysis

Model, analyze, and evaluate candidate strategies, scenarios and applications that make sense for further development, evaluation and research

5-year Program

3 Years into Research

Where we are today Prototype Application

Develop a prototype for one of the applications to test its efficacy and usefulness.

AERIS Program Status

• Foundational Research – Complete
• Broad Agency Announcement (BAA) Projects
• State-of-the-Practice Reports (applications, modeling, and eval techniques)
• Initial Benefit Cost Analysis – Complete
• Identified key assumptions for evaluation
• Benefit-cost results were used to prioritize applications for additional

analysis

• Concept of Operations Documents – Complete
• Eco-Signal Operations; Eco-Lanes; Low Emissions Zones
• Modeling and Evaluation – Ongoing
• Eco-Signal Operations Modeling – preliminary results expected in Oct. 2013
• US/EU Sustainability Working Group (SWG) – Ongoing
• Developing White Papers that compare and contrast various aspects of US

and EU connected vehicle research

• Demonstration of a jointly developed application at the 2015 ITS World

Congress in Bordeaux, France

AERIS Operational Scenarios

Performance Measures Performance Measures Performance Measures Performance Measures Performance Measures

Eco-Signal Operations Eco-Lanes Low Emissions Zones Eco-Integrated Corridor Management (E-ICM) Eco-Traveler Information

Arterial Data Environments Freeway Data Environments Regional (Info) Data Environments Corridor (Control) Data Environments

Eco- Approach & Departure at Signalized Int. Eco-Traffic Signal Timing Regulatory / Policy Tools Educational Tools Eco-Lanes Mgmt. Eco-Speed Harmonization Eco- Cooperative Adaptive Cruise Control Regulatory / Policy Tools Educational Tools Eco-Traffic Signal Priority Eco-Ramp Metering Connected Eco-Driving Low Emissions Zone Mgmt. Eco- Traveler Information Apps Regulatory / Policy Tools Educational Tools Eco-Signal Operations Apps Eco-ICM Decision Support System Eco-Lanes Apps Incident Management Eco- Traveler Information Apps Regulatory / Policy Tools Educational Tools Eco-Smart Parking Dynamic Eco-Routing Multi-modal Traveler Information Regulatory / Policy Tools Educational Tools AERIS Application Applications Supported with AERIS Data (R&D by Others) Regulatory / Policy Tool Educational Tool Performance Measures

LEGEND

Dynamic Eco-Transit Routing Eco- Traveler Information Apps Connected Eco-Driving Multi-Modal Traveler Information Connected Eco-Driving Connected Eco-Driving Low Emissions Zones Apps Dynamic Eco-Freight Routing Wireless Inductive Charging Wireless Inductive Charging AFV Charging/ Fueling Information

Distance Speed Vehicle 1 Vehicle 2 Vehicle 3 Vehicles 2 & 3 Phase 1 Accelerating Phase 3 Decelerating Phase 5 Accelerating Phase 2 Cruising Phase 4 Idling Analysis boundary

DSRC Range (r)

System Activities:

• advanced signal control
• I2V-based communications
• I2V & V2I communications
• network equilibration

System Activities: ECO-Signal Operation

time distance signal 1 signal 2 signal 3 signal 4 signal n vehicle trajectories

Time-distance diagram of disorganized traffic through corridor

time distance signal 1 signal 2 signal 3 signal 4 signal n

fuel or emissions speed TARGET

Time-distance diagram of organized traffic through corridor using SPaT References:

• M. Barth et al., “Dynamic ECO-Driving for Arterial Corridors”,

Proceedings of the 2011 IEEE Forum on Integrated Sustainable Transportation (FISTS), Vienna, Austria, June, 2011.

• H. Xia et al., “Indirect Network-wide Energy/Emissions

Benefits from Dynamic ECO-Driving on Signalized Corridors”, Proceedings of the 2011 IEEE Intelligent Transportation Systems Conference 2011, Washington, DC; Oct. 2011

Eco-Approach & Departure Experiment

intersection

Start (+190 m) End (-120 m)

signal controller

12

Human-Machine Interface

Speedometer SPaT Distance to intersection tachometer Real-time MPG Vehicle location Indicator Intersection location Indicator Advisory speed

13

• Cycle length of 60 sec (26 green, 4 yellow, 30 red)
• The vehicle approached the intersection when the light

was red. The application guided the driver to slow down early and cruise pass the intersection when the light turned green, avoiding a full stop.

Eco-Approach & Departure Example Run

14

System Activities:

• intelligent speed adaptation
• speed harmonization
• variable Speed Limits
• dynamic eco-driving
• platooning
• cooperative cruise control

Current Speed ECO- Speed

5 2 4 5

MPH MPH

11+ m i. over ECO-Speed 6-10 m i. over ECO-Speed 1-5 m i. over ECO-Speed At or under ECO-Speed

Connected Eco-Driving Experiment

Source: Barth, M. and Boriboonsomsin, K. (2009). Energy and emissions impacts of a freeway-based dynamic eco-driving system. Transportation Research Part D, 14, 400-410.

Energy/Emissions Non Eco-Driving Eco-Driving Difference Fuel (g) 1766 1534

• 13%

CO2 (g) 5439 4781

• 12%

CO (g) 97.01 50.47

• 48%

HC (g) 3.20 1.90

• 41%

NOx (g) 6.28 3.97

• 37%

Travel time (min) 38.9 41.2 +6%

Vehicle automation could provide even better results.

16

Behavior Activities:

Focus on Behavior:

• eco-routing
• eco-driving
• smart parking

NOx (g) HC (g) CO (g) CO2 (kg) Fuel (gal) Time (min) Distance (mi) F vs. T F vs. D T vs. D

• 23%

+1% +30% +8%

• 7%
• 14%
• 25%
• 2%

+32%

• 30%

+1% +44%

• 44%

+4% +85%

• 63%

+4% +180%

• 25%
• 2%

+31% NOx (g) HC (g) CO (g) CO2 (kg) Fuel (gal) Time (min) Distance (mi) F vs. T F vs. D T vs. D

• 23%

+1% +30% +8%

• 7%
• 14%
• 25%
• 2%

+32%

• 30%

+1% +44%

• 44%

+4% +85%

• 63%

+4% +180%

• 25%
• 2%

+31%

AERIS Preliminary Modeling Results

Eco-Approach and Departure at Signalized Intersections:

• In general, 5% - 10% fuel savings can

be achieved for individual vehicles

• Effectiveness is dependent on roadway

conditions; less effective with increased congestion

• A small penetration rate has a positive

network effect, where non-equipped vehicles also receive a slight benefit

• For a corridor that has already been optimized for mobility (e.g., coordinated traffic signals), the

application only provides a slight improvement (1% - 3%) to mainline traffic flow

• The application is very sensitive to communication range, but not communication delay

Eco-Traffic Signal Timing:

• At low connected vehicle penetration rates, there is not enough data to support optimization.

Modeling results indicated minimal or negative benefits compared to the baseline.

• As connected vehicle penetration rates increase, modeling results indicated significant

reductions in emissions and delay compared to the baseline. Benefits appear to:

□ Increase significantly from 20% to 50% connected vehicle penetration levels □ Remain consistent between 50% and 80% connected vehicle penetration levels □ Increase significantly from 80% to100% connected vehicle penetration levels

Roadside Equipment Traffic Signal Controller

Basic Safety Messages (BSMs) Source: Noblis, July 2013 Source: Noblis, July 2013

Take Away Points:

• ITS goals and strategies of improving safety and

improving traffic performance (i.e. mobility) often reduce energy consumption and CO2 emissions as a side benefit

• Dedicated ITS strategies and systems can be designed

to explicitly reduce energy consumption and CO2 emissions: U.S. AERIS, Japan Energy ITS, EU EcoMove

• Each ITS strategy can potentially reduce CO2 emissions

by approximately 5 – 15%; however with multiple strategies, greater savings can be achieved (ignoring induced demand)

Challenges:

• Better quantification tools and data are needed to

quantify environmental impacts

• Environmental ITS research not only includes

technology research but also behavioral research

• Trade-offs will exist between safety and ECO-ITS
• ITS applications need to consider travel demand

management techniques to address potential induced demand effects