Automated highway systems must operate safely at high capacities (≥ 3600 vehicles/lane/hr) over a range of highway speeds (13-27 m/s). The technology required depends, in large part, upon the selected system structure. Two "extreme" choices are considered: First, highly centralized control (i.e., the making of virtually all decisions at a central level and their communication to "dumb" vehicles); and Second, employment of sufficient vehicle-based intelligence so that most control decisions could be made at the vehicle level. A feasible choice for implementation, especially in the context of an evolutionary progression from today's highways to future automated ones, would probably fall within these extremes. Each of the extreme structures is delineated, an overview of the state of the relevant technology given (and shortcomings noted) and the prospects for future deployments are considered. In addition, an extensive reference list is included.
[1]
Harold M. Morrison,et al.
Automatic Highway and Driver Aid Developments
,
1961
.
[2]
Robert E. Fenton,et al.
On the steering of automated vehicles: Theory and experiment
,
1976
.
[3]
Leslie E Flory.
ELECTRONIC TECHNIQUES IN A SYSTEM OF HIGHWAY VEHICLE CONTROL
,
1962
.
[4]
R. E. Fenton,et al.
One approach to highway automation
,
1968
.
[5]
R. E. Fenton,et al.
A study of automatic car following
,
1969
.
[6]
K. W. Olson,et al.
An experimental study of vehicle automatic longitudinal control
,
1971
.
[7]
R.R. Smisek,et al.
Automated control of guideway transit vehicles
,
1979,
29th IEEE Vehicular Technology Conference.
[8]
Fumio Harashima,et al.
AN AUTOMATIC DRIVING SYSTEM OF AUTOMOBILES BY GUIDANCE CABLES
,
1973
.
[9]
J. Bender,et al.
On the Flow Capacity of Automated Highways
,
1970
.