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To properly assess the impact of (cooperative) adaptive cruise control ACC(CACC), one has to model vehicle dynamics. First of all, one has to choose thecar following model, as it determines the vehicle flow as vehicles acceleratefrom standstill or decelerate because of the obstacle ahead. The other factorsignificantly affecting the intersection throughput is the maximal vehicleacceleration rate.  In this paper, we analyze three car following behaviors: Gipps model,Improved Intelligent Driver Model (IIDM) and Helly model. Gipps model exhibitsrather aggressive acceleration behavior. If used for the intersectionthroughput estimation, this model would lead to overly optimistic results.Helly model is convenient to analyze due to its linear nature, but itsdeceleration behavior in the presence of obstacles ahead is unrealisticallyabrupt. Showing the most realistic acceleration and deceleration behavior ofthe three models, IIDM is suited for ACC/CACC impact evaluation better than theother two.  We discuss the influence of the maximal vehicle acceleration rate andpresence of different portions of ACC/CACC vehicles on intersection throughputin the context of the three car following models. The analysis is done for twocases: (1) free road downstream of the intersection; and (2) red light at somedistance downstream of the intersection.  Finally, we introduce the platoon model and evaluate ACC and CACC withplatooning in terms of travel time ad network throughput using SUMO simulationof the 4-mile stretch of Colorado Boulevard / Huntington Drive arterial with 13signalized intersections in Arcadia, Southern California.

Measuring Impact of Adaptive and Cooperative Adaptive Cruise Control on Throughput of Signalized Intersections