Guangyu Zhu

Intelligent driving technology is expected to reshape urban transportation, but its promotion is hindered by user acceptance challenges and diverse technical routes. This study proposes a comprehensive user acceptance evaluation framework for intelligent driving from the perspective of value engineering (VE). The novelty of this framework lies in three aspects: (1) It unifies behavioral theory and utility theory under the value engineering framework, and it extracts key indicators such as safety, travel efficiency, trust, comfort, and cost, thus addressing the issue of the lack of integration between subjective and objective factors in previous studies. (2) It establishes a systematic mapping mechanism from technical solutions to evaluation indicators, filling the gap of insufficient targeting at different technical routes in the existing literature. (3) It quantifies acceptance differences via VE’s core formula of V = F/C, overcoming the ambiguity of non-technical evaluation in prior research. A case study comparing single-vehicle intelligence vs. collaborative intelligence and different sensor combinations (vision-only, map fusion, and lidar fusion) shows that collaborative intelligence and vision-based solutions offer higher comprehensive acceptance due to balanced functionality and cost. This framework guides enterprises in technical strategy planning and assists governments in formulating industrial policies by quantifying acceptance differences across technical routes.

Value engineering (VE), as a conceptual approach and management technique, has allowed enterprises to capture value through mass production and market expansion during the industrial economic era. The VE method has enabled companies to produce products that meet user needs at a lower cost, leading to success. However, as the complexity of society and industry development increases, the lack of theoretical expansion in VE has limited its application in today’s more complex and macro management systems. With the development and evolution of vehicle–road collaborative intelligence, the intelligent automotive industry has become a complex system with multiple entities and interwoven values across different dimensions. Intelligent connected vehicles (ICVs), along with the external intelligent environment, will jointly participate in the realization of system functions. It is no longer sufficient to apply VE methods to analyze ICVs from a single product perspective. The pursuit of “maximizing value” is always the core driving force of industrial development. This study, building on the fundamental ideas of VE, expands and extends the connotation and theory of VE in three aspects: research objects, value dimensions, and associated entities, to adapt to the current situation. It also provides a new analysis process for the VE theory to better address systemic and complex issues. Taking the intelligent automotive industry as a case study, this study analyzes it based on the expanded VE theory. It considers not only the cost of system function realization and the product value of ICVs but also the external benefits of the system across different dimensions. The social value, user value, enterprise value are introduced in entity value analysis, and the relevant indicators are organized. This approach can better guide the collaboration and division of labor among multiple participating entities such as governments, enterprises, and users, achieving overall value maximization.

Intelligent vehicles are expected to yield significant benefits in traffic safety, traffic efficiency, energy conservation, and carbon emission reduction. As the collaborative intelligence technology route becomes an industry consensus, intelligent vehicles will generate greater social benefits under the empowerment of roadside intelligence infrastructure. At the same time, the introduction of roadside intelligence infrastructure also adds corresponding deployment costs and operation and maintenance costs. Currently, assessments of the comprehensive social benefits and cost inputs associated with the application of vehicle–road collaborative intelligence systems remain unclear, making it difficult to provide effective references for industry development. Therefore, it is necessary to conduct a comprehensive assessment of the multi-dimensional benefits generated by collaborative intelligence systems and the incremental costs. This study constructs a social value assessment model for vehicle–road collaborative intelligence systems, which includes three benefit sub-models for safety, efficiency, and carbon emission reduction, as well as two cost sub-models for vehicle-side networking and roadside intelligence infrastructure. Beijing is selected for case analysis. The social benefits and social incremental cost inputs of different intelligence deployment scenarios are scientifically evaluated and analyzed. The study indicates that by deploying roadside intelligence infrastructure and in-vehicle networking terminals as planned in Beijing, an accumulated safety benefit of 925.6 billion RMB, a traffic efficiency benefit of 628.9 billion RMB, and a carbon emission reduction benefit of 2.66 billion RMB are expected to be generated from 2024 to 2050. The cumulative cost investment of 28.8 billion RMB in roadside intelligence infrastructure and vehicle networking terminals is projected to yield approximately 20.8 times the increment in social comprehensive benefits. The deployment progress of roadside intelligence infrastructure and the loading progress of fleet networking terminals should be fully coordinated to maximize the social value of the system. The corresponding research findings can provide references for city managers in decision-making on intelligent road deployment, and for the coordination of vehicle manufacturers in equipping vehicle networking terminals.

The vehicle-road collaborative intelligence approach has become an industry consensus. It can efficiently tackle the technical hurdles and reduce the performance requirements and costs of on-board perception and computing devices. There is a need for in-depth quantitative studies to optimize the allocation of vehicle-road intelligent capabilities for collaborative intelligence. However, current research tends to focus more on qualitative analysis, and there is little research on the redistribution of vehicle and roadside intelligent capabilities. In this paper, we present a model for distributing perception and computing capabilities between vehicle-side and roadside, ensuring to meet the needs of various autonomous driving levels. Meanwhile, the collaborative intelligence approach will also introduce the costs of intelligent infrastructure deployment, energy, and maintenance. Different roads have varying scene characteristics and usage intensities. It is necessary to conduct a cost-effectiveness analysis of the intelligent deployment of different road types. A vehicle-road cost allocation model is developed based on the lifecycle traveled distance of vehicles and the lifecycle traffic flow of various roads to evaluate the function-cost effectiveness. Our study presents several vehicle-road intelligent schemes that meet the needs of various autonomous driving levels and selects Beijing for case analysis. The results indicate that primary intelligent infrastructure can reduce the lifecycle cost of the vehicle-side intelligent scheme for intermediate autonomous driving from ¥65,301 to ¥37,703, and advanced intelligent infrastructure can reduce the lifecycle cost for advanced autonomous driving from ¥126,938 to ¥42,180. Considering the distributed cost of vehicle-side and roadside, urban roads in Beijing have higher function-cost effectiveness compared to highways, especially urban expressways, which are expected to generate 43.3 times the vehicle-function-cost benefits after the advanced intelligent upgrades. The corresponding research findings can serve as a reference for city managers to make decisions on intelligent road deployment.

An L3 smart vehicle (L3 SV) could behave differently from human-driven vehicles due to its intelligent configuration and decision-making logic, and may consequently exert influences on traffic flow. In order to clarify the L3 SV’s traffic impacts and accelerate L3 SV implementation, this paper conducted an evaluation on the traffic efficiency and energy consumption influences of L3 SVs based on a microscopic traffic simulation. Taking Beijing as a case, the relevant traffic economic benefits were calculated with the help of the previously proposed traffic economic benefits model. Before modeling L3 SVs, a two-dimensional general modeling architecture for SVs was proposed. According to the architecture, the driving behavior model, as well as behavior selection models of L3 SVs, was eventually determined, based on which the intelligent driving model of L3 SVs was established. Urban expressways were selected as the simulation road type, and scenario analysis was conducted on various proportions of L3 SVs and L3 connected and autonomous vehicles (L3 CAVs), as well as the input traffic flow rates. It was found that L3 SVs can significantly reduce the travel time and energy consumption and enlarge the actual road capacity. The improvement will become particularly prominent under saturated or supersaturated traffic flow and increasing the proportion of L3 SVs and L3 CAVs can also amplify the effect of traffic optimization. The related economic benefit is considerable, which is CNY 3.104 billion a year based on Beijing’s travel and traffic conditions.

The development of the vehicle‐road cooperative intelligence can effectively resolve the current technical impediment and cost quandary associated with high‐level autonomous driving. Nevertheless, the intelligent infrastructure entails initial deployment costs and ongoing energy consumption and maintenance costs, necessitating a comprehensive and quantitative analysis of the costs of intelligent infrastructure and the corresponding changes in comprehensive costs. The cost evaluation model for the cooperative intelligent system is designed in this paper, considering the corresponding intelligent infrastructure layout scheme for different road types within the technical framework. The intelligent configuration and corresponding cost transfer from roadside to vehicle side under the synergy effect is also analyzed. Using Beijing as a case study, the results indicate that the deployment of intelligent infrastructure will effectively reduce acquisition and usage costs of high‐level intelligent vehicles and achieve a greater “reuse” effect by serving more intelligent connected vehicles (ICVs). Compared to the vehicle intelligence, collaborative intelligence will reduce cumulative total costs by more than ¥200 billion from 2023 to 2050, even with the inclusion of intelligent infrastructure’s costs.

Evaluating the economic benefits of traffic optimization from connected and autonomous vehicles (CAVs) and relevant traffic organization methods is significant, which will help to put forward suggestions for policymakers to promote the application of CAVs. The impacts and related benefits from CAVs with level 2 automation (L2 CAVs) on traffic efficiency and energy consumption of expressways are analyzed in this paper. Average travel time and actual road capacity are on behalf of traffic efficiency while average electric energy consumption is used to compute traffic energy consumption. The corresponding traffic economic benefits consist of travel-time-saving benefits, road construction benefits, and energy-saving benefits. A benefit evaluation framework is newly proposed and microscopic traffic simulation software is applied as the experiment platform. Different market penetration rates of L2 CAVs and various traffic flow statuses are considered. Besides, dedicated lanes for CAVs are also involved in this research, which are regarded as a traffic organization method expected to promote the realization of CAV’s traffic benefits. It is found that L2 CAVs can save the average travel time and reduce average energy consumption for a single vehicle in most scenes. However, negative impacts on energy consumption are observed in several scenes due to the increase of actual road capacity. Positive economic benefits are obtained as soon as the traffic flow rate is out of saturation, which become increasingly higher as CAV’s market penetration rate turns larger. Additionally, amplification in traffic economic benefits appears only if CAV lanes are provided under proper conditions.