Despite the increasing scale of the electric vehicle market in recent years, in view of the long charging time of EVs (Electric Vehicles), the accessibility of charging facilities is still an obstacle to the rapid development of EVs. Therefore, the Chinese government has promulgated a one‐size‐fits‐all construction strategy which means constructing charging piles in parking lots with a fixed proportion. This paper mainly simulates the actual demand and adjusts the charging price of charging stations to reduce the uneven spatial distribution of charging demand. In particular, this paper constructs a multi‐agent system of the road network, vehicle, and charging station to simulate the charging behaviour in the mixed scenario of EVs and traditional fuel vehicles. The impact of charging pricing adjustment on individuals and charging stations is fed back in real‐time by using the characteristics of agents to respond to dynamic changes and make intelligent decisions. This paper proposes an iterative optimization method to obtain the optimal pricing strategy for charging stations to reduce the imbalance of charging demand. Taking the Wulin Square business district in Hangzhou as an example, the results show that the proposed pricing optimization method can improve the overall utility.

Whilst urban areas are thriving in trialling new mobility services (NMS), rural environments, often perceived as areas of low demand for travel, struggle to attract investments for creating more mobility solutions alongside traditional public transport (PT) services, making residents more reliant on private cars.

This paper describes how policy interventions for introducing NMS in rural areas should be guided by big data to capture real and accurate travel behaviours, therefore avoiding perceived biases and potentially underestimating demand.

In the UK, the provision of transport in rural areas is solely linked to population density and does not consider differences between places and residents’ travel habits. The proposed data‐driven decision‐making process used trip‐chains from mobile network data (MND) to derive recent and accurate travel patterns from residents and provide the right mix of on‐demand mobility services alongside existing fixed scheduled public transport (PT).

The manuscript describes the steps carried out to study three rural areas at low, medium and high population density in the UK: a data landscape to select study areas; the development of an activity‐based model, which uses anonymised mobile network data (MND) aggregated at trip‐chains level to derive travel patterns; and the development of an on‐line questionnaire and focus groups with rural communities to co‐designing solutions based on attitudes towards NMS.

Results demonstrated that a data‐driven decision making process to introduce NMS is a viable solution for updating demand for travel in rural areas, offering a broad understanding of mobility needs and the relationship of interdependency with nearby areas, therefore allowing policy makers to create users‐centric transport solutions.

The study concludes by drawing recommendations for NMS for passengers and goods for the NMS proposed for a rural areas [Demand Responsive Transport (DRT), Micro‐mobility and delivery drones].

The paper describes how policy interventions to introduce new mobility services in rural areas should be guided.The data‐driven decision‐making process implemented analyses differences between geographies and establishes alternative new data sources to represent the demand for travel in rural areas.The study consists of three phases: an existing data landscape, development of an activity‐based model, and a rural communities’ engagement.image

This paper first investigates emergency transportation for power recovery in post‐disaster. The problem is formulated as a mixed‐integer linear programming model called vehicle routing problem with charging relief (VRPCR). The battery state of charge () implies the working hours that the battery can provide. The goal is to make a set of shelters charge before the battery of shelters reaches the minimum bound over time. To this end, a two‐stage algorithm is developed to deal with the problem. In stage I, a reduced road network is obtained from a leading road network by the A‐star search algorithm. Subsequently, to determine the order of power delivery with charging operations at shelters by enhanced genetic algorithm (EGA) in stage II. To evaluate this strategy, the detailed complexity analysis of the three algorithms and results tested on a realistic disaster scenario shows the performance of the A‐star search algorithm for VRPCR that outperforms the Dijkstra and Floyd algorithms. In addition, the EGA is applied to Solomon's benchmarks compared with the state‐of‐the‐art heuristic algorithms, which indicates a better performance of EGA. A real case obtained from a disaster scenario in Ichihara City, Japan is also conducted. Simulation results demonstrate that the method can achieve satisfactory solutions.

This paper first investigates emergency transportation for power recovery in post‐disaster named vehicle routing problem with charging relief (VRPCR). The problem is formulated as a mixed‐integer linear programming model, and a two‐stage method is developed to solve the problem, which provides valuable managerial insights to decision‐makers in emergency logistics.image

Trajectory prediction of the ego vehicle is necessary for the cooperation driving of intelligent vehicles and drivers. Methods based on deep learning can fit complex functions, but they usually focus on vehicles' behavioral characteristics. However, vehicles' trajectories are closely related to the cognition results of drivers. Therefore, based on drivers' cognitive characteristics, a network model is designed to predict vehicle trajectories. Specifically, in the perception stage, featured grids are used that are in the driver's view to encode perceptual information; in the decision stage, convolution and graph attention operations are combined to model the driver's interaction with the surrounding traffic elements; in the motion stage, the elements are constrained in one hidden layer by vehicles' actual control inputs and design the corresponding method to obtain probabilistic results. With experiments in two typical scenarios, including intersection and roundabout, the proposed method can obtain reasonable prediction accuracy and generalizability. Meanwhile, abundant experiments are conducted and the results are compared, which reveal some common problems when predicting vehicle trajectories, particularly based on drivers' cognitive characteristics. These lessons learned from this study are summarized which may be useful for newcomers.

Vehicle trajectory prediction methods based on deep learning usually focus on vehicles' behavioral characteristics. As vehicles' behaviors are the direct results of drivers' cognition, a network model is developed to mimic drivers' cognitive mechanisms to improve the prediction accuracy.image

Vehicles in the platoon can sufficiently incorporate the information via V2X communication to plan ecological speed trajectories and pass the intersection smoothly. Most existing eco‐driving studies mainly focus on the optimal control of a single vehicle at an individual signalized intersection, while rarely involving the cooperative optimization of a group of vehicles at successive signalized intersections. In this study, a hierarchical cooperative eco‐driving control for a connected autonomous vehicle (CAV) platoon is proposed to enhance traffic mobility and energy efficiency, wherein the velocity trajectory of the leading vehicle at each isolated signalized intersection is planned using the pseudo‐spectral method, and then the cooperative optimization of following vehicles in the platoon is conducted via rolling optimization, with the aim of improving driving comfort, safety and energy economy for the platoon. The simulation results highlight that the proposed hierarchical cooperative eco‐driving strategy can lead to preferable vehicle‐following behaviours and platoon driving performance, and the overall energy consumption and trip time of vehicle platoon are respectively reduced by 26.10% and 2.83%, compared with that under manual driving. Furthermore, the overall energy economy is promoted by 4.95% and 4.60%, compared with cooperative adaptive cruise control and intelligent driver model‐based platoon control strategies.