Being one of the most promising applications enabled by connected and automated vehicles (CAV) technology, Cooperative Adaptive Cruise Control (CACC) is expected to be deployed in the near term on public roads. Thus far, the majority of the CACC studies have been focusing on the overall network performance with limited insights on the potential impacts of CAVs on human-driven vehicles (HVs). This paper aims to quantify such impacts by studying the high-resolution vehicle trajectory data that are obtained from microscopic simulation. Two platoon clustering strategies for CACC- an ad hoc coordination strategy and a local coordination strategy-are implemented. Results show that the local coordination outperforms the ad hoc coordination across all tested market penetration rates (MPRs) in terms of network throughput and productivity. According to the two-sample Kolmogorov-Smirnov test, however, the distributions of the hard braking events (as a potential safety impact) for HVs change significantly under local coordination strategy. For both of the clustering strategy, CAVs increase the average lane change frequency for HVs. The break-even point for average lane change frequency between the two strategies is observed at 30% MPR, which decreases from 5.42 to 5.38 per vehicle. The average lane change frequency following a monotonically increasing pattern in response to MPR, and it reaches the highest 5.48 per vehicle at 40% MPR. Lastly, the interaction state of the car-following model for HVs is analyzed. It is revealed that the composition of the interaction state could be influenced by CAVs as well. One of the apparent trends is that the time spent on approaching state declines with the increasing presence of CAVs.

作为通过互联和自动车辆（CAV）技术实现的最有前途的应用之一，协作自适应巡航控制（CACC）有望在短期内部署在公共道路上。迄今为止，大多数CACC研究都集中在总体网络性能上，而对CAV对人车的潜在影响的了解有限。本文旨在通过研究从微观仿真获得的高分辨率车辆轨迹数据来量化此类影响。实施了CACC的两个排聚策略-临时协调策略和本地协调策略-。结果表明，就网络吞吐量和生产力而言，在所有测试的市场渗透率（MPR）方面，本地协调的性能均优于临时协调。但是，根据两个样本的Kolmogorov-Smirnov试验，在局部协调策略下，HV的硬制动事件（作为潜在的安全影响）的分布发生了显着变化。对于这两种聚类策略，CAV都会增加HV的平均车道变更频率。两种策略之间的平均车道变更频率的收支平衡点为30％MPR，每辆车从5.42降至5.38。平均车道变换频率响应MPR呈单调递增模式，在40％MPR时达到每辆车最高的5.48。最后，分析了汽车跟随模型的交互状态。结果表明，相互作用状态的组成也可能受到CAV的影响。