Littérature scientifique sur le sujet « 2-phase traffic model »
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Articles de revues sur le sujet "2-phase traffic model"
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Colombo, Rinaldo M., Francesca Marcellini, and Michel Rascle. "A 2-Phase Traffic Model Based on a Speed Bound." SIAM Journal on Applied Mathematics 70, no. 7 (2010): 2652–66. http://dx.doi.org/10.1137/090752468.
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COLOMBO, RINALDO M., PAOLA GOATIN, and BENEDETTO PICCOLI. "ROAD NETWORKS WITH PHASE TRANSITIONS." Journal of Hyperbolic Differential Equations 07, no. 01 (2010): 85–106. http://dx.doi.org/10.1142/s0219891610002025.
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This paper is devoted to a hyperbolic 2-phase model for traffic flow on a network. The model is rigorously described and the existence of solutions is proved, without any restriction on the network geometry.
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Bin, Lv. "Modeling of Signal Plans for Transit Signal Priority at Isolated Intersections under Stochastic Condition." Mathematical Problems in Engineering 2012 (2012): 1–10. http://dx.doi.org/10.1155/2012/650242.
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Transit signal priority (TSP) is recognized as having the potential to improve transit service reliability at small cost to general traffic. The popular preference for TSP encounters the challenges of various and challenging test scenarios. According to the stochastic characteristics of traffic flow, the signal timing model was established for TSP at an isolated signal intersection, where the passenger average delay was used as the optimization objective, and the weights of all phases were considered. The priority logic that is considered in the study provides cycle length and green time within a fixed-time traffic signal control environment. Using the Gauss elimination, the quantitative relationships were determined between phase clearance reliability (PCR), cycle length, and green time. Simulation experiments conducted by the particle swarm optimization (PSO) algorithm indicated that (1) the random variation of arrival rate has an obvious effect on traffic signal settings; (2) the proposed TSP model can reduce passenger delays, especially under stochastic traffic flow.
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Enayatollahi, Fatemeh, and M. A. Amiri Atashgah. "WIND EFFECT ANALYSIS ON AIR TRAFFIC CONGESTION IN TERMINAL AREA VIA CELLULAR AUTOMATA." Aviation 22, no. 3 (2018): 102–14. http://dx.doi.org/10.3846/aviation.2018.6252.
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The behavior of any traffic flow is sensitive to the speed pattern of the vehicles involved. The heavier the traffic, the more sensitive the behavior is to speed changes. Focusing on air traffic flow, weather condition has a major role in the deviations of aircraft operational speed from the desired speed and causes surplus delays. In this paper, the effects of wind on delays in a terminal area are analyzed using a Cellular Automaton (CA) model. Cellular automata are discrete models that are widely used for simulating complex emerging properties of dynamic systems. A one-dimensional cellular array is used to model the flow of the terminal traffic into a wind field. The proposed model, due to the quickness and acceptable level of accuracy, can be utilized online in the tactical phase of air traffic control processes and system-level decision-makings, where quick response and system behavior are needed. The modeled route is an RNAV STAR route to Atlanta International Airport. The model is verified by real traffic data in a non-delayed scenario. Based on simulation results, the proposed model exhibits an acceptable level of accuracy (3–15% accuracy drop), with worthy time and computational efficiency (about 2.9 seconds run time for a 2-hour operation).
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He, Shuxian, Haihang Han, Huan Zhang, Shanzhi Sun, and Tony Z. Qiu. "Connected Transit Bus Dynamic Priority Weight Modeling and Conflicting Request Resolution Control at the Signalized Intersection." Journal of Advanced Transportation 2022 (December 6, 2022): 1–22. http://dx.doi.org/10.1155/2022/1550015.
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Multiaccess edge computing (MEC) and connected vehicle (CV) technologies have shown great potential and strength for traffic perception and real-time computing, which can be applied to enhance the efficiency of connected transit bus operations under their lower penetration conditions. Moreover, for the transit signal priority system, how to establish a model to measure traffic demand for conflicting priority request resolution and improve system response time has been widely researched for the last few decades. This paper proposes a dynamic priority weight (DPW) model for connected transit buses and a traffic signal control approach to coordinate multidirectional conflicting priority requests at a signalized intersection. The proposed model takes advantage of vehicle location, speed, and signal timing data to build time to change (TTOC) correlation functions to measure priority weights of both single-vehicle and directionality accumulation with consideration of vehicles arriving during the current green phase and conflict phase conditions; then, the aggregated priority weight value of each movement can be calculated in real-time. Once the maximum aggregated priority weight value among all movements is determined, the corresponding phase switch strategy is presented for the conflicting request resolution control problem. Homologous algorithm software for distributed deployment can be subsequently used for swift response. Simulation results show that the proposed DPW model-based traffic signal control method shows significant performance advancement, where the queueing vehicle number decrease exceeds 1 pcu/s and the throughput rate of major movements increases by approximately 2% without sacrificing the performance of minor movements in a large amount. What is more, it shows better delay optimization for social vehicles than the algorithm with delay as the objective while declining bus delay appreciable quantity with 43.4 s in average. Field test results also show that this method has excellent abilities to improve intersectional traffic capacity, for which queueing vehicle number and throughput rate indicators of all phases dramatically improved with 1.92 pcu/s and 6.68% on average, except for a slight degradation of individual minor traffic movements with 0.99 pcu/s and 0.11%.
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Xia, Lihong, Penghui Li, Zhizhuo Su, Tao Chen, Zhaoxiang Deng, and Dihua Sun. "Longitudinal Driving Behavior before, during, and after a Left-Turn Movement at Signalized Intersections: A Naturalistic Driving Study in China." Sustainability 14, no. 18 (2022): 11630. http://dx.doi.org/10.3390/su141811630.
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A human-like driving model can help to improve the acceptance and safety of automated driving systems (ADS). To improve the performance of human-like driving and interaction with conventional vehicles of ADS, the speed behavior of left-turn vehicles at the signalized intersection was studied using natural driving data. In this study, 374 valid data points of left-turn snippets at signalized intersections were extracted and three phases were introduced based on the reaction behavior of braking, stopping, and accelerating in the left-turn process. Firstly, a one-way ANOVA was used to study the influence of traffic density, traffic light state, intersection type, and left-turn waiting area on the reaction position of each phase and the spatial distribution of the speed. The traffic light state and traffic density were the main significant effects. Furthermore, to analyze the spatial distribution of acceleration, a method of frequency contour was conducted. The butterfly-shaped frequency contour suggested that “the closer to the stop line, the higher the variation of acceleration”. Finally, the driving parameters at each phase were further analyzed. The main results indicate the following: (1) The red traffic light will lead to a larger variation of acceleration, a larger maximum deceleration, a larger starting acceleration, and a larger maximum acceleration. (2) On the condition of dense traffic density, more stops and the duration of the stop–go phase may cause the time pressure, and the driver tends to choose a greater maximum acceleration. (3) The red traffic light leads to a further reaction distance of all three phases, whilst increased traffic density only increases the reaction distance of the stop. (4) Both the dense traffic density and red traffic light lead to an earlier reaction time. The findings can provide a basis for the design of human-like driving of left-turn driving assistance systems and improve the interaction with left-turn conventional vehicles.
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Yu, Lei, Peng Yue, and Hualiang Teng. "Comparative Study of EMME/2 and QRS II for Modeling a Small Community." Transportation Research Record: Journal of the Transportation Research Board 1858, no. 1 (2003): 103–11. http://dx.doi.org/10.3141/1858-15.
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The availability of so many computer-based travel-demand forecasting models provides transportation planners with powerful and flexible tools in the modeling phase of their planning or traffic-impact studies, but it has confused users in the selection of an appropriate model for a particular study. It is commonly recognized that none of the existing travel-demand models is perfectly suited for all network scenarios and traffic conditions. A particular model that is strong in one application scenario may be weak in a different application scenario. A comparative study is presented of two widely used travel-demand forecasting models, EMME/2 and QRS II, for applications to a small community. A structural comparison is performed, and a real-world small network is modeled by EMME/2 and QRS II to identify specific features and limitations of each model. Areas for comparison include model structure, drawing of the network, data input, network modification, parameter calibration, and modeling output. The study does not recommend either model to transportation planners for a practical application to a small community. Instead, the study identifies the major differences and common features of two models, which can help planners understand what they can expect from a certain model when they choose to use it.
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Echab, H., and H. Ez-Zahraouy. "Dynamic characteristics of traffic flow with consideration of crossing pedestrians’ behavior at a nonsignalized T-shaped intersection." International Journal of Modern Physics C 28, no. 11 (2017): 1750134. http://dx.doi.org/10.1142/s0129183117501340.
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In this paper, we present a cellular automata model to depict the traffic characteristics at such a nonsignalized [Formula: see text]-shaped intersection in the presence of pedestrian crossings. The vehicular traffic flow characteristics with different parameters are studied. Throughput, phase diagrams, space-time and density profiles are built to point various traffic states and the phase transition features. The principal finding of the simulation are as follows: (1) The presence of crossing pedestrians has a significant influence on the vehicular traffic and the system performance, (2) The intersection capacity has a close relevance with the state of the weaving section. The smaller the interactions are at the weaving section, the higher the capacity and (3) In order to have a higher system ability, the crosswalk location should not be far from the yield line of the weaving section.
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Ahac, Saša, Maja Ahac, Josipa Domitrović, and Vesna Dragčević. "Modeling the Influence of Roundabout Deflection on Its Efficiency as a Noise Abatement Measure." Sustainability 13, no. 10 (2021): 5407. http://dx.doi.org/10.3390/su13105407.
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Challenges that emerge in roundabout design are mostly related to space constrictions and provision of appropriate deflection around the central island. This can result in speed profiles on roundabouts that might reduce their potential as a noise abatement measure. Because of this, the impact of a roundabout on noise levels and its applicability as a traffic calming device and a noise abatement measure should be investigated in the early design stage, by modeling noise levels. In this paper, the following hypothesis is tested: vehicle movement trajectories, defined during the fastest path performance check in roundabout early design phase, can be used as the road traffic noise sources when modeling noise at roundabouts using static noise model. This procedure (1) simplifies the preparation of the noise model, (2) results in a model that is closer to the real-world in terms of traffic flow conditions, (3) allows the noise calculations in the early stages of roundabout design, and (4) includes the influence of roundabout deflection on calculated noise levels. The abovementioned simplifications of the road traffic noise modeling process should encourage the optimization of roundabout geometry in terms of its noise reduction capabilities in the preliminary design phase of these intersections.
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Huang, Jianchang, Guohua Song, Jianbo Zhang, Zufen Li, Yizheng Wu, and Lei Yu. "The Impact of Pedestrian and Nonmotorized Vehicle Violations on Vehicle Emissions at Signalized Intersections in the Real World: A Case Study in Beijing." Journal of Advanced Transportation 2021 (March 2, 2021): 1–11. http://dx.doi.org/10.1155/2021/8849234.
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Emission around intersections has become an issue in the urban traffic network. This paper aims to investigate the impact of pedestrian and nonmotorized vehicle violations on emissions at mixed-traffic flow intersection based on the volumes of vehicles, nonmotor vehicles, and pedestrians. Also, it focuses on the arterial and collector intersections with high vehicle volume and limited space. Running red light and crossing intersection diagonally are two critical violations, accounting for 91.75% of effective violations (interference with vehicles’ operation). In this context, a violation blocking model is developed to estimate the blocking probability for each vehicle based on the volumes of pedestrians and nonmotor vehicles. The model includes two scenarios. (1) Through phase: the violation blocking model of running red light is developed based on the survival curve (the relationship between waiting time and running red light probability). (2) Left-turn phase: the violation blocking model at this phase includes two parts: (i) crossing the intersection diagonally model is developed for the first vehicle and (ii) running red light model is developed for subsequent vehicles. The existing emission model can estimate the emissions based on the blocking positions. In the case study, emissions increase with the vehicle volume approaching the saturated flow rate and the volumes of nonmotor vehicles and pedestrians increasing. Results show that the maximum emission increase of CO (carbon monoxide) for through phase and left-turn phase can reach 16.7% and 36.4%.
Thèses sur le sujet "2-phase traffic model"
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MARCELLINI, FRANCESCA. "Conservation laws in gas dynamics and traffic flow." Doctoral thesis, Università degli Studi di Milano-Bicocca, 2009. http://hdl.handle.net/10281/7487.
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This PhD thesis is concerned with applications of nonlinear systems of conservation laws to gas dynamics and traffic flow modeling. The first part is devoted to the analytical description of a fluid flowing in a tube with varying cross section. We study the 2x2 model of the p-system and than, we extend the properties to the full 3x3 Euler system. We also consider a general nxn strictly hyperbolic system of balance laws; we study the Cauchy problem for this system and we apply this result to the fluid flow in a pipe wiyh varying section. Concerning traffic flow, we introduce a new macroscopic model, based on a non-smooth 2x2 system of conservation laws. We study the Riemann problem for this system and the qualitative properties of its solutions that are relevant from the point of view of traffic.
Chapitres de livres sur le sujet "2-phase traffic model"
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Gárate-Vélez, Lorena, Claudia Escudero-Lourdes, Daniela Salado-Leza, et al. "Anthropogenic Iron Oxide Nanoparticles Induce Damage to Brain Microvascular Endothelial Cells Forming the Blood-Brain Barrier." In Advances in Alzheimer’s Disease. IOS Press, 2021. http://dx.doi.org/10.3233/aiad210010.
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Background: Iron nanoparticles, mainly in magnetite phase (Fe3O4 NPs), are released to the environment in areas with high traffic density and braking frequency. Fe3O4 NPs were found in postmortem human brains and are assumed to get directly into the brain through the olfactory nerve. However, these pollution-derived NPs may also translocate from the lungs to the bloodstream and then, through the blood-brain barrier (BBB), into the brain inducing oxidative and inflammatory responses that contribute to neurodegeneration. Objective: To describe the interaction and toxicity of pollution-derived Fe3O4 NPs on primary rat brain microvascular endothelial cells (rBMECs), main constituents of in vitro BBB models. Methods: Synthetic bare Fe3O4 NPs that mimic the environmental ones (miFe3O4) were synthesized by co-precipitation and characterized using complementary techniques. The rBMECs were cultured in Transwell® plates. The NPs-cell interaction was evaluated through transmission electron microscopy and standard colorimetric in vitro assays. Results: The miFe3O4 NPs, with a mean diameter of 8.45 ± 0.14 nm, presented both magnetite and maghemite phases, and showed super-paramagnetic properties. Results suggest that miFe3O4 NPs are internalized by rBMECs through endocytosis and that they are able to cross the cells monolayer. The lowest miFe3O4 NPs concentration tested induced mid cytotoxicity in terms of 1) membrane integrity (LDH release) and 2) metabolic activity (MTS transformation). Conclusion: Pollution-derived Fe3O4 NPs may interact and cross the microvascular endothelial cells forming the BBB and cause biological damage.
Actes de conférences sur le sujet "2-phase traffic model"
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Herzberger, Nicolas, Joscha Wasser, and Frank Flemisch. "Control Centers for Maneuver-based Teleoperation of Highly Automated and Autonomous Vehicles: System Model and Requirements." In 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002483.
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The drive towards highly automated vehicles is continuing to gain traction, however when bridging the gap from SAE level 2 automated vehicles to highly automated level 4 vehicles, there is a phase that will require temporary takeovers by a human driver. One approach is that a tele-operator is taking over the full control over the vehicle, which requires a sophisticated control center and a data connection enabling video with sufficient bandwidth and low latency. A slightly different approach can be chosen: When a driving automation reaches a system limit or border (e.g. a construction zone or an unclear traffic situation), it can request the support of an operator in a control center to support with the vehicle control. In this instance, the vehicle is not directly tele-operated but instead proposes a possible maneuver, which then can be selected, dismissed or approved by the operator, and will then be executed by the automated driving system. This is a likely scenario for vehicles with automation capabilities limited to specific use cases or in mixed traffic situations in which not all vehicles are capable of vehicle-to-vehicle communication. An additional role of the operator is responding to emergency calls by occupants by assessing the situation in the vehicle and its surroundings. Using a video and audio link, the operator can connect with an occupant in case of security or health concerns. The paper presents a human system analysis and sketches the requirements for a control center as an intermediate step towards the rollout of highly automated or autonomous vehicles.
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Blake, William K., and Paul Donovan. "A New Road-Side Array-Based Method for Characterization of Truck Noise During Passby." In ASME 2008 Noise Control and Acoustics Division Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/ncad2008-73055.
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This paper describes the development of a new method for measuring pass-by sound from trucks and other vehicles using 2-dimensional arrays. The approach provides 2-dimensional quantitative maps “images” of the cross-range and elevation distribution in the vehicle side view. The method is an application and extension of an array technology that was originally used for the characterization of static aeroacoustic sources in wind tunnels. The focus of this work is on identifying and rank-ordering the important contributing sources of passby noise. This development includes two phases: developmental testing at a test track site, and road-side testing at two California State highway sites. The acquisition post-processing allows the “observer” to track the vehicle cross-range in order to create a time sequence of source maps that may be interpreted as both level relationships and directivity patterns. The processing applies both range and approximate Doppler adjustments to spectra as a function of time during pass-by or, equivalently, to vehicle position relative to the array’s center. An image demodulation scheme is shown to clarify the images. The initial phase of this work occurred at a test track using known “cooperative” truck sources. This experience permitted the verification of the method and the definition of a final measurement approach that was viable at a highway site. Subjects were all trucks that varied in model, vehicle speed, tread, and the presence of a trailer. The array beamformer’s ability to localize and the measurement system’s ability to track were validated using both stationary and moving sources. Following validation at the test track site, the instrumentation was transferred to two California highway sites. There, acoustic calibration was used to align the array with the road track and to provide a spatial reference for mapping the “images”. Both light and heavy vehicles at these sites were “uncooperative” with arrivals and speeds randomly determined by traffic flow. This work was funded by the California Department of Transportation.
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Mak, Lawrence, Brian Farnworth, Eugene H. Wissler, et al. "Thermal Requirements for Surviving a Mass Rescue Incident in the Arctic: Preliminary Results." In ASME 2011 30th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2011. http://dx.doi.org/10.1115/omae2011-49471.
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Maritime and air traffic through the Arctic has increased in recent years. Cruise ship and commercial jet liners carry a large number of passengers. With increased traffic, there is a higher probability that a major disaster could occur. Cruise ship and plane accidents could be catastrophic and may require mass rescue. Due to the remote location, limited search and rescue resources, time for these resources to get to the accident location and large number of survivors, the retrieval time could be several days. Therefore, survivors may be required to survive on their own for days while they await rescue. Recognizing that the International Maritime Organization does not have specific thermal performance criteria for liferafts and lifeboats and personal and group survival kits, the Maritime and Arctic Survival Scientific and Engineering Research Team (MASSERT) initiated a research project to improve safety and provide input for advances to regulations. The objective of the project is to investigate if the current thermal protective equipment and preparedness available to people traveling in the Canadian Arctic are adequate for surviving a major air or cruise ship disaster and to identify the minimum thermal protection criteria for survival. This project builds on the results and tools developed in other research projects conducted by the team on thermal protection of liferafts, lifeboats and immersion suits. The project is divided into three major phases — clothing ensemble testing with thermal manikins, a physiology experiment on sustainable shivering duration and ensemble testing in Arctic conditions with human subjects. A numerical model uses these data to simulate survival scenarios. In the first phase of this project, the thermal resistance values of the protective clothing typically available to cruise ship and aircraft passengers were measured using two thermal manikins. The ensembles included Cabin Wear, Deck Wear, Expedition Wear, Abandonment Wear and protective clothing from Canada Forces Major Air Disaster Kit (MAJAID). Tests were conducted on dry and wet ensembles at 5°C and −15°C with and without wind. There is very good agreement between the thermal resistances measured by the two manikins. The differences in thermal resistances observed are likely caused by variations in fit and wrinkles and folds in the ensembles from dressing. With no wind, the thermal resistance is lowest with Cabin Wear and highest with MAJAID clothing inside the down-filled casualty bag. The Expedition Wear, the Abandonment Wear and the MAJAID clothing have about the same thermal resistance. With 7 metre-per-second wind, the thermal resistance of all ensembles decreased significantly by 30% to 70%. These results highlight the importance of having a shelter as a windbreak. For wet clothing ensembles at 5°C, the initial wet thermal resistance was 2 to 2.5 times lower than the dry value, and drying times ranged up to 60 hours. This highlights the importance of staying dry. Preliminary predictions from the numerical model show that the survivors in Expedition Wear, even with sleeping bag and tent, can be mildly hypothermic and need to depend heavily on shivering to maintain thermal balance. In a shelter, the predicted metabolic rate is roughly double the resting rate; it is triple the resting rate without protection from the wind. Further research is required to study shivering fatigue and age effects. Research on mass rescue scenarios for cruise ships and airplanes survivors should ideally involve subjects of both genders and the elderly.
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Scoliege, Jordan, Jessy Barre, and Philippe Cabon. "Integration of Human Factors in an Automated Driving Supervision System." In 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002308.
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In the field of transport, the reduction in the number of accidents caused by human error is often put forward as an argument in favor for the deployment of autonomous vehicle (Fagnant, & Kockelman, 2015). However, as long as autonomous vehicles are not capable of handling all driving situations, the human operator remains in the control loop and cooperates with the autonomous system (SAE levels 2, 3, and 4 - scale from 0 to 5 where 5 corresponding to the fully autonomous vehicle). The development of supervision systems could be a means to improve safety in these systems, as it has been the case in other transportation modes such as aviation and railways. Indeed, the supervision of autonomous vehicles (e.g.: shuttle fleet) would enable to secure the operation by anticipating incidents (e.g.: support the driver-system relationship, as an air traffic controller would do for pilots), while guaranteeing the reliability (management of system failures) and regularity of the transportation network. However, for Hoc (2000), automation is nevertheless at the origin of a certain number of deleterious effects on the human operator, such as a loss of expertise and adaptability or a lack or excess of confidence in the system, which can lead to errors. Also, human operators can misuse or abuse the automation technology. (Parasuraman and Riley, 1997). Moreover, in this human-machine cooperation, many effects have been observed such as automation bias and complacency phenomena, which can also lead to accidents (Parasuraman & Manzey, 2010).In the perspective of the literature review, we wish to bring keys elements to the designers to create a safe automated driving system. We anticipate this need through the analysis of work activity and creativity. However, autonomous vehicles not representing a mature technology or having applications in the current society. That requires a projection into a future environment and study of the resulting human factors. Prospective ergonomics (Brangier & Robert, 2014) permits to leads us to deploy that. To anticipate the major functions necessary for the future supervision activity, the approach of the “possible future activity” is applied (Daniellou, 1992). This approach studies the reference situations. We identified many sectors of activity with strong similarities with our system such as aviation, railways, bus or nuclear. Until now, four situations were integrated: the supervision of buses and tramways, the civil air traffic control, and the military air traffic control and the autonomous drone in logistics. These reference situations allowed us to identify their strength and weakness around 7 major components of the supervision (safety, infrastructure, hardware, degree of automation, software, organization of the system and human factor). This step builds prerequisites for the creation of the future supervision system. To integrate and adapt them, the next step will be the realization of creativity workshops which will revolve around expert-staff with the objective of proposing a set of specifications for the designers of the main functions to allow the integration of the human factor from the first phases of implementation in this system.
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Scoliege, Jordan. "Understanding the supervision activity to design a non-existent control system for automated driving through prospective ergonomics." In 8th International Conference on Human Interaction and Emerging Technologies. AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002777.
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Just like the progressive evolution of industrial processes towards highly automated systems, today we see a similar evolution in the mobility sector with the development of autonomous vehicles. These evolutions have and will change the work activity of human from "realization" to "supervision". Due to the progressive increase in autonomy, the SAE (Society Of Automotive Engineers) has created a categorization in 6 levels (from 0 to 5, where 5 corresponding to a fully autonomous vehicle). As long as automated vehicles are not able to manage all driving situations (SAE levels 2, 3 and 4), the human operator remains in the control loop and cooperates with the autonomous system. In this context of progressive deployment and as it has been the case in other transportation modes such as aviation and railways, we anticipate the design of a centralized supervision center for fleet of autonomous vehicles. Although the literature highlights many bias in the relationship between humans and automation, the role of the supervision would be to secure the operation (by man's ability to recover a complex situation) of the vehicle by anticipating incidents (e.g.: support the driver-system relationship, like a traffic controller would do for pilots), while guaranteeing reliability (management of system failures) as well as the regularity of the network.To propose a specification of the high-level functions of a no-existing system, we deploy the approach of prospective ergonomics. This approach "consists in anticipating future needs, uses and behaviors or in building future needs in order to create processes, products or services that are well adapted to them" (Brangier & Robert, 2014). This recent modality of ergonomics intervention is based on the prospective foundation, [naturally] on the ergonomic foundation as well as on the creative foundation. We have set up a methodology divided into two phases.The first phase brings together the prospective and ergonomic foundations. We take up the work of Daniellou (1992) who proposes to be interested in situations which present strong similarities with the system to be designed, which he calls "reference situations". We have identified 8 sectors of activity in the spectrum of supervision such as aviation, bus, railway or nuclear. So far, we have been able to integrate four reference situations that have allowed us to identify seven components around supervision (safety, infrastructure, hardware, degree of automation, software, system organization, human factor). These elements are essential to the understanding of the supervision panorama.From the different situations observed we prepare the second phase of our methodology which corresponds to the creative foundation. Through expert staff we aim to bring elements of identification of the best method to help in the projection of the future. We will therefore compare the production of ideas between a group that will be able to base itself on the syntheses of the observed reference situations and a control group.The ambition of this work is to ameliorate the anthropocentric approach of long-term design.
Rapports d'organisations sur le sujet "2-phase traffic model"
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Al-Qadi, Imad, Qingqing Cao, Lama Abufares, Siqi Wang, Uthman Mohamed Ali, and Greg Renshaw. Moisture Content and In-place Density of Cold-Recycling Treatments. Illinois Center for Transportation, 2022. http://dx.doi.org/10.36501/0197-9191/22-007.
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Cold-recycling treatments are gaining popularity in the United States because of their economic and environmental benefits. Curing is the most critical phase for these treatments. Curing is the process where emulsion breaks and water evaporates, leaving residual binder in the treated material. In this process, the cold-recycled mix gains strength. Sufficient strength is required before opening the cold-treated layer to traffic or placing an overlay. Otherwise, premature failure, related to insufficient strength and trapped moisture, would be expected. However, some challenges arise from the lack of relevant information and specifications to monitor treatment curing. This report presents the outcomes of a research project funded by the Illinois Department for Transportation to investigate the feasibility of using the nondestructive ground-penetrating radar (GPR) for density and moisture content estimation of cold-recycled treatments. Monitoring moisture content is an indicator of curing level; treated layers must meet a threshold of maximum allowable moisture content (2% in Illinois) to be considered sufficiently cured. The methodology followed in this report included GPR numerical simulations and GPR indoor and field tests for data sources. The data were used to correlate moisture content to dielectric properties calculated from GPR measurements. Two models were developed for moisture content estimation: the first is based on numerical simulations and the second is based on electromagnetic mixing theory and called the Al-Qadi-Cao-Abufares (ACA) model. The simulation model had an average error of 0.33% for moisture prediction for five different field projects. The ACA model had an average error of 2% for density prediction and an average root-mean-square error of less than 0.5% for moisture content prediction for both indoor and field tests. The ACA model is presented as part of a developed user-friendly tool that could be used in the future to continuously monitor curing of cold-recycled treatments.