Tesi sul tema "Traffic lights"
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Spiropoulou, Ioanna. "Modelling blocking back at traffic lights". Thesis, University College London (University of London), 2004. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.413153.
Testo completo
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Thorin, Kristoffer. "Optimal Speed Controller in the Presence of Traffic Lights". Thesis, Uppsala universitet, Avdelningen för systemteknik, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-325352.
Testo completoAbstract (sommario):
This report presents an approach on how to utilize information on future states of traffic lights to reduce the energy consumption and trip time for a Heavy Duty Vehicle. Model Predictive Control is proposed as a solution to handle the optimisation on-line and the concept is tested for various prediction horizons in which information can be received. Further on, it is investigated if the implemented controller is robust enough to execute the same task in a scenario where only the current state is known and future states are predicted. Comparison with a reference vehicle demonstrates improved fuel economy as well as reduced trip time when the information is given. It is shown that the results are improved as the prediction horizon is extended, but converges after 400-500 meters. As the phases of the traffic lights are predicted, fuel economy can be improved, but it comes at a price from being non-robust with drastic braking and increased trip time as predictions might be inaccurate.
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Musolino, Antonino Francesco. "Traffic light policies for low penetration rate of monitoring devices". Master's thesis, Alma Mater Studiorum - Università di Bologna, 2014. http://amslaurea.unibo.it/8008/.
Testo completoAbstract (sommario):
La gestione del traffico è una delle principali problematiche delle città moderne, e porta alla definizione di nuove sfide per quanto riguarda l’ottimizzazione del flusso veicolare.
Il controllo semaforico è uno degli elementi fondamentali per ottimizzare la gestione del traffico.
Attualmente la rilevazione del traffico viene effettuata tramite sensori, tra i quali vengono maggiormente utilizzate le spire magnetiche, la cui installazione e gestione implica costi elevati.
In questo contesto, il progetto europeo COLOMBO si pone come obiettivo l’ideazione di nuovi sistemi di regolazione semaforica in grado di rilevare il traffico veicolare mediante sensori più economici da installare e mantenere, e capaci, sulla base di tali rilevazioni, di auto organizzarsi, traendo ispirazione dal campo dell’intelligenza artificiale noto come swarm intelligence.
Alla base di questa auto organizzazione semaforica di COLOMBO vi sono due diversi livelli di politiche: macroscopico e microscopico. Nel primo caso le politiche macroscopiche, utilizzando il feromone come astrazione dell’attuale livello del traffico, scelgono la politica di gestione in base alla quantità di feromone presente nelle corsie di entrata e di uscita.
Per quanto riguarda invece le politiche microscopiche, il loro compito è quello di deci- dere la durata dei periodi di rosso o verde modificando una sequenza di fasi, chiamata in COLOMBO catena.
Le catene possono essere scelte dal sistema in base al valore corrente della soglia di desiderabilità e ad ogni catena corrisponde una soglia di desiderabilità.
Lo scopo di questo elaborato è quello di suggerire metodi alternativi all’attuale conteggio di questa soglia di desiderabilità in scenari di bassa presenza di dispositivi per la rilevazione dei veicoli.
Ogni algoritmo complesso ha bisogno di essere ottimizzato per migliorarne le performance. Anche in questo caso, gli algoritmi proposti hanno subito un processo di parameter tuning per ottimizzarne le prestazioni in scenari di bassa presenza di dispositivi per la rilevazione dei veicoli.
Sulla base del lavoro di parameter tuning, infine, sono state eseguite delle simulazioni per valutare quale degli approcci suggeriti sia il migliore.
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Rivera, Saavedra Gabriel, e Ochochoque Luis Alberto Velásquez. "Propuesta de implementación de un sistema de semaforización inteligente para mejorar los niveles de servicio de la Av. Javier Prado Oeste, tramo Ca. Las Palmeras y Ca. Las Flores en el distrito de San Isidro". Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2020. http://hdl.handle.net/10757/651707.
Testo completoAbstract (sommario):
La presente investigación analiza las condiciones de tráfico vehicular actual en dos intersecciones de la avenida Javier Prado Oeste, tramo Calle Las Flores & Calle Las Palmeras, en el distrito de San Isidro.
La investigación empieza con la descripción de los problemas existentes en las intersecciones, como la deficiente programación de semáforos, falta de semáforos coordinados e incompatibilidad entre controladores semafóricos. El análisis de la investigación se realizó en base a un modelo microscópico, desarrollado con apoyo del software Vissim. El proceso de construcción de ambos modelos consiste en cuatro fases. La primera fase es el trabajo previo, en la cual se realizó la recolección de datos de campo. En segundo lugar, se encuentra la construcción de los modelos mediante el programa. En tercer lugar, se realizó la calibración y validación de ambos modelos en base a parámetros psicofísicos y estadísticos GEH para certificar que los resultados del modelo se asemejen a las condiciones actuales de las intersecciones. Por último, se incorporaron los nuevos flujos futuros en los modelos cada 15 minutos los cuales se simularon, evaluaron y compararon con los niveles de servicio obtenidos con las intersecciones proyectadas que incorporan la propuesta de mejora. Esencialmente los niveles de servicio de las intersecciones mejoran incorporando la propuesta de semáforos inteligente por medio de la optimización de ciclos semafóricos con el programa Synchro 10.0, esto se deduce a partir de la disminución de longitudes de colas en todos los accesos y la reducción de demoras de viaje en ambas intersecciones.The present investigation analyzes the current vehicular traffic conditions at two intersections of Javier Prado Oeste Avenue, Las Flores Street and Las Palmeras Street, in the San Isidro district. The investigation begins with the description of the problems existing at the intersections, such as poor traffic light programming, lack of coordinated traffic lights and incompatibility between traffic light controllers. The research analysis was carried out based on a microscopic model, developed with the support of Vissim software. The construction process of both models consists of four phases. The first phase is the previous work, in which the field data collection was carried out. Second, there is the construction of the models through the program. Third, the calibration and validation of both models was performed based on GEH psychophysical and statistical parameters to certify that the results of the model resemble the current conditions of the intersections. Finally, the new future flows were incorporated into the models every 15 minutes, which were simulated, evaluated and compared with the service levels obtained with the projected intersections that incorporate the improvement proposal. Essentially, the service levels of the intersections improve by incorporating the smart traffic lights proposal through the optimization of traffic light cycles with the Synchro 10.0 program, this is deduced from the decrease in queue lengths in all accesses and the reduction of delays of travel at both intersections.
Tesis
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Grandinetti, Pietro. "Control of large scale traffic network". Thesis, Université Grenoble Alpes (ComUE), 2017. http://www.theses.fr/2017GREAT102/document.
Testo completoAbstract (sommario):
La thèse concerne le contrôle de feux tricolores dans de larges réseaux urbains. Le point de départ est l’étude d’un modèle macroscopique se basant sur le Cell Transmission model. Nous avons formulé une version du modèle intégrant les feux tricolores à sa dynamique. De plus, nous avons introduit deux simplifications à ce modèle orientées vers la conception des techniques de contrôle ; la première se base sur la théorie de la moyenne et considère le pourcentage de vert des feux tricolores, la seconde décrit les trajectoires des feux tricolores en utilisant les instants d’activation et de désactivation d’un signal binaire. Nous utilisons des simulations numériques pour valider les modèles en les comparant avec le Cell Transmisson model intégrant les feux tricolores, ainsi que des simulations microscopiques (avec le logiciel Aimsun) afin de valider les mêmes modèles en les comparant cette fois-ci à un comportement réaliste des véhicules.Nous proposons deux techniques de contrôle à partir des deux modèles mentionnés ci-dessus. Le premier, qui utilise le modèle moyen de transmission de véhicules, considère les pourcentages de vert des feux tricolores comme variables contrôlées, et il est formulé comme un problème d'optimisation des mesures de trafic standards. Nous analysons un tel problème et nous montrons que cela équivaut à un problème d'optimisation convexe, afin d'assurer son efficacité de calcul. Nous analysons sa performance par rapport à un best-practice control à la fois dans des simulations MatLab, et dans des simulations microscopiques, avec un modèle Aimsun qui reproduit une grande partie de Grenoble, en France. La deuxième approche proposée est un problème d'optimisation dans lequel les variables contrôlées sont les instants d'activation et de désactivation de chaque feu tricolore. Nous utilisons la technique de modélisation Big-M dans le but de formuler un tel problème comme un programme linéaire avec variables entières, et nous montrons par des simulations numériques que l’expressivité de cette optimisation conduit à des améliorations de la dynamique du trafic, au prix de l'efficacité de calcul.Pour poursuivre la scalabilité des techniques de contrôle proposées nous développons deux algorithmes itératifs pour le problème de contrôle des feux de signalisation. Le premier, basé sur l'optimisation convexe mentionnée ci-dessus, utilise la technique dual descent et nous prouvons qu’il est optimal, i.e., il donne la même solution que l'optimisation centralisée. Le second, basé sur le problème d’optimisation entier susmentionné, est un algorithme sous-optimal qui mène à des améliorations substantielles par rapport au problème centralisé connexe, concernant l'efficacité de calcul. Nous analysons par des simulations numériques la vitesse de convergence des algorithmes itératifs, leur charge de calcul et leurs performances en matière de mesure du trafic.La thèse est conclue avec une étude de l'algorithme de contrôle des feux de circulation qui est utilisé dans plusieurs grandes intersections dans Grenoble. Nous présentons le principe de fonctionnement d'un tel algorithme, en détaillant les différences technologiques et méthodologiques par rapport aux approches proposées. Nous créons dans Aimsun le scénario représentant la partie intéressée de la ville, en reproduisant également l'algorithme de contrôle et en comparant ses performances avec celles de l'une de nos approches sur le même scénarioThe thesis focuses on traffic lights control in large scale urban networks. It starts off with a study of macroscopic modeling based on the Cell Transmission model. We formulate a signalized version of such a model in order to include traffic lights’ description into the dynamics. Moreover, we introduce two simplifications of the signalized model towards control design, one that is based on the average theory and considers duty cycles of traffic lights, and a second one that describes traffic lights trajectories with the time instants of the rising and falling edges of a binary signals. We use numerical simulations to validate the models with respect to the signalized Cell Transmission model, and microsimulations (with the software Aimsun), to validate the same model with respect to realistic vehicles’ behavior.We propose two control algorithms based on the two models above mentioned. The first one, that uses the average Cell Transmission model, considers traffic lights’ duty cycles as controlled variables and it is formulated as an optimization problem of standard traffic measures. We analyze such a problem and we show that it is equivalent to a convex optimization problem, so ensuring its computational efficiency. We analyze its performance with respect to a best-practice control scheme both in MatLab simulations and in Aimsun simulations that emulate a large portion of Grenoble, France. The second proposed approach is an optimization problem in which the decision variables are the activation and deactivation time instants of every traffic lights. We employ the Big-M modeling technique to reformulate such a problem as a mixed integer linear program, and we show via numerical simulations that the expressivity of it can lead to improvements of the traffic dynamics, at the price of the computational efficiency of the control scheme.To pursue the scalability of the proposed control techniques we develop two iterative distributed approaches to the traffic lights control problem. The first, based on the convex optimization above mentioned, uses the dual descent technique and its provably optimal, that is, it gives the same solution of the centralized optimization. The second, based on the mixed integer problem aforesaid, is a suboptimal algorithm that leads to substantial improvements by means of the computational efficiency with respect to the related centralized problem. We analyze via numerical simulations the convergence speed of the iterative algorithms, their computational burden and their performance regarding traffic metrics.The thesis is concluded with a study of the traffic lights control algorithm that is employed in several large intersections in Grenoble. We present the working principle of such an algorithm, detailing technological and methodological differences with our proposed approaches. We create into Aimsun the scenario representing the related part of the city, also reproducing the control algorithm and comparing its performance with the ones given by one of our approaches on the same scenario
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Al-Mojel, A. H. S. "The effect of geometric design on the capacity of isolated highway traffic signal approaches". Thesis, University of Bradford, 1987. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.378110.
Testo completo
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Torrez, Lorenzo I. "Motorcycle conspicuity the effects of age and vehicular daytime running lights /". Orlando, Fla. : University of Central Florida, 2008. http://purl.fcla.edu/fcla/etd/CFE0002016.
Testo completo
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Matus, Manuel A. Mr. "Experimental Investigation of Wind-induced Response of Span-wire Traffic Signal Systems". FIU Digital Commons, 2018. https://digitalcommons.fiu.edu/etd/3655.
Testo completoAbstract (sommario):
The purpose of this investigation was to identify key design parameters that might significantly affect the response of span wire traffic light systems during extreme wind events. The performance of these systems was assessed through physical testing in an effort to quantify the effect of sag ratio, wire tension and wire clearance. The Wall of Wind experimental facility at Florida International University was utilized for testing the systems at different wind speeds and wind directions.
The findings showed that, at all tested wind directions, lift, drag and tension forces increased with increasing wind speeds. On the contrary, increasing the wind speed resulted in higher inclination on the traffic lights, lower drag coefficients and higher lift coefficients. Overall, when the wind was approaching from the rear face of the traffic signals, increased drag coefficients were recorded. When the sag was set at 7% lower drag coefficients were observed.
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De, Nunzio Giovanni. "Traffic eco-management in urban traffic networks". Thesis, Université Grenoble Alpes (ComUE), 2015. http://www.theses.fr/2015GREAT064/document.
Testo completoAbstract (sommario):
Le problème de la gestion éco-responsable du trafic urbain est adressé. Ce type de gestion du trafic vise à réduire les arrêts des véhicules, les accélérations, la consommation énergétique, ainsi que la congestion. L'éco-management du trafic dans les réseaux urbains peut être catégorisé dans deux classes principales : contrôle du véhicule et contrôle de l'infrastructure. Les deux domaines de contrôle peuvent présenter caractéristiques soit isolées soit coordonnées, en dépendant du type d'information utilisée dans l'optimisation.La gestion du trafic côté véhicule influe sur chaque véhicule en fonction de ses propres caractéristiques et position. Le contrôle isolé du véhicule vise principalement à optimiser la transmission et/ou le profil de conduite des véhicules, en utilisant éventuellement des informations sur les caractéristiques de la route, mais sans communiquer avec les autres agents du réseau. Le contrôle coordonné du véhicule, d'autre part, fait usage de la communication entre les véhicules et avec l'infrastructure pour obtenir des bénéfices plus importants en termes de consommation d'énergie et de fluidité de la circulation.En revanche, la gestion du côté infrastructure influe sur les feux et les panneaux de signalisation, afin d'améliorer les performances de l'ensemble du trafic. Le contrôle isolé de l'infrastructure régule essentiellement les feux de signalisation pour une seule intersection, ou bien les limites de vitesse dans un seul tronçon de route, sans prendre en compte les interactions avec les jonctions et/ou les sections voisines. Le contrôle coordonné de l'infrastructure surmonte cette limitation en utilisant des informations sur les conditions de circulation dans d'autres sections de la route, afin de réduire la congestion.Les contributions de ce travail peuvent être résumées comme suit.Tout d'abord, une solution pour le contrôle coordonné du véhicule a été proposée, dans laquelle la communication avec l'infrastructure est exploitée pour réduire la consommation d'énergie. En particulier, les plans des feux de signalisation sont supposés être communiqués au véhicule et connus, et une vitesse optimale est suggérée au véhicule afin de traverser une séquence de carrefours à feux sans s'arrêter, tout en suivant une trajectoire d'énergie minimale. La stratégie proposée, appliquée indépendamment à chaque véhicule, a été testée dans un simulateur de trafic microscopique afin d'évaluer l'impact sur les performances du trafic. L'analyse a montré que la consommation d'énergie et le nombre d'arrêts peuvent être considérablement réduits sans affecter le temps de parcours.Ensuite, une solution pour le contrôle isolé de l'infrastructure a été proposée. Un modèle macroscopique du trafic urbain a été introduit, et les limites de vitesse variables ont été utilisées pour améliorer les performances de la circulation. L'optimisation vise à trouver un compromis entre la réduction de consommation énergétique et le temps de parcours moyen des véhicules dans le tronçon de route considéré. Des expériences ont démontré qu'il existe une limite de vitesse optimale qui améliore les performances du trafic, et qui réduit la longueur de la file d'attente au feu de signalisation.Enfin, une solution pour le contrôle coordonné de l'infrastructure a été proposée. La synchronisation des feux de signalisation sur les grands axes de circulation a été prouvée efficace pour réduire le temps de parcours. Notre analyse a démontré qu'un problème d'optimisation peut être formalisé pour prendre en compte également les aspects énergétiques. Des expériences approfondies dans un simulateur de trafic microscopique ont montré qu'il existe une corrélation entre la progression du trafic et ses performances. La stratégie de contrôle proposée a montré qu'une réduction significative de la consommation d'énergie peut être atteinte, en éliminant presque complètement les arrêts et le temps d'arrêt, sans affecter le temps de parcoursThe problem of energy-aware traffic management in urban environment is addressed. Such traffic management aims at reducing vehicle stops, accelerations, energy consumption, and ultimately congestion. The eco-management in urban traffic networks may be divided in two broad categories: vehicle-side control and infrastructure-side control. Both control domains can feature isolated or coordinated characteristics, depending on the type of information used in the optimization.The vehicle-side traffic management influences each single vehicle according to its own characteristics and position. Isolated vehicle control aims primarily at optimizing the powertrain and/or the driving profile of the vehicles, possibly using information about the road characteristics, but without communicating with the other agents of the traffic network. Coordinated vehicle control makes use of communication among vehicles and with the infrastructure in order to achieve larger benefits in terms of energy consumption and traffic fluidity.The infrastructure-side management, on the other hand, influences traffic lights and road side panels in order to improve the performance of the traffic as a whole. Isolated infrastructure control regulates essentially the traffic lights at a single signalized intersection, or the speed limits in a single stretch of road, without taking into account the interactions with the neighboring junctions and/or road sections. Coordinated infrastructure control overcomes this limitation by using information about traffic conditions in other road sections to alleviate congestion.The contributions of this work to the energy-aware traffic management may be summarized as follows.Firstly, a solution for the coordinated vehicle control has been proposed, in which communication with the infrastructure is exploited to reduce energy consumption. In particular, the traffic lights timings are assumed to be communicated to the vehicle and known, and the vehicle is suggested an optimal speed to drive through a sequence of signalized intersections without stopping, while following a minimum-energy trajectory. The proposed strategy, independently applied to each vehicle, has been tested in a microscopic traffic simulator in order to assess the impact on the traffic performance. The analysis has demonstrated that the energy consumption and the number of stops can be drastically reduced without affecting the travel time.Then, a solution for the isolated infrastructure control has been proposed. A macroscopic urban traffic model has been introduced, and the variable speed limits have been used as actuation to improve traffic performance. In particular, the analysis has been carried out at saturated traffic conditions, with given and fixed traffic lights scheduling. The optimization aims at reducing the energy consumption in trade-off with the average travel time of the vehicles in the considered road section. Experiments have demonstrated that there exists an optimal speed limit that improves traffic performance and reduces the length of the queue at the traffic light.Lastly, a solution for the coordinated infrastructure control has been proposed. Traffic lights coordination on arterials has been proved to be effective in terms of traffic delay reduction. Our analysis has demonstrated that an optimization problem can be cast to take into account also energetic aspects. Extensive experiments in a microscopic traffic simulator have showed that a correlation exists between traffic progression and traffic performance indexes, such as energy consumption, travel time, idling time, and number of stops. The proposed control strategy has showed that a significant reduction of energy consumption can be achieved, almost completely eliminating number of stops and idling time, without affecting the travel time
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Papamarkos, Periandros. "Measuring Complexity of Built Environments : The impact of traffic lights and load of traffic levels on how drivers perceive stress". Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-287369.
Testo completoAbstract (sommario):
To understand which factors affect the perception of stress while driving is interesting since it would help us to get closer to comprehending how the street network design can avoid putting stress on the drivers. Earlier research has measured drivers’ perception of safety under different street conditions by using video clips of real street environments. This study, that is carried out in cooperation with ITRL and it forms part of the MERGEN project, aims to introduce HCI techniques in order to prove that these techniques can bring valuable and credible results when substituting the conventional means of carrying out experiments. The study focuses on how the level of car traffic and the presence or not of traffic signs and lights affect how the drivers’ perceive stress emotion. To extract relevant information, a perceptual experiment was conducted in which 29 subjects were exposed to stimuli that represented four different virtual street scenarios. Each scenario comprised a unique case that combined the two factors under examination. In order to measure the levels of the perceived stress, the subjects of the experiment were asked to answer questions on how they perceive the following four aspects: confidence, comfort, route information and manageability of traffic load. It was concluded that the presence of traffic signs and automated traffic lights has a big impact on every aspect that was examined since a significant difference on the responses given was measured. It was also concluded that the level of car traffic does not play a very significant role when it alters in street scenarios where traffic signs and traffic lights are present. Nevertheless, the level of car traffic becomes a factor on how drivers perceive stress when the street scenario does not include presence of traffic signs and lights. The use of HCI techniques with the goal to extract information on how drivers perceive emotions managed to give back descriptive results, something that can enhance the use of this kind of methods in the evaluation of not only street network designs but any Built Environment design in general. The study is conducted using virtual scenarios but is meant to help better understand emotions in real situations.Att förstå vilka faktorer som påverkar uppfattningen av stress under körning är intressant eftersom det skulle hjälpa oss att begripa hur gatunätets design kan undvika att sätta stress på förarna. Tidigare forskning har mätt förarnas uppfattning om säkerhet under olika gatuförhållanden genom att använda videoklipp från verkliga gatumiljöer. Denna studie, som genomförs i samarbete med ITRL och ingår i MERGEN-projektet, syftar till att införa HCI-tekniker för att bevisa att dessa tekniker kan ge värdefulla och trovärdiga resultat när de ersätter konventionella metoder för att genomföra experiment. Studien fokuserar på hur nivån på biltrafik och närvaro av trafikskyltar och ljus påverkar hur förarna uppfattar stresskänslor. För att extrahera relevant information genomfördes ett perceptuellt experiment där 29 personer utsattes för stimuli som representerade fyra olika virtuella gatuscenarier. Varje scenario bestod av ett unikt fall som kombinerade de två faktorer som undersöktes. För att mäta nivåerna av den upplevda stressen ombads försökspersonerna att svara på frågor om hur de uppfattar de följande fyra aspekterna: förtroende, komfort, ruttinformation och hanterbarhet av trafikbelastningen. Man drog slutsatsen att närvaron av trafikskyltar och automatiserade trafikljus har stor inverkan på varje aspekt som undersöktes eftersom en signifikant skillnad i de givna svaren uppmättes. Man drog också slutsatsen att biltrafiknivån inte spelar en så viktig roll när den förändras i gatuscenarier där trafikskyltar och trafikljus finns. Ändå blir biltrafiknivån en faktor för hur förare upplever stress när gatuscenariot inte inkluderar närvaron av trafikskyltar och ljus. Användningen av HCI-tekniker i syfte att extrahera information om hur förare uppfattar känslor lyckades ge tillbaka beskrivande resultat, något som kan förbättra användningen av denna typ av metoder vid utvärderingen av inte bara gatunätdesign utan alla byggnadsmiljöer generellt. Studien genomförs med virtuella scenarier men är tänkt att hjälpa till att bättre förstå känslor i verkliga situationer.
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Hájková, Barbora. "Dopravně-inženýrské řešení křižovatky ulic Přímá-Nábřeží ve Zlíně". Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2014. http://www.nusl.cz/ntk/nusl-226946.
Testo completoAbstract (sommario):
The master’s thesis deals with a solution of a complicated traffic situation on the Přímá – Nábřeží intersection in Zlin. The first part of the thesis focuses on the diagnostic of the current state of the junction. In the second part, the author compares possible solutions, traffic light control is chosen as the best. Traffic light plans are designed and coordinated with a nearby traffic light controlled intersection Tomáše Bati – Přímá. It the last part, the solution is verified and represented by a microsimulation.
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Chaaban, Yaser [Verfasser]. "Robust hybrid central/self-organising multi-agent systems in intersections without traffic lights / Yaser Chaaban". Hannover : Technische Informationsbibliothek und Universitätsbibliothek Hannover (TIB), 2014. http://d-nb.info/1049297369/34.
Testo completo
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Girard, Sylvie. "Traffic lights and smiley faces : do children learn mathematics better with affective open-learner modelling tutors?" Thesis, University of Bath, 2011. https://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.550820.
Testo completoAbstract (sommario):
This PhD thesis investigates how the use of open-learner modelling (OLM) techniques and the inclusion of affective components in the design of intelligent learning environments can facilitate learning and enhance software usability by increasing children’s motivation and engagement in the learning process. The research solely focuses on mathematical applications, given to English and French children aged seven to nine years. The main contribution of this PhD concerns the study of children’s willingness and ability to use affective OLM applications for better learning. The results show that the way children interact with an OLM application depends on its level of openness and student’s control over the learning process. Children seem to want to access their learner model components. Such access, as well as the understanding of the learner model content, is facilitated by affective embodied pedagogical agents. The children using an intelligent tutoring system with a negotiated learner model appeared to learn more than children who used an environment with an editable or inspectable learner model, as their learning gain from during each learning session on software revealed to be higher . The use of two different representations of the learner model content - one representing the children’s self-beliefs, and the other the system’s assessment of knowledge acquisitions – has proven to lead children to be more involved in the representation of what they know by visually comparing their views of how much a specific concept is grasped to the system’s assessment, and engaging in a negotiation process when a disagreement was found, which led them to learn more from the sessions on software. The results and contributions of this thesis should help give evidence of which theories of emotions better apply to children aged seven to eleven working on OLM applications, how children can, want, and effectively use learner model components according to its representation, content, and method of interaction, and therefore help in the design of future affective OLM educational applications for primary school children.
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Rahimi, Tariq Rahim. "Potential Impacts of Connected Vehicles in Urban Traffic: A Case Study". University of Toledo / OhioLINK, 2018. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1525457750006016.
Testo completo
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Dressler, David. "Simulace dopravy za využití dopravních řadičů". Master's thesis, Vysoké učení technické v Brně. Fakulta informačních technologií, 2019. http://www.nusl.cz/ntk/nusl-403106.
Testo completoAbstract (sommario):
The aim of this master's thesis is to design an extension of the existing simulation system for designing traffic intersections. The required extension will allow the use of the Siemens sX traffic controllers. The introduction to the topic of traffic engineering, traffic controllers configuration and the dynamic traffic control is discussed first. The next part is dedicated to describing the implementation of the existing simulation system. The following chapter describes the use of the sX traffic controllers and also describes the design of the required extension of the existing simulation system, for a purpose of enabling the use of sX traffic controllers. This is followed by a chapter describing the implementation of this extension. The last chapter is devoted to testing the whole system in terms of functionality and performance. Finally, other possibilities for the future development are outlined.
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Bekmann, Joachim Peter Computer Science & Engineering Faculty of Engineering UNSW. "Rapid development of problem-solvers with HeurEAKA! - a heuristic evolutionary algorithm and incremental knowledge acquisition approach". Awarded by:University of New South Wales. School of Computer Science and Engineering, 2006. http://handle.unsw.edu.au/1959.4/25748.
Testo completoAbstract (sommario):
A new approach for the development of problem-solvers for combinatorial problems is proposed in this thesis. The approach combines incremental knowledge acquisition and probabilistic search algorithms, such as evolutionary algorithms, to allow a human to rapidly develop problem-solvers in new domains in a framework called HeurEAKA. The approach addresses a known problem, that is, adapting evolutionary algorithms to the search domain by the introduction of domain knowledge. The development of specialised problem-solvers has historically been labour intensive. Implementing a problem-solver from scratch is very time consuming. Another approach is to adapt a general purpose search strategy to the problem domain. This is motivated by the observation that in order to scale an algorithm to solve complex problems, domain knowledge is needed. At present there is no systematic approach allowing one to efficiently engineer a specialpurpose search strategy for a given search problem. This means that, for example, adapting evolutionary algorithms (which are general purpose algorithms) is often very difficult and has lead some people to refer to their use as a ???black art???. In the HeurEAKA approach, domain knowledge is introduced by incrementally building a knowledge base that controls parts of the evolutionary algorithm. For example, the fitness function and the mutation operators in a genetic algorithm. An evolutionary search algorithm ismonitored by a human whomakes recommendations on search strategy based on individual solution candidates. It is assumed that the human has a reasonable intuition of the search problem. The human adds rules to a knowledge base describing how candidate solutions can be improved, or why they are desirable or undesirable in the search for a good solution. The incremental knowledge acquisition approach is inspired by the idea of (Nested) Ripple Down Rules. This approach sees a human provide exception rules to rules already existing in the knowledge base using concrete examples of inappropriate performance of the existing knowledge base. The Nested Ripple Down Rules (NRDR) approach allows humans to compose rules using concepts that are natural and intuitive to them. In HeurEAKA, NRDR are significantly adapted to form part of a probabilistic search algorithm. The probabilistic search algorithms used in the presented system are a genetic algorithm and a hierarchical bayesian optimization algorithm. The success of the HeurEAKA approach is demonstrated in experiments undertaken on industrially relevant domains. Problem-solvers were developed for detailed channel and switchbox routing in VLSI design and traffic light optimisation for urban road networks. The problem-solvers were developed in a short amount of time, in domains where a large amount of effort has gone into developing existing algorithms. Experiments show that chosen benchmark problems are solved as well or better than existing approaches. Particularly in the traffic light optimisation domain excellent results are achieved.
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Burga-Álvarez, Llorca Oswaldo Ayrton, e Sánchez Fabricio Ramiro Medina. "Evaluación de la precisión para el método de sostenibilidad en el tiempo en intersecciones urbanas". Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2020. http://hdl.handle.net/10757/652164.
Testo completoAbstract (sommario):
Una manera de evaluar si las soluciones para intersecciones urbanizadas son sostenibles en el tiempo, es calculando las demoras para un tránsito futuro y la presente investigación determina la precisión de dicha evaluación. La demora vehicular es uno de los parámetros más importantes utilizado para evaluar el rendimiento de las intersecciones semaforizadas, por tal motivo, profesionales del transporte usan como criterio de optimización del tráfico, la disminución de las demoras. En este artículo, se presenta un enfoque para evaluar la precisión del método de sostenibilidad en el tiempo para intersecciones urbanas, para lo cual se analizarán las demoras en una intersección para diferentes escenarios. Primero, se modelará la intersección de estudio mediante el software Synchro 10. En segundo lugar, el modelo se aplicará para diversos escenarios donde el volumen vehicular incrementará dependiendo del crecimiento vehicular. Se demuestra que, a partir de las demoras obtenidas para cada escenario, se puede estimar la precisión de aplicar la solución que se desee en una intersección, esto en base a la tendencia de la curva de variación porcentual de las demoras en el tiempo. En resumen, la metodología puede ser aplicada en diferentes intersecciones urbanizadas y escenarios donde se pretenda plantear soluciones que sean sostenibles en el tiempo.A way to evaluate if the solutions for urban intersections are sustainable in time, is about calculating the delays for a future traffic and the present investigation establishes the accuracy of that evaluation. The vehicular delay is one of the most important parameters that is used to evaluate the performance of traffic light intersections, for this reason, professionals of transport use as traffic optimization judgment the decrease of delays. This article presents an approach to evaluate the accuracy for the sustainability method in time for urban intersections, for which this investigation analyzes the delays in one intersection for different stages. This project begins with a model of the intersection of study helped by the software Synchro 10. Then, the model will be applied for many stages where the vehicular volume will be increased depending the vehicular growth. Finally, it is proved that due to the estimated delays for each stage, it will be possible to estimate the accuracy of applying a desired solution in an intersection, that is based on the trend of percentages variation curve on time delays. In brief, the methodology could be applied in different urban intersections and stages where it is pretended to propose solutions that are sustainable over the time.
Trabajo de investigación
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Björck, Erik, e Fredrik Omstedt. "A comparison of algorithms used in traffic control systems". Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-229709.
Testo completoAbstract (sommario):
A challenge in today's society is to handle a large amount of vehicles traversing an intersection. Traffic lights are often used to control the traffic flow in these intersections. However, there are inefficiencies since the algorithms used to control the traffic lights do not perfectly adapt to the traffic situation. The purpose of this paper is to compare three different types of algorithms used in traffic control systems to find out how to minimize vehicle waiting times. A pretimed, a deterministic and a reinforcement learning algorithm were compared with each other. Test were conducted on a four-way intersection with various traffic demands using the program Simulation of Urban MObility (SUMO). The results showed that the deterministic algorithm performed best for all demands tested. The reinforcement learning algorithm performed better than the pretimed for low demands, but worse for varied and higher demands. The reasons behind these results are the deterministic algorithm's knowledge about vehicular movement and the negative effects the curse of dimensionality has on the training of the reinforcement learning algorithm. However, more research must be conducted to ensure that the results obtained are trustworthy in similar and different traffic situations.En utmaning i dagens samhälle är att hantera en stor mängd fordon som kör igenom en korsning. Trafikljus används ofta för att kontrollera trafikflödena genom dessa korsningar. Det finns däremot ineffektiviteter eftersom algoritmerna som används för att kontrollera trafikljusen inte är perfekt anpassade till trafiksituationen. Syftet med denna rapport är att jämföra tre typer av algoritmer som används i trafiksystem för att undersöka hur väntetid för fordon kan minimeras. En tidsbaserad, en deterministisk och en förstärkande inlärning-algoritm jämfördes med varandra. Testerna utfördes på en fyrvägskorsning med olika trafikintensiteter med hjälp av programmet Simulation of Urban MObility (SUMO). Resultaten visade att den deterministiska algoritmen presterade bäst för alla olika trafikintensiteter. Inlärningsalgoritmen presterade bättre än den tidsbaserade på låga intensiteter, men sämre på varierande och högre intensiteter. Anledningarna bakom resultaten är att den deterministiska algoritmen har kunskap om hur fordon rör sig samt att dimensionalitetsproblem påverkar träningen av inlärningsalgoritmen negativt. Det krävs däremot mer forskning för att säkerställa att resultaten är pålitliga i liknande och annorlunda trafiksituationer.
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Hökby, Leonard. "An emprical analysis of the effect of emergency lights on the speed of road assistance vehicles on highways in Stockholm". Thesis, KTH, Geoinformatik, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-301670.
Testo completoAbstract (sommario):
Any situation that causes traffic to stop or slow down creates cost for society, both in terms of lost time for the road users and increased CO2 emissions. Trafik Stockholm, a traffic management centre for Stockholm collectively run by STA, Stockholm city and Nacka municipality therefore have the responsibility to facilitate the removal of such situations. One of the means by which they do that is by sending out road assistance vehicles (RAVs) to help clearing these situations. In order to do so effectively there is a need to know the effect of emergency lights on the time it takes for the RAV to reach its destination. This thesis thus examines how the emergency lights affect the speed at which the RAVs can travel by comparing the actual speed at which the RAVs have travelled using emergency lights to the mean speed of traffic on the same highway at the same time. It is concluded that there might be a significant effect, but further studies are necessary to prove this statistically.
20
Iwanowicz, Damian. "Model procesu powstawania i zmienności długości kolejki pojazdów na wlotach skrzyżowań z sygnalizacją świetlną". Rozprawa doktorska, Uniwersytet Technologiczno-Przyrodniczy w Bydgoszczy, 2018. http://dlibra.utp.edu.pl/Content/1178.
Testo completoAbstract (sommario):
W rozprawie doktorskiej przedstawiono najważniejsze z punktu widzenia praktycznego modele matematyczne, odnoszące się między innymi do długości kolejki pozostającej oraz do maksymalnego zasięgu kolejki pojazdów - dla dowolnie przyjętego okresu analizy. Zostały one opracowane na podstawie badań ruchuThe following dissertation presents the most important mathematical models from the practical point of view, relating to, inter alia, the length of the remaining queue, as well as the maximum vehicle queue reach, for any assumed analysis period. They were elaborated based on traffic research
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Tejkal, David. "Přestavba křižovatky Pisárecká – Veslařská v Brně". Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2015. http://www.nusl.cz/ntk/nusl-227315.
Testo completoAbstract (sommario):
The main reason of doing this master thesis is reconstruction crossroad Pisarecka – Veslarska in Brno with growing traffic intensity up every year. Obviously had to be observed the best safety draw around the walking and bicycle area. This crossroad is using like transfer place. The result of this work is to elaborate of the situation including charasteristic cut sections and longitudinal profile of main road. Part of this work is an estimate of the financial cost to realize this building.
22
Горбань, А. С., e О. С. Кметюк. "Розробка системи автоматизації світлофорного регулювання". Thesis, ВНТУ, 2016. http://conferences.vntu.edu.ua/index.php/all-feeem/all-feeem-2016/paper/view/334.
Testo completoAbstract (sommario):
Запропонована адаптивна система керування дорожнім рухом за критерієм мінімальної транспортної затримки з комбінованим керуванням інтенсивністю транспортного потокуThe proposed adaptive traffic control system by the criterion of minimal transport delay with combined intensity control traffic flow.
23
Rausch, Markus. "Ereignisorientierte Routenwahl in spontan gestörten Stadtstraßennetzen zur Anwendung eines selbstorganisierten Störfallmanagements". Doctoral thesis, Saechsische Landesbibliothek- Staats- und Universitaetsbibliothek Dresden, 2016. http://nbn-resolving.de/urn:nbn:de:bsz:14-qucosa-196535.
Testo completoAbstract (sommario):
Die Mobilität von Personen und Gütern, insbesondere in Städten, ist der Motor einer Volkswirtschaft. Dieser Motor kommt jedoch ins Stottern, wenn Staubildung im Stadtstraßennetzwerk einsetzt. Eine unvermeidbare Ursache von Staubildung stellen Verkehrsstörfälle dar, die schlimmstenfalls zu Gridlocks führen können. In der Folge werden hohe Kosten für Verkehr, Wirtschaft und Umwelt verursacht. Mit welchen Gegenmaßnahmen kann die Staubildung im Netzwerk effektiv bewältigt werden? Wie können entsprechende Gegenmaßnahmen realistisch noch vor einem praktischen Einsatz bewertet werden? Ausgehend von diesen Fragestellungen, widmet sich diese Dissertation der Entwicklung eines ereignisorientierten Routenwahlmodells für den Stadtstraßenverkehr und eines selbstorganisierten Störfallmanagements als Gegenmaßnahme zur Reduzierung negativer Auswirkungen der Staubildung. Zur Modellierung des Routenwahlverhaltens in ereignisreichen Stadtstraßennetzen wird das ereignisorientierte Routenwahlmodell entwickelt. Der Ausgangspunkt des Modells ist die diskrete Wahltheorie. Entscheidungsprozesse einzelner Autofahrer werden vor und während der Fahrt direkt simuliert. Der Entscheidungsprozess ist dabei maßgeblich von Beobachtungen lokaler Verkehrsbedingungen geprägt. Somit wird nachgebildet, dass Autofahrer flexibel auf unvorhergesehene Ereignisse durch Routenwechsel reagieren können. Auf diese Weise ist eine realistische Simulation des Routenwahlverhaltens von Autofahrern in der Stadt möglich. Das ereignisorientierte Routenwahlmodell ist zudem generisch formuliert. Es lässt sich zur Bewertung von Gegenmaßnahmen für störfallbedingte Staubildung einsetzen und bedient darüber hinaus ein breites Anwendungsspektrum. Der zweite Beitrag dieser Dissertation ist ein selbstorganisiertes Konzept für ein Störfallmanagement in Stadtstraßennetzen als Gegenmaßnahme zur Staubildung. Es vereint zwei lokal wirkende Prinzipien, deren Ausgangspunkte die Lichtsignalanlagen im Stadtnetzwerk sind. Mit verlängerten Rotzeiten werden Fahrzeuge an einer Kreuzung an der Einfahrt in einen Straßenabschnitt gehindert, wenn ein vorgesehener Rückstaubereich ausgeschöpft ist, da andernfalls Blockaden auf den Kreuzungen entstehen. Gleichzeitig werden noch freie Richtungen an der Kreuzung durch verlängerte Grünzeiten attraktiver gestaltet, um Autofahrer zum Umfahren der Staubildung zu motivieren. Die Anwendung der lokalen Wirkungsprinzipien stellt sich vollständig selbstorganisiert, d.h. ohne Vorgabe eines Planers, mit dem Ausmaß der Staubildung im Netzwerk ein. Simulationsstudien in zwei unterschiedlich komplexen Netzwerken haben die Machbarkeit des selbstorganisierten Störfallmanagements nachgewiesen. Gegenüber einem gewöhnlichen Netzwerk konnte für alle untersuchten Störfälle die Akkumulation zusätzlicher Fahrzeuge im Netzwerk während des Störfalls signifikant reduziert werdenThe mobility of people and goods, especially in urban areas, is of significant importance for national economies. However, recurrent congestion in urban road networks, caused by increased traffic demand, considerably restrains mobility on a daily basis. Another significant source of congestion are traffic incidents which even might lead to gridlock situations. Congestion raises high costs for traffic, economy and environment. Which countermeasures should be applied for an effective management of urban congestion? How can appropriate countermeasures be realistically evaluated? Based on these questions, this thesis is devoted to the development of an event-oriented route choice model for urban road traffic and a self-organized incident management strategy as an effective countermeasure for urban congestion. The first contribution of this thesis is an event-oriented route choice model for urban road networks. It is based on discrete choice theory and models decision-making processes of individual motorists before and during their journey. A key aspect of the proposed model is the motorist's ability to observe local traffic conditions. These observations are then included in the decision process. In this way, it can be modeled that motorists respond to unforeseen events by route revisions. This allows a realistic simulation of the route choice behavior of motorists in naturally eventful urban road networks. Furthermore, the event-oriented route choice model is flexibly formulated. It can be used for the evaluation of countermeasures for incident-related congestion and, moreover, allows a wide range of applications. The second contribution of this thesis is a self-organized concept of an incident management strategy in urban road networks as a countermeasure for urban congestion. It combines two locally acting principles on the basis of traffic lights in an urban road network. The inflow of vehicles into a road segment is regulated with restricted or skipped green times as soon as an allocated queuing capacity is depleted. Otherwise, blockages would result on the intersection. At the same time, yet free alternative directions are served with regular or even extended green times and, thus, might become more attractive to the driver than the original congested direction. The application of these local principles is realized in a completely self-organized manner, thereby scaling directly with the extent of congestion in the urban road network. Simulation studies in two networks with different complexity have proven the feasibility of the self-organized incident management. Compared to an ordinary network, the extents of additional vehicles due to investigated incidents were significantly reduced
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Walter, Heidi-Kristin [Verfasser], e H. A. [Akademischer Betreuer] Wagenknecht. ""DNA/RNA Traffic Lights 2.0" - Entwicklung von wellenlängenverschiebenden DNA- und RNA-Sonden unter Verwendung von "Click"-Modifikationen / Heidi-Kristin Walter ; Betreuer: H.-A. Wagenknecht". Karlsruhe : KIT-Bibliothek, 2016. http://d-nb.info/1122461534/34.
Testo completo
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Švaňa, Petr. "Simulátor dopravních infrastruktur a situací". Master's thesis, Vysoké učení technické v Brně. Fakulta informačních technologií, 2018. http://www.nusl.cz/ntk/nusl-386007.
Testo completoAbstract (sommario):
The aim of this master's thesis is to develop a simulation system using the Siemens sX traffic controllers configurations. The system is composed of two separate applications. The first one uses the existing platform SUMO as a source of simulation data and is also used as a server. The second is a web-based application for creating and editing simulation situations and also for visualisation of simulation data from the server. The introduction to the topic of traffic engineering and the dynamic traffic control is discussed first. The description of the design and implementation of the simulation application directly follows. In the next part the design and implementation of the web-based application is discussed. The last part of the thesis describes the testing of the whole system.
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北折, 充隆, e Mitsutaka Kitaori. "歩行者の交差点における信号無視行動とその態度との関連について: 公的・私的自己意識も踏まえて". 名古屋大学教育学部, 1999. http://hdl.handle.net/2237/2951.
Testo completo
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Forslund, Ida. "Tryggheten på Brynäs - en uppföljning av Gävle kommuns trygghetsvandring". Thesis, Högskolan i Gävle, Akademin för hälsa och arbetsliv, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:hig:diva-7874.
Testo completoAbstract (sommario):
Studien var en uppföljning av en trygghetsvandring i stadsdelen Brynäs i Gävle som gjordes 2008 med medverkan av boende i stadsdelen och tjänstemän från kommunen. Syftet med denna undersökning var att ta reda på hur de boende uppfattar trygghet i stadsmiljö utifrån sig själva och med avseende på vissa i förväg formulerade punkter. Syftet var också att utvärdera hur boende i stadsdelen Brynäs uppfattar tryggheten i området efter de förändringar som Gävle kommun gjort i den byggda miljön. Resultaten visade att det viktigaste för tryggheten var generellt att ha kontroll på och överblick över vad som händer runtomkring en. Denna känsla kunde minska eller öka genom olika faktorer i den byggda miljön. Med tanke på detta kändes öppna platser tryggare än trånga och belysning ökade tryggheten till viss del. Det var också viktigt är att området kändes välskött och att det fanns mycket folk runtomkring en. Trafiksituationen på Brynäs uppfattades som väldigt otrygg. Angående oskötta miljöer kom diskussionerna ofta in på socialt utsatta miljöer och människor i sådana miljöer, som upplevdes som brottsbenägna. Människor som vistades i stadsmiljö var minst lika viktiga som miljöerna – miljöerna var ett medel för att dölja eller avslöja dessa människor.Resultaten visade också att informanterna till största delen inte märkt de förändringar som Gävle kommun genomfört.This study was a follow up on a project on satefy in Brynäs, performed by the community of Gävle. The aim of the study was to investigate the perceptions of safety in Brynäs by the people living there, from the persons´ spontaneous points of view and from certain subjects already specified from present research. The aim of the study was also to examine how people on Brynäs percieve some interventions in the built urban environment in Brynäs that the community of Gävle made between 2008 and 2010. The results showed that the most important factors that make the environment feel safe was that it should give people an overview of the surroundings. The informants said that overview of the surroundings made them feel in control of what happens around them. The informants thought a lot about areas with low socioeconomic status and the people living there as correlated with increaesed risks of crime. The people appearing in urban environments were as important for the perceptions of safety as the environments themselves – the environment could hide or show people able to comitting crimes to other people. The informants had mostly not noticed the interventions in the built environment made by the community of Gävle.
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Sammoud, Bassem. "Contribution à la modélisation et à la commande des feux de signalisation par réseaux de Petri hybrides". Thesis, Belfort-Montbéliard, 2015. http://www.theses.fr/2015BELF0262/document.
Testo completoAbstract (sommario):
Le trafic routier entraine de nombreux effets néfastes, dont la pollution, l'insécurité et la congestion. La plupart de méthodes développées, pour la régulation du trafic urbain au niveau des carrefours, cherche à réduire les temps d’attente et les longueurs des files d'attente. Ces méthodes se fixent principalement comme objectif l’optimisation des cycles de feu sur un horizon fini.Pour la description du trafic, nous adoptons une modélisation par les réseaux de Pétri Hybrides (RdPH), qui représente, simultanément, deux niveaux de représentation complémentaires : l'évolution continue des files d'attente et l'évolution discrète des feux tricolores. Ces deux niveaux sont, respectivement, articulés autour des réseaux de Pétri à vitesses variables et des réseaux de Pétri discrets temporisés.Nous élaborons en plus, une nouvelle stratégie pour résoudre le problème de la régulation du trafic urbain intervenant d'une manière adaptée au niveau des feux de signalisation. Nous cherchons à éviter, en premier lieu,la congestion et la sursaturation des files d'attente, qui ne doivent pas dépasser l'optimum des capacités des voies de l'intersection et, en second lieu, à réduire le temps d'évacuation des véhicules au niveau du carrefour et surtout les temps d'attente des conducteurs.Dans ce sens, un premier algorithme est élaboré pour calculer les longueurs des files d'attente, utilisant une approche qui se base sur la simplification de la modélisation d'un carrefour. Pour optimiser le temps moyen d’attente et le temps total d'évacuation sont, considérés et appliqués, avec succès, une heuristique de contrôle et une stratégie de régulation à feux fixe et à feux variables, suite à la détermination de la durée de feu vert correspondante à la situation de l'intersection en temps réel.Nous envisageons, de généraliser les résultats de nos travaux exploitant le modèle RdPH aux intersections plus complexes pour des situations réelles d'un réseau de carrefourRoad traffic causes many adverse effects, including pollution, insecurity and congestion. Most of the developedmethods for regulation of urban traffic at crossroads, seeking to reduce wait times and lengths of queues. Thesemethods are mainly set objective optimization fire cycles over a finite horizon.To describe the composition of traffic, we opted for a traffic modeling by hybrid Petri nets, representingsimultaneously two complementary levels of representation: the continuing evolution of queues and discreetchanging traffic lights. These two levels are respectively articulated about Petri nets variable speed and discretetimed Petri nets.We chose, as well, for a new strategy to solve the problem of urban traffic control intervening in an appropriatemanner to the level of the signal lights. We sought to avoid first, congestion and the super saturation of queues,which must not exceed the optimum capacity of the intersection of routes studied and, second, to reduce theevacuation time of vehicles at the crossroads and especially waiting times for drivers.In this sense, a first algorithm is developed to calculate the lengths of queues, using a modeling simplificationapproach to a junction. To optimize the average waiting time and the total evacuation time are considered andapplied successfully by a heuristic control lights and a fixed control strategy and floating lights, following thedetermination of the duration of corresponding green light to the situation in real time intersectionWe plan to generalize the results of our work exploiting RDPH model to complex intersections for real situations of acrossroads network
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Fornaciari, Isabela Aparecida. "Investigações no campo da programação semafórica". Universidade de São Paulo, 2010. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-13122010-164945/.
Testo completoAbstract (sommario):
Neste trabalho são investigados alguns aspectos relacionados com a programação de tempos de semáforos isolados. A seguir são comentados os principais resultados obtidos. Os valores obtidos na cidade de São Carlos são os seguintes: tempo médio total (no início e no final) perdido no verde mais amarelo por fase veicular nos semáforos igual a 3,12 s (interseção em nível e fluxo sem conversão); velocidade média dos pedestres na travessia em semáforos igual a 1,28 m/s e velocidade correspondente ao 85 percentil igual a 1,00 m/s. Com exceção de alguns casos especiais, os valores do atraso fornecidos pelos métodos: Webster, HCM-2000, Simulador Integration e Simulador Corsim são da mesma magnitude e, portanto, perfeitamente viáveis de serem utilizados nos estudos práticos. Na determinação dos tempos que compõem a fase destinada à travessia de pedestres em semáforos, os métodos Ferraz e MUTCD são mais indicados que os métodos Webster/Denatran e CET-SP, uma vez que proporcionam adequada segurança sem \"assustar\" os pedestres e com o mínimo de prejuízo à capacidade do fluxo veicular. O emprego de fase exclusiva para pedestres em semáforos com duas fases veiculares leva aos seguintes acréscimos aproximados nos valores do atraso médio dos veículos: 40% para fluxos veiculares até 1000 v/h, 25% para fluxos veiculares da ordem de 1100 v/h e 20% para fluxos veiculares da ordem de 1200 v/h.In this research some aspects related to time programming of single traffic lights are investigated. The main results are commented as follows. The values obtained in the city of São Carlos are: total average lost time (in the beginning and in the end) in the green and yellow phases in each vehicular signal phase equal to 3.12 s (level intersection and flow without conversion), pedestrians average speed on the traffic lights crossing equal to 1.28 m/s and speed corresponding to the 85º percentile equal to 1.00 m/s. Except for some special cases, the values of the delay provided by the Webster, HCM-2000, Simulator Integration and Simulator Corsim methods are of the same magnitude and, therefore, they are perfectly feasible to use in practical studies. In determining the periods of the pedestrian crossing stage for the traffic signals, the Ferraz and MUTCD methods are more indicated than the Webster/Denatran and CET-SP methods, since they provide appropriate safety without \"scaring\" the pedestrians and with minimal damage to the vehicular flow capacity. The use of exclusive pedestrian phase at two vehicular stage signals leads to the following approximate increases in the values of the vehicles average delay: 40% to vehicle flow up to 1000 v/h, 25% for vehicle flow about 1100 v/h, and 20% for vehicle flow about 1200 v/h. In this research some aspects related to time programming of single traffic lights are investigated.
30
Tischler, Kathleen. "Neue Ansätze zur Nutzung von Induktionsschleifen-Daten an Lichtsignalanlagen". Doctoral thesis, Saechsische Landesbibliothek- Staats- und Universitaetsbibliothek Dresden, 2016. http://nbn-resolving.de/urn:nbn:de:bsz:14-qucosa-200896.
Testo completoAbstract (sommario):
Die vorliegende Dissertationsschrift widmet sich zwei Zielen: Mittels Induktionsschleifen-Detektoren einerseits die Verkehrsregelung an Knotenpunkten durch die Minimierung von Fahrzeughalten zu verbessern, und andererseits eine Veränderung der Verkehrsqualität durch die Schätzung von Kfz-Wartezeiten automatisiert zu erheben.
Im ersten Teil wird ein modellbasiertes Steuerverfahren entwickelt, das Grünzeiten verkehrsabhängig und lokal anpasst. Es kann sehr gut in eine übergeordnete Steuerung zur Koordinierung in Verkehrsnetzen eingebunden werden und überlässt dieser die Optimierung von Phasenfolgen, Umlauf- und Versatzzeiten.
Um auch bei hohen Auslastungen Kapazitäten bestmöglich zu nutzen, priorisiert es zunächst die Leerung von Warteschlangen. Anschließend erfolgt die Anpassung der Grünzeiten zwischen einer minimalen und maximalen Dauer so, dass Fahrzeughalte minimiert werden. Dafür werden Detektoren in ausreichender Entfernung im Zufluss einer Kreuzung verwendet, um Fahrzeugankünfte an der Haltelinie für die aktuelle und die nächste Phase zu prognostizieren. Bei der sich anschließenden Bilanzierung potenzieller Fahrzeughalte und der Wahl des günstigsten Umschaltzeitpunktes kann auf zusätzliche Modellannahmen verzichtet werden. Die Simulationsergebnisse zeigen, dass bei einer Minimierung der Fahrzeughalte gleichzeitig eine Reduktion von Wartezeiten möglich ist.
Im zweiten Teil werden Kfz-Wartezeiten auf Basis der meist bereits vorhandenen Induktionsschleifen-Detektoren im Zufluss und im Abfluss einer Kreuzung geschätzt. Dafür werden die Zeitpunkte der Fahrzeugüberfahrten an einem Zufluss- und einem Abflussquerschnitt getrennt gemessen werden. Aus ihnen wird jeweils ein mittlerer Überfahrzeitpunkt ermittelt und nach Berücksichtigung der freien Fahrzeit eine mittlere Wartezeit geschätzt. Messintervalle an beiden Querschnitten, die um die mittlere freie Fahrzeit versetzt sind, sowie eine unbedingte Warteschlangenleerung am Ende einer Messung sollen sicherstellen, dass potenziell dieselben Fahrzeuge erfasst werden. Auf eine Fahrzeugwiedererkennung und damit auf eine Ausrüstung mit zusätzlicher Technik kann dadurch verzichtet werden.
Damit sich das Verfahren für den Praxiseinsatz eignet, muss es möglichst robust gegenüber zufälligen Detektorfehlern sein. Dafür wird ein Fehlermodell entwickelt und mögliche Abweichungen gegenüber einer korrekten Messung untersucht. Aufgrund der unabhängigen Berechnung von mittleren Überfahrzeiten aus der getrennten Messung im Zufluss und im Abfluss zeigt sich, dass zufällige Fehler nicht zu systematischen Abweichungen in der Wartezeitschätzung führen.
31
Cabezas, García José Xavier. "Heuristic methods for solving two discrete optimization problems". Thesis, University of Edinburgh, 2018. http://hdl.handle.net/1842/31093.
Testo completoAbstract (sommario):
In this thesis we study two discrete optimization problems: Traffic Light Synchronization and Location with Customers Orderings. A widely used approach to solve the synchronization of traffic lights on transport networks is the maximization of the time during which cars start at one end of a street and can go to the other without stopping for a red light (bandwidth maximization). The mixed integer linear model found in the literature, named MAXBAND, can be solved by optimization solvers only for small instances. In this manuscript we review in detail all the constraints of the original linear model, including those that describe all the cyclic routes in the graph, and we generalize some bounds for integer variables which so far had been presented only for problems that do not consider cycles. Furthermore, we summarized the first systematic algorithm to solve a simpler version of the problem on a single street. We also propose a solution algorithm that uses Tabu Search and Variable Neighbourhood Search and we carry out a computational study. In addition we propose a linear formulation for the shortest path problem with traffic lights constraints (SPTL). On the other hand, the simple plant location problem with order (SPLPO) is a variant of the simple plant location problem (SPLP) where the customers have preferences on the facilities which will serve them. In particular, customers define their preferences by ranking each of the potential facilities. Even though the SPLP has been widely studied in the literature, the SPLPO has been studied much less and the size of the instances that can be solved is very limited. In this manuscript, we propose a heuristic that uses a Lagrangean relaxation output as a starting point of a semi-Lagrangean relaxation algorithm to find good feasible solutions (often the optimal solution). We also carry out a computational study to illustrate the good performance of our method. Last, we introduce the partial and stochastic versions of SPLPO and apply the Lagrangean algorithm proposed for the deterministic case to then show examples and results.
32
Bajus, Tomáš. "Optimální nasazení generátorů hypotéz pro detekci semaforů ve snímcích". Master's thesis, Vysoké učení technické v Brně. Fakulta elektrotechniky a komunikačních technologií, 2017. http://www.nusl.cz/ntk/nusl-316389.
Testo completoAbstract (sommario):
Táto práca sa zaoberá detekciou semafórov na snímkoch z kamery. Cieľom je nájsť vhodné nastavenie a kombináciu dostupných detektorov. V prvej časti práce je vysvetlený princíp funkcie použitých detektorov. Nasleduje zhodnotenie vlastností jednotlivých detektorov pred ich optimalizáciou. V ďalšej časti práce je popísaný proces testovania a evaluácie detektorov a predstavený nový systém pre zefektívnenie hľadania optimálneho nastavenia detektorov. V rámci optimizácie je popísaný effekt jednotlivých parametrov na chovanie systému a sú navrhnuté rozpätia vhodných hodnôt pre každý parameter. Taktiež je predstavené nové zapojenie detektorov sú nájdené optimálne pracovné body systému. Posledná časť sa zaoberá použitím vhodných metód na filtorvanie a zhlukovanie hypotéz. Nakoniec je prezentovaná celková funkčnosť systému pred a po optimizácii a výsledky sú zhodnotené.
33
Ghorbani, Nathalie. "Framtagning av ny cykelbelysning med ljussignalering". Thesis, KTH, Tillämpad maskinteknik (KTH Södertälje), 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-232684.
Testo completoAbstract (sommario):
Syftet med projektet var att ta fram en ny cykelbelysning för att höja cyklisters säkerhet och förenkla trafikregler samt utförandet av signalering. Genom en nulägesanalys av befintliga produkter, elektronikkomponenter och slutanvändarnas uttalanden kunde kundbehov tas fram. Därefter rangordnades kundbehoven och en funktionslista tillsammans med en produktspecifikation kunde verkställas. Med dem som grund utfördes en idégenerering med flera olika lösningskoncept där ett val gjordes baserat på en Kesselringmatris. Det vinnande konceptet var ett par pedaler med integrerad belysning. Genom en accelerometer fungerar pedalen som en bromslykta och med hjälp av en extern kontroll kan körriktningsvisare sättas igång som projiceras på marken. Elektriciteten som behövs till pedalernas belysning genereras när cyklisten roterar pedalaxeln via en generator. Som slutsats uppfylldes projektets mål men mer arbete behöver göras kring projektets avgränsningar för en färdig produkt.The purpose of the project was to develop a new bicycle light in order to improve cyclists’ safety and to make it easier for them to follow traffic regulations. Using a status analysis of existing products, electronics and the end users statements the customer needs could be documented. Then the needs were ranked and a function list together with a product specification was produced. With them as a base the brainstorming could begin where multiple concept solutions were made and one of them chosen as a winner through a Kesselring matrix. The winning concept was a pair of pedals with integrated lighting. With the help of an accelerometer the pedal worked as a brake light and with an external control system turn signals could be turned on and were projected on the ground. The electricity needed for the pedals light system is generated when the user rotates the pedal axis with the help of a generator. As a conclusion all the project goals were fulfilled but more work needs to be done regarding the projects limitations for a complete production ready product.
34
De, Charette Raoul. "Algorithmes de vision pour la pluie et les feux tricolores pour les systèmes d'aide à la conduite". Phd thesis, Ecole Nationale Supérieure des Mines de Paris, 2012. http://pastel.archives-ouvertes.fr/pastel-00802707.
Testo completoAbstract (sommario):
L'utilisation d'algorithmes de vision permettrait d'élargir le domaine d'application des systèmes d'aide à la conduite à d'autres situations telles que : les scènes urbaines ou les conditions météorologiques dégradées. À cette fin, trois nouvelles applications sont étudiées dans cette thèse pour la pluie et les feux tricolores. La pluie est la condition météorologique dégradée la plus fréquente. Nous comparons les modèles physiques et photométriques existants pour la pluie et les gouttes de pluie. Lors d'une conduite en temps de pluie de jour, les gouttes sur le pare-brise diminuent considérablement la visibilité du conducteur. Lorsqu'elles sont vue par une camera embarquée standard celles-ci apparaissent défocalisées. Ainsi, nous proposons de détecter ces gouttes hors-focus en utilisant soit une approche par manque de gradients soit par l'évaluation locale du flou. Lors d'une conduite de nuit sous la pluie, ce sont les phares qui paradoxalement diminuent la visibilité car leur lumière est réfléchie par les gouttes vers le conducteur. Nous appuyant sur la conception d'un simulateur physique, nous proposons un éclairage adaptatif qui illuminerait la scène sans éclairer les gouttes qui tombent. Les résultats de notre simulateur et le premier prototype construit montre que l'idée avancée pourrait efficacement améliorer la visibilité générale d'une scène. D'autre part, nous étudions la détection et le suivi de gouttes de pluie à grande vitesse. Les feux tricolores ont un rôle crucial dans la compréhension des scènes urbaines. Bien qu'il existe déjà des systèmes de détection de feux tricolores, les algorithmes actuels ne fonctionnent que dans des conditions simples. Ainsi, nous avons développé un algorithme de détection de feux tricolores qui utilise une détection en niveau de gris des spots lumineux et une classification par reconnaissance de modèle. L'approche ainsi conçue est assez flexible pour détecter différents types de feux tricolores même avec une camera à faible dynamique. Notre proposition a été évaluée sur des séquences acquises en France, Chine et Suisse.
35
Chevrolet, Dominique. "Deux études de transport urbain : ordonnancement des phases d'un carrefour, modèles désagrégés de déplacements dans l'agglomération grenobloise". Phd thesis, Grenoble 1, 1986. http://tel.archives-ouvertes.fr/tel-00321160.
Testo completoAbstract (sommario):
La première partie de la thèse est consacrée au problème de la gestion des feux tricolore d'un carrefour, et la deuxième partie s'inscrit dans le cadre plus général de la modélisation des déplacements urbains
36
Jauregui, Obando Christian André, e Domínguez María Donata Torres. "Propuesta de semaforización actuada con detección de presencia peatonal, en la intersección de la Av. Huandoy con la carretera Panamericana Norte, para reducir el tiempo de cruce peatonal y la longitud de cola vehicular". Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2021. http://hdl.handle.net/10757/657110.
Testo completoAbstract (sommario):
Un problema considerable en Lima es el congestionamiento vehicular, debido al crecimiento demográfico continuo, el centralismo, la escasa planificación urbanística y el crecimiento sostenido del parque automotor. La presente tesis se centra en la intersección de la carretera Panamericana Norte con la avenida Huandoy distrito de Los Olivos. La realidad problemática presente en la intersección es la gran variabilidad del flujo peatonal y vehicular bajo un sistema de semáforo de tiempo fijo. Por ende, la consecuencia de este tipo de semáforos aumenta los tiempos de cruce peatonal, es decir el tiempo que demoran los peatones en cruzar la vía y las longitudes de colas vehiculares. La investigación propone el diseño de un ciclo semafórico completamente actuado cuyo objetivo es captar la densidad de peatones en las islas de refugio y dar prioridad de paso de acuerdo con las necesidades del entorno. Para ello, se realizó un estudio de identificación de los volúmenes, tanto de peatones como de vehículos y en los que al realizar los flujogramas para un intervalo de 15 minutos se demostró la alta variabilidad de volúmenes presentes en una hora. El modelo de control de prioridad óptimo se simula y valida. Así mismo, se hace uso del módulo VisVAP del programa Vissim, para asignar la condicional de cruce. Finalmente. los resultados demuestran que, se redujo el tiempo de cruce peatonal en el sentido oeste a este en 6.38% y en 20.84% la longitud de cola vehicular. Además, se mejoró la geometría vial, esto permitió mayor área para la isla de refugio.A major problem in Lima is vehicle congestion, due to continued population growth, centralism, poor urban planning and the growth of the automotive fleet. This thesis focuses on the intersection of the Panamerican highway with Huandoy avenue in the Los Olivos district. The problematic reality present at the intersection is the traffic light at fixed time as a traffic regulator. Owing to this, the system is inefficient for the great variability of pedestrian and vehicular volumes in the study area. And the consequence of this type directly prejudice pedestrian crossing times and vehicle queue lengths. The research proposes the design of a fully actuated signal control whose objective is to detect the density of pedestrian on the refuge islands and prioritize the passage according to needs of the environment. To do this, a study was carried out to identify the volumes, both of pedestrians and vehicles, and when performing the flow charts for a n interval of 15 minutes, the high variability of volumes present in one hour was demonstrated. The optimal priority control model is simulated and validated. Likewise, the VisVap module of the Vissim9 program is used to assign the crossing condition. Finally, the results show that the pedestrian crossing time was reduced by 6.38% and the length of vehicle queues by 20.84 %. In addition, the road geometry was improved, this allowed more area for the refuge island.
Tesis
37
Mlčková, Ivana. "Mikrosimulace dopravního proudu při liniovém řízení". Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2016. http://www.nusl.cz/ntk/nusl-240413.
Testo completoAbstract (sommario):
The main task of this thesis is to verify the line management of traffic. A microsimulation model of traffic was made in program for traffic simulation called Aimsun. The data from radar measuring have been processed and then put into the model. Some of parameters in model were adapted to meet the reality on the road. Finally, there have been suggested more suggestions in this model and the efficiency of the solutions was evaluated.
38
Cutipa, Luque John Peter, e Laffore Edson Lozano. "Optimización del Comportamiento Operacional de una Intersección Tipo Trébol aplicando Semaforización Inteligente con la Metodología Ramp Metering". Bachelor's thesis, Universidad Peruana de Ciencias Aplicadas (UPC), 2020. http://hdl.handle.net/10757/653976.
Testo completoAbstract (sommario):
Los tréboles son infraestructuras diseñadas para mejorar la circulación y seguridad vehicular en las intersecciones. El trébol analizado se define como una intersección vial a desnivel parcial de tres lazos y cuatro ramales directos; el cual, está comprendido por la vía expresa metropolitana Javier Prado y la vía expresa nacional Panamericana. Esta investigación se realizó mediante un análisis de riesgo donde se obtuvo un nivel de riesgo intolerable identificado en los conductores que invaden las vías adyacentes; los cuales, interrumpen el flujo vehicular y pueden ocasionar colisiones. Además, se identificó problemas en su comportamiento operacional, especialmente en los lazos que confluyen con las vías principales. Esto debido al ingreso desordenado de vehículos, inadecuada dosificación vehicular y maniobras peligrosas realizadas por los conductores que tratan de ingresar a la via principal. La presente investigación propone un sistema de semaforización inteligente con la metodología Ramp metering en base al algoritmo ALINEA. El cual, ordena, mediante una dosificación vehicular en tiempo real, el ingreso de los vehículos hacía las vías principales. Además, disminuye la probabilidad de colisiones ya que aplica un control de ingreso adaptativo. La propuesta logra que la velocidad promedio se incremente en 15,8% y que los tiempos de viaje se reduzcan en un máximo de 19.1%. Adicionalmente, existe un leve incremento de 30 Veh/h en el aforo vehicular del trébol. A partir de lo observado, se demuestra que la optimización de parámetros individuales genera una sinergia que influye positivamente en el comportamiento operacional del trébol.Clovers are infrastructures designed to improve traffic and vehicular safety at intersections. The analyzed cloverleaf is a partially uneven road intersection with three loops and four direct branches located in the Javier Prado highway and the Panamericana highway in the city of Lima. The research will base on a risk analysis with an intolerable level of risk identified in drivers who invaded adjacent roads. Interrupt the flow of vehicles and can cause chain collisions. Also, it was possible to identify problems in their operational behavior, especially in the loops that converge with the main roads. Due to the disorderly entry of vehicles, inadequate vehicle dosing, the formation of lines in cloverleaf loops, increased probability of collisions and dangerous maneuvers carried out by drivers trying to enter the main road. The present research proposes an intelligent traffic light system with the Ramp metering methodology based on the ALINEA algorithm. Which, through real-time vehicle dosing, orders the entry of vehicles onto the main roads. Besides, it reduces the probability of collisions since it applies adaptive entry control. The research achieves an increased by 15.8% in the average speed, and a maximum of 19.1% reduces that travel times. Additionally, there is a slight increase of 30 Veh / h in clover's vehicle capacity. Furthermore, it shows that the optimization of individual parameters generates a synergy that positively influences the operational behavior of the clover.
Tesis
39
Uebel, Stephan, Torsten Schubert, Robert Richter, Anja Liebscher, Per Lewerenz, Mario Krumnow e Christoph Köhler. "Energieeffizientes Fahren 2014 (EFA2014) - 2. Projektphase Erhöhung der Reichweite von Elektrofahrzeugen". Saechsische Landesbibliothek- Staats- und Universitaetsbibliothek Dresden, 2015. http://nbn-resolving.de/urn:nbn:de:bsz:14-qucosa-159586.
Testo completoAbstract (sommario):
In AP 1.4 wurde ein Verfahren zur Schaltzeitprognose verkehrsabhängiger Lichtsignalanlagen entwickelt, welches auf eine Vielzahl weiterer Lichtsignalanlagen anwendbar ist. Weiterhin wurden (AP.1.4.5) im Bereich der spurgenauen Ortung, die auf Basis von GPS ermittelten Positionen durch Fusion mit anderen Sensordaten, wie der axialen Beschleunigungen und den Drehraten um die Fahrzeughochachse sowie der Einbeziehung einer digitalen Karte (Digital Enhanced Map), diese hinsichtlich einer Spurdetektion weiterhin verbessert.
Im Bereich der Datenübertragung (LSA-Fzg.) konnte die erste Teilstrecke von der Verkehrsmanagementzentrale zum Serviceprovider im Labor untersucht werden. In AP 2.1 wurde eine auf der optimalen Steuerung basierte Methode zum Energiemanagement von seriellen Hybriden entwickelt. Die optimale Ansteuerung von Motor-Start-Stopp, Gangwahl und Momentenaufteilung wird modellprädiktiv unter Beachtung des Kraftstoffverbrauchs und der Schademissionen berechnet. Nach Anpassung auf praktische Randbedingungen, lässt sich diese Methode in zukünftigen Hybridfahrzeugen als optimales Energiemanagement nutzen. Die in AP 3.1 entwickelte Softwareumgebung zur gekoppelten Fahrzeug und Verkehrssimulation wurde an Beispielszenarien getestet. Für ein Modell der Versuchsstrecke wurde umfangreiche Analysen des Ampelassistenzfunktion in komplexen Verkehrsszenarien durchgeführt. Für eine Variation verschiedener Parameter, wie Wirkreichweite, Verkehrsstärke, usw. konnten Aussagen über das Potential getroffen werden. In Zusammenarbeit mit AP 3.3 wurde ein Ampelassistenzsystem und die Ansteuerung des Active-Force-Feedback Pedals im Demonstrator implementiert. In AP 3.3 wurde ein Konzept zur Darstellung von LSA-Daten im Fahrzeug erarbeitet. Dieses wurde in einem Versuchsträger umgesetzt. Dazu wurde der Versuchsträger hardwareseitig ertüchtigt, und für die Untersuchung verschiedener Varianten der Darstellung eingesetzt.
40
Izagirre, Ane. "Interpolation approximations for steady-state performance measures". Thesis, Toulouse, INSA, 2015. http://www.theses.fr/2015ISAT0019/document.
Testo completoAbstract (sommario):
L'analyse de la performance à l'état stationnaire dans de nombreux systèmes de files d'attente est complexe et les résultats sous forme explicite ne sont disponibles que dans des cas particuliers. Nous avons donc développé des approximations pour des critères de performance importants à l'état stationnaire tels que la longueur de la file d'attente, le temps d'attente et le temps de traitement total. Nous analysons d'abord la performance dans des cas à faible et fort trafic. Nous montrons ensuite comment développer une approximation basée sur une interpolation qui est valable pour n'importe quelle condition de trafic. Un avantage de l'approche proposée est qu'elle n'est pas dépendante d’un modèle particulier et donc elle peut être appliquée à d'autres modèles de files d'attente complexes. Nous appliquons cette technique pour trois modèles largement utilisés dans l'évaluation des performances des réseaux stochastiques : le modèle du supermarché, la file d'attente Discriminatory-Processor-Sharing (DPS) et la file d'attente Relative Priority (RP). Le modèle du supermarché est une file d'attente à plusieurs serveurs où lorsqu’un client arrive, deux serveurs sont choisis au hasard dans un ensemble de serveurs. La politique Join-the-Shortest-Queue (JSQ) est ensuite utilisée parmi les deux serveurs sélectionnés. DPS et RP sont deux files d'attente à plusieurs classes et à serveur unique mettant en œuvre des priorités relatives entre les clients des différentes classes. La discipline DPS sert tous les clients simultanément, tandis que RP sert un seul client à la fois de manière non-préemptive. Nous montrons que dans certains cas, l'interpolation est exacte. Nous utilisons ensuite cette approximation pour déduire comment la performance dépend des paramètres des modèles, et nous effectuons des expériences numériques illustrant la précision de l'interpolation dans un grand nombre de cas de figureThe analysis of the steady-state performance in many queuing systems is complex and closed-form results are available only in particular cases. We therefore set out to develop approximations for important performance measures in steady-state such as the queue length vector, waiting time and sojourn time. We first analyse the performance in a light-traffic and heavy-traffic regime. We then show how to develop an interpolation-based approximation that is valid for any load in the system. An advantage of the approach taken is that it is not model dependent and hence could potentially be applied to other complex queuing models. We apply this technique to three widely used models in the performance evaluation of stochastic networks: The supermarket model, the Discriminatory-Processor-Sharing (DPS) queue and the Relative Priority (RP) queue. The supermarket model is a multi-server queue where upon arrival of a customer two servers are selected at random from the available pool of servers. The Join-the-Shortest-Queue policy is then used in isolation with these two servers. DPS and RP are both single-server multi-class queues that implement relative priorities among customers of the various classes. The DPS discipline serves all customers simultaneously while RP serves one customer at a time in a non-preemptive way. We show that in some instances the interpolation approximation is exact. We then use the approximation to draw structural insights onto the performance of the system, and we carry out numerical experiments that illustrate that the interpolation approximation is accurate over a wide range of parameters
41
Miguel, Danilo de Souza. "Análise do padrão IEEE 802.11g para a comunicação do sistema de controle distribuído de semáforos". Universidade de São Paulo, 2015. http://www.teses.usp.br/teses/disponiveis/3/3141/tde-20062016-090207/.
Testo completoAbstract (sommario):
Este trabalho propõe a análise da comunicação sem fio para um sistema de controle distribuído de semáforos, a partir da revisão das literaturas, realização de simulações e experimentos, os quais consideram as especificações estabelecidas para o sistema de semáforos. As simulações e os experimentos se baseiam na avaliação do comportamento da comunicação perante a alteração de alguns parâmetros de configuração da rede. O estudo apresentado envolve análises relacionadas ao padrão IEEE 802.11g e às definições da camada física apresentadas nas especificações do padrão. Os métodos utilizados envolvem o estudo e experimentação de parâmetros relacionados à potência de transmissão e recepção, além de análise dos esquemas de modulação utilizados pelo padrão IEEE 802.11g. A metodologia aplicada a este trabalho envolve o conhecimento das características e capacidade dos esquemas de modulação responsáveis pela definição das taxas de transmissão. As análises mostram que a possibilidade de adequação dos parâmetros de configuração de rede, levando em consideração o cenário de aplicação, pode ser um fator essencial para o bom desempenho de todo o sistema.This work proposes the analysis of wireless communication for a distributed control system of traffic lights, from the review of the literature and conducting simulations and experiments, which consider the specifications established for traffic light system. The simulations and experiments are based on the evaluation of the communication behavior towards changing some network configuration parameters. The study presented involves analysis related to the IEEE 802.11g standard and definitions of the physical layer shown in standard specifications. The methods used involve the study and testing of parameters related to power transmission and reception, and analysis of modulation schemes used by the IEEE 802.11g standard. The methodology applied to this work involves the knowledge of the characteristics and capacity of modulation schemes responsible for setting transmission rates. The analyses show that the possibility of adaptation network configuration parameters considering the application scenario may be an essential factor to the performance of the entire system.
42
Uebel, Stephan, Torsten Schubert, Robert Richter, Anja Liebscher, Per Lewerenz, Mario Krumnow e Christoph Köhler. "Energieeffizientes Fahren 2014 (EFA2014) - 2. Projektphase Erhöhung der Reichweite von Elektrofahrzeugen: Abschlussbericht". Technische Universität Dresden, 2014. https://tud.qucosa.de/id/qucosa%3A28496.
Testo completoAbstract (sommario):
In AP 1.4 wurde ein Verfahren zur Schaltzeitprognose verkehrsabhängiger Lichtsignalanlagen entwickelt, welches auf eine Vielzahl weiterer Lichtsignalanlagen anwendbar ist. Weiterhin wurden (AP.1.4.5) im Bereich der spurgenauen Ortung, die auf Basis von GPS ermittelten Positionen durch Fusion mit anderen Sensordaten, wie der axialen Beschleunigungen und den Drehraten um die Fahrzeughochachse sowie der Einbeziehung einer digitalen Karte (Digital Enhanced Map), diese hinsichtlich einer Spurdetektion weiterhin verbessert.
Im Bereich der Datenübertragung (LSA-Fzg.) konnte die erste Teilstrecke von der Verkehrsmanagementzentrale zum Serviceprovider im Labor untersucht werden. In AP 2.1 wurde eine auf der optimalen Steuerung basierte Methode zum Energiemanagement von seriellen Hybriden entwickelt. Die optimale Ansteuerung von Motor-Start-Stopp, Gangwahl und Momentenaufteilung wird modellprädiktiv unter Beachtung des Kraftstoffverbrauchs und der Schademissionen berechnet. Nach Anpassung auf praktische Randbedingungen, lässt sich diese Methode in zukünftigen Hybridfahrzeugen als optimales Energiemanagement nutzen. Die in AP 3.1 entwickelte Softwareumgebung zur gekoppelten Fahrzeug und Verkehrssimulation wurde an Beispielszenarien getestet. Für ein Modell der Versuchsstrecke wurde umfangreiche Analysen des Ampelassistenzfunktion in komplexen Verkehrsszenarien durchgeführt. Für eine Variation verschiedener Parameter, wie Wirkreichweite, Verkehrsstärke, usw. konnten Aussagen über das Potential getroffen werden. In Zusammenarbeit mit AP 3.3 wurde ein Ampelassistenzsystem und die Ansteuerung des Active-Force-Feedback Pedals im Demonstrator implementiert. In AP 3.3 wurde ein Konzept zur Darstellung von LSA-Daten im Fahrzeug erarbeitet. Dieses wurde in einem Versuchsträger umgesetzt. Dazu wurde der Versuchsträger hardwareseitig ertüchtigt, und für die Untersuchung verschiedener Varianten der Darstellung eingesetzt.:I. Versionsübersicht 4
II. Kurze Darstellung 5
1. Aufgabenstellung 5
2. Voraussetzungen 6
3. Planung und Ablauf des Vorhabens 7
4. Wissenschaftlicher und technischer Stand 8
5. Bekannte Konstruktionen, Verfahren und Schutzrechte 9
6. verwendete Fachliteratur und Informations- und Dokumentationsdienste 9
7. Zusammenarbeit mit anderen Stellen 10
III. Eingehende Darstellung 11
1. Arbeitsinhalte und erzielte Ergebnisse 11
AP 1.4: Datenmanagement 11
AP 2.1: Range-Extender-Betriebsstrategien 40
AP 3.1: Fahrstrategie 63
AP 3.3: Mensch-Maschine-Interface 73
2. Nutzen der Ergebnisse 81
3. Fortschritt bei anderen Stellen 82
4. Veröffentlichungen und studentische Arbeiten 83
Vorträge 83
Publikationen 83
Studentische Arbeiten 84
IV. Literaturverzeichnis 86
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Olson, Carl Scott. "Safety Effectiveness of Red Light Treatments for Red Light Running". PDXScholar, 2012. https://pdxscholar.library.pdx.edu/open_access_etds/882.
Testo completoAbstract (sommario):
Crashes resulting from automobiles running a red light are typically severe in nature. One way to try to reduce the number and severity of these types of crashes is by increasing the red clearance interval of a traffic signal. In Portland, Oregon, eight intersections received a variety of treatments including red extensions. Determining which treatment had what effect can be difficult to weed out. Using a combination of crash analysis and a model simulating an intersection with red extensions, this paper describes the estimated impact of red light running intersection upgrades and red extensions on crashes. By performing a variety of before and after crash analysis, a reduction of angle crashes after treatments was detected, with a crash modification factor of 0.64 +/- 0.28 using the Empirical-Bayes method. Output from the simple simulation also suggest that red light running crashes can be reduced with red extension technology and confirms crash modification values determined from the Empirical-Bayes method.
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SOARES, Julio Cesar da Silva. "METODOLOGIA DE DETECÇÃO E RECONHECIMENTO DE SEMÁFOROS UTILIZANDO REDES NEURAIS ARTIFICIAIS". Universidade Federal do Maranhão, 2016. http://tedebc.ufma.br:8080/jspui/handle/tede/1315.
Testo completoAbstract (sommario):
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Julio Cesar da Silva Soares.pdf: 1645821 bytes, checksum: e32d7384c0a6f1999bc7eb190dcd7a05 (MD5)Made available in DSpace on 2017-04-24T13:52:10Z (GMT). No. of bitstreams: 1 Julio Cesar da Silva Soares.pdf: 1645821 bytes, checksum: e32d7384c0a6f1999bc7eb190dcd7a05 (MD5) Previous issue date: 2017-03-22
FAPEMA
Urban roads are very complex. The increase in the flow of vehicles in the cities has contributed to traffic accidents. Researches for accident reduction show that the traffic lights are effective in reducing accidents. Traffic lights can minimize the occurrence of accidents at intersections and crosswalks. The implementation of traffic light signals shows significant advantages, otherwise reveals some problems such as the failure to detect road signs by drivers on urban roads. This fact is related to excessive visual information, the stress of the drivers and/or eyestrain makes the drivers lose their attention. These reasons motivated researches about intelligent vehicles. This work aims to develop a methodology to detect and recognize traffic lights, to be applied in smart vehicles. This methodology can contribute to the Advanced Driver Support Systems (ADAS), which assists drivers, especially those with partial vision impairment. Image processing techniques are used to develop the detection methodology. Back project and global thresholding are combined to find light points. Local thresholding techniques are applied to calculate the symmetry between the radius and the center of the light points to segment the traffic light body. The first step got an average rate of 99% of detection. The features of the traffic lights are extracted using Haralick texture measures, with the inclusion of color and shape information. The data generated by the feature extraction step were preprocessed using the SMOTE technique to balance the database. The recognition and identification of the traffic lights state are made by an artificial neural network using Multilayer-Perceptron (MLP). The backpropagation learning algorithm are used in the network training. The validation results show an average recognition rate of 98%.
As vias urbanas estão cada vez mais complexas e o acréscimo no fluxo de veículos nas cidades de médio e grande porte vem contribuindo para a elevação do número de acidentes. Pesquisas apontam que os sinais de trânsito são eficientes na redução do número de acidentes. A implantação de sinais de trânsito apresentam vantagens relevantes, mas por outro lado revelam alguns problemas, como a dificuldade na detecção de sinais de trânsito pelos condutores em vias urbanas. Este fato está relacionado à quantidade de informações visuais nas vias, ao estresse dos motoristas e/ou à fadiga visual destes, que fazem os motoristas desviarem sua atenção da sinalização. Estas razões motivaram muitas pesquisas nos últimos anos, sobre o tema veículos inteligentes. Assim, o presente trabalho propõe uma metodologia para detectar e reconhecer semáforos de trânsito para ser aplicada em veículos inteligentes, podendo contribuir para os Advanced Driver Support Systems - ADAS (Sistema Avançado de Auxílio ao Motorista), e que auxilie os motoristas, em especial aqueles com deficiência parcial da visão. Além disso, o sistema desenvolvido é capaz de identificar o estado do semáforo e indicar ao condutor se ele deve parar ou prosseguir, contribuindo assim para a redução de acidentes de transito. Para o desenvolvimento do algoritmo de detecção, utilizaram-se técnicas de processamento de imagens, através de histograma retroprojetado e limiarização global para detectar pontos de luzes. A limiarização local é aplicada para o cálculo de simetria entre o raio e o centro dos pontos de luzes, com a finalidade de segmentar o corpo do semáforo, onde se obteve uma taxa média de detecção de 99%. As características dos semáforos foram extraídas utilizando os atributos de Haralick, com a inclusão de informações de cor e forma. Os dados gerados pela extração de características foram pré-processados utilizando a técnica de SMOTE para balancear a base de dados. O reconhecimento e a identificação do estado do semáforo foram realizados por uma rede neural artificial do tipo Multilayer Perceptron (MLP). No treinamento da rede se utilizou o algoritmo de aprendizagem backpropagation e a separação de dados para treinamento e validação. Os resultados da validação mostraram uma taxa média de reconhecimento de 98%.
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Loureiro, Artur Duarte. "Dispositivo para medição e teste de transmitância luminosa e semafórica em óculos de sol de acordo com a norma brasileira - ABNT NBR ISO 12312-1:2015". Universidade de São Paulo, 2017. http://www.teses.usp.br/teses/disponiveis/18/18152/tde-27112017-103246/.
Testo completoAbstract (sommario):
A classificação por categoria de 0 a 4 para óculos de sol determina quão claras ou escuras são suas lentes. A norma brasileira, ABNT NBR ISO 12312-1, exige, entre outros requisitos, testes de transmitância da luz visível em óculos de sol (categoria), para que estes sejam classificados como adequados ou não para direção de automóveis. Medidas do grau de escurecimento das lentes de um par de óculos de sol e da atenuação luminosa das luzes de sinais semafóricos são testes propostos para este item da norma. Porém, o público, em geral, não possui meios de testar seus próprios óculos. Um teste padrão de transmitância é trabalhoso, demorado e requer um espectrofotômetro e um profissional treinado. O objetivo deste trabalho é desenvolver um dispositivo portátil capaz de realizar testes de transmitância luminosa e semafórica de acordo com a norma brasileira sendo rápido, preciso e intuitivo, realizando os testes de forma automática sem exigir do usuário qualquer treinamento prévio. Diferentemente dos dois sistemas anteriormente desenvolvidos no Laboratório de Instrumentação Oftálmica (LIO), para testes de transmitância, este dispositivo é embarcado e atende à norma atual lançada em 2015, que não estava em vigor na época em que os demais foram desenvolvidos. O desafio para se construir um sistema embarcado é a combinação de fontes luminosas e sensores necessária para se obter padrões espectrais similares aos da norma. Foi desenvolvido e construído um protótipo microcontrolado usando a combinação de um LED branco com o sensor TCS3472. Esta combinação gera quatro funções de ponderação distintas, que foram combinadas linearmente resultando em funções de ponderação próximas às da norma para as medições desejadas. Foram medidos transmitância luminosa e quocientes de atenuação visual para luzes semafóricas de 128 lentes de óculos de sol com o protótipo e com um padrão-ouro, o espectrofotômetro Cary 5000 da VARIAN. O método de Bland-Altman foi usado para análise de concordância entre ambos os métodos de medição. Para valores de transmitância luminosa, foram adotados 0,5 % e 6 % como valores a partir dos quais o valor absoluto do viés é significativo e a amplitude do intervalo de confiança, grande, respectivamente. Para valores dos quocientes de atenuação, 0,1 e 0,4; respectivamente. O viés não foi significativo para nenhuma das medições. O intervalo dos limites de concordância de 95% foi amplo para medição de transmitância luminosa e do quociente para luz azul e estreito para as demais, considerando-se os valores-limites previamente definidos para vieses e para limites de concordância. Assim, dentro da tolerância definida, medições com o protótipo e com o padrão-ouro são equivalentes para quociente de atenuação para as luzes vermelha, amarela e verde. Apesar de nem todas as medições do protótipo serem equivalentes às do padrão-ouro, os resultados apresentaram boa exatidão, com apenas 5 das 128 lentes classificadas erroneamente quanto à adequação para direção (2 por transmitância luminosa, 1 por luz vermelha e 2 por luz azul). O protótipo proporciona ao público uma forma de obter informações sobre seus próprios óculos de sol e sobre a importância do uso de óculos adequados durante a direção de veículos.Category rating ranging from 0 to 4 determines how light or dark sunglasses lenses are. Category measurements and how much traffic signal colors are attenuated are required tests by brazilian standard ABNT NBR ISO 12312-1 and are known as transmittance tests. Brazilian standard also establishes requirements for sunglasses to be suitable for driving. However, people often do not have means to measure their own sunglasses. A standard transmittance test is laborious, time-consuming and it requires a spectrophotometer and a skilled technician. The goal of this study was to develop not only a single device capable to perform luminous and traffic light transmittance tests according to brazilian standard, but also an easy-to-use, quick, accurate and portable device, which runs the tests by itself in a way anyone can operate it without any training. Unlike the two systems previously developed in the Ophthalmic Instrumentation Laboratory (LIO) for transmittance tests, that one does not contain a computer, but a microcontroller. Also, it complies with current standard, which has been released in 2015, and previous systems are based on 2013 standard version. A microcontrolled prototype was developed and built using a white LED and TCS3472 sensor combination. This combination generates four different weighting functions that were linearly combined resulting in weighting functions similar to the standard ones for luminous and traffic light transmittances. Using our prototype and a gold standard (VARIAN Cary 5000 spectrophotometer), luminous transmittance and relative attenuation quotients for traffic lights were measured in 128 sunglasses lenses. Bland-Altman method was used to assess concordance between both measurement methods. The bias was insignificant for all measurement and the limits of agreement were broad for luminous transmittance and for relative attenuation quotient for blue light detection, and narrow for all the others. Thus, within the predefined tolerance, prototype measurements are equivalent to gold standard ones for relative attenuation quotients for red, yellow and green light detection. Despite not all prototype measurements being equivalent to gold standard ones, results were accurate; only 5 from 128 lenses were incorrectly classified as to suitability for driving (2 for luminous transmittance, 1 for red light quotient and 2 for blue light quotient). Our device aims to provide to general public a mean to obtain information about their own sunglasses and the importance to use suitable sunglasses while driving.
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Howell, William Casey. "Simulation optimization of traffic light signal timings via perturbation analysis". College Park, Md. : University of Maryland, 2006. http://hdl.handle.net/1903/3779.
Testo completoAbstract (sommario):
Thesis (Ph. D.) -- University of Maryland, College Park, 2006.Thesis research directed by: Applied Mathematics and Scientific Computation Program. Title from t.p. of PDF. Includes bibliographical references. Published by UMI Dissertation Services, Ann Arbor, Mich. Also available in paper.
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Sorgatz, Stephan [Verfasser], Sebastian [Akademischer Betreuer] Sager e Volker [Akademischer Betreuer] Kaibel. "Optimization of vehicular traffic at traffic-light controlled intersections / Stephan Sorgatz ; Sebastian Sager, Volker Kaibel". Magdeburg : Universitätsbibliothek, 2016. http://d-nb.info/1124523170/34.
Testo completo
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Franz, Mark L. "Local agency traffic sign retroreflectivity case study and model of observed traffic sign light intensity". Morgantown, W. Va. : [West Virginia University Libraries], 2009. http://hdl.handle.net/10450/10473.
Testo completoAbstract (sommario):
Thesis (M.S.)--West Virginia University, 2009.Title from document title page. Document formatted into pages; contains viii, 85 p. : ill. (some col.), col. map. Includes abstract. Includes bibliographical references (p. 79-82).
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Liu, Wen. "Incremental Learning and Online-Style SVM for Traffic Light Classification". Digital WPI, 2016. https://digitalcommons.wpi.edu/etd-theses/1216.
Testo completoAbstract (sommario):
Training a large dataset has become a serious issue for researchers because it requires large memories and can take a long time for computing. People are trying to process large scale dataset not only by changing programming model, such as using MapReduce and Hadoop, but also by designing new algorithms that can retain performance with less complexity and runtime. In this thesis, we present implementations of incremental learning and online learning methods to classify a large traffic light dataset for traffic light recognition. The introduction part includes the concepts and related works of incremental learning and online learning. The main algorithm is a modification of IMORL incremental learning model to enhance its performance over the learning process of our application. Then we briefly discuss how the traffic light recognition algorithm works and the problem we encounter during training. Rather than focusing on incremental learning, which uses batch to batch data during training procedure, we introduce Pegasos, an online style primal gradient-based support vector machine method. The performance of Pegasos for classification is extraordinary and the number of instances it uses for training is relatively small. Therefore, Pegasos is the recommended solution to the large dataset training problem.
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Lee, Kuen-da, e 李昆達. "Study of bicycle traffic lights with Light Emitting Diode". Thesis, 2009. http://ndltd.ncl.edu.tw/handle/71754099906579035008.
Testo completo