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Author: Yi Jiang (Writer on engineering)
Publisher:
ISBN:
Category : Electronic traffic controls
Languages : en
Pages : 74
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Author: Yi Jiang (Writer on engineering)
Publisher:
ISBN:
Category : Electronic traffic controls
Languages : en
Pages : 74
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Author: Pratik Pokharel
Publisher:
ISBN:
Category : Electronic traffic controls
Languages : en
Pages : 344
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Author: Guoyuan Wu
Publisher:
ISBN:
Category :
Languages : en
Pages : 284
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With the growth of population and increase of travelling requirements in metropolitan areas, public transit has been recognized as a promising remedy and is playing an ever more important role in sustainable transportation systems. However, the development of the public transit system has not received enough attention until the recent emergence of Bus Rapid Transit (BRT). In the conventional public transit system, little to no communication passes between transit vehicles and the roadside infrastructure, such as traffic signals and loop detectors. But now, thanks to advancements in automatic vehicle location (AVL) systems and wireless communication, real-time and high-resolution information of the movement of transit vehicles has become available, which may potentially facilitate the development of more advanced traffic control and management systems. This dissertation introduces a novel adaptive traffic signal control system, which utilizes the real-time location information of transit vehicles. By predicting the movement of the transit vehicle based on continuous detection of the vehicle motion by the on-board AVL system and estimating the measures of effectiveness (MOE) of other motor vehicles based on the surveillance of traffic conditions, optimal signal timings can be obtained by solving the proposed traffic signal optimization models. Both numerical analysis and simulation tests demonstrate that the proposed system improves a transit vehicle's operation as well as minimizes its negative impacts on other motor vehicles in the traffic system. In summary, there are three major contributions of this dissertation: a) development of a novel AVL-based adaptive traffic signal control system; b) modeling of the associated traffic signal timing optimization problem, which is the key component of the proposed system; c) applications of the proposed system to two real world cases. After presenting background knowledge on two major types of transit operations, i.e., preemption and priority, traffic signal control and AVL systems, the architecture of the proposed adaptive signal control system and the associated algorithm are presented. The proposed system includes a data-base, fleet equipped with surveillance system, traffic signal controllers, a transit movement predictor, a traffic signal timing optimizer and a request server. The mixed integer quadratic programming (MIQP) and nonlinear programming (NP) are used to formulate signal timing optimization problems. Then the proposed system and algorithm are applied to two real-world case studies. The first case study concerns the SPRINTER rail transit service. The proposed adaptive signal control (ASC) system is developed to relieve the traffic congestion and to clear the accumulated vehicle queues at the isolated signal around the grade crossing, based on the location information on SPRINTER from PATH-developed cellular GPS trackers. The second case study involves the San Diego trolley system. With the information provided by the AVL system, the proposed ASC system predicts the arrival times of the instrumented trolley at signals and provides the corresponding optimal signal timings to improve the schedule adherence, thus reducing the delays at intersections and enhancing the trip reliability for the trolley travelling along a signalized corridor in the downtown area under the priority operation. The negative impact (e.g., delay increase) on other traffic is minimized simultaneously. Both numerical analysis and simulation tests in the microscopic environment are conducted using the PARAMICS software to validate the proposed system for the aforementioned applications. The results present a promising future for further field operational testing.
Author: Jonathan Corey
Publisher:
ISBN:
Category :
Languages : en
Pages : 192
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With over 300,000 traffic signals in the United States, it is important to everyone that those traffic signals operate optimally. Unfortunately, according to the Institute of Transportation Engineers over 75% of traffic signal control systems are in need of retiming or upgrade. Agencies and practitioners responsible for these signals face significant budgeting and procedural challenges to maintain and upgrade their systems. Transportation professionals have traditionally lacked accessible and effective tools to identify when and where the greatest benefits may be generated through retiming and system feature selection. They have also lacked methods and tools to identify, select and defend choices of new traffic signal control systems. This is especially true for adaptive traffic signal control systems which are generally more expensive and whose adaptive algorithms are proprietary, invalidating many traditional analysis methods. To address these challenges, a new theoretical framework including queuing and traffic signal control models has been developed in this study to predict the impacts of signal control technology on a given corridor. This framework has been implemented in the STAR Lab Toolkit for Analysis of Traffic and Intersection Control Systems (STATICS) that uses an underlying queuing model interacting with simulated traffic signal control logic to develop traffic measures of effectiveness under different traffic signal control strategies and settings. The STATICS toolkit has been employed by the Oregon Department of Transportation and several other transportation agencies to analyze their corridors and select advanced traffic signal control systems. Furthermore, a new cost-effective adaptive traffic signal control system called the Swarm-Intelligence Based Adaptive Signal System (SIBASS) is proposed to address situations where optimum optimization strategies change with traffic conditions. Compared to the existing adaptive signal control systems, SIBASS carries an important advantage that makes it robust under communication difficulties. It operates at the individual intersection level in a flat hierarchy that does not use a central controller. Instead, each intersection self-assigns a role based on current traffic conditions and the current roles of neighboring intersections. Each role uses different optimization goals, allowing SIBASS to change intersection optimization criteria based on the current role chosen by that intersection. By designing cooperative features into SIBASS it is possible to create corridor coordination and optimization. This is accomplished using the characteristics of the swarm rather than external imposition to create order. SIBASS is evaluated via simulation under varied traffic conditions. SIBASS consistently outperformed the existing systems tested in this study. On average, SIBASS reduced system average per vehicle delay by approximately 3.5 seconds and system average queue lengths by 20 feet in the tested scenarios. New approaches to tailoring traffic signal control optimization strategies to current traffic conditions and desired operational goals are enabled by SIBASS. Combined, STATICS and SIBASS offer a solid basis upon which to build future tools and methods to analyze traffic signal control systems. Future STATICS analytical modules may include estimating environmental performance and costs as well as improvements to pedestrian modeling and mobility analysis. Environmental and pedestrian considerations also present opportunities for improvement of SIBASS. New optimization roles can be created for SIBASS to address environmental and pedestrian optimization issues.
Author: Airton Gustavo Kohls
Publisher:
ISBN:
Category :
Languages : en
Pages : 104
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Over the last 35 years many adaptive traffic signal control systems have been developed presenting alternative strategies to improve traffic signal operations. However, less than 1% of all traffic signals in the United States are controlled by adaptive systems today. The extensive infrastructure necessary including reliable communication and complex calibration leads to a time consuming and costly process. In addition, the most recent National Traffic Signal Report Card indicated an overall grade of D for the nation's traffic signal control and operations. Recent economic adversity adds to the already difficult task of proactively managing aged signal timing plans. Therefore, in an attempt to escape the status quo, a flow based adaptive split signal control model is presented, having the principal objective of updating the split table based solely on real-time traffic conditions and without disrupting coordination. Considering the available typical traffic signal control infrastructure in cities today, a non centralized system is proposed, directed to the improvement of National Electrical Manufacturers Association (NEMA) based systems that are compliant with the National Transportation Communications for Intelligent Transportation System Protocol (NTCIP) standards. The approach encompasses the User Datagram Protocol (UDP) for system communication allowing an external agent to gather flow information directly from a traffic signal controller detector status and use it to better allocation of phase splits. The flow based adaptive split signal control was not able to consistently yield significant lower average vehicle delay than a full actuated signal controller when evaluated on an intersection operating a coordinated timing plan. However, the research proposes the ability of an external agent to seamless control a traffic signal controller using real-time data, suggesting the encouraging results of this research can be improved upon.
Author: Qing He
Publisher:
ISBN:
Category :
Languages : en
Pages : 506
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Modern traffic signal control systems have not changed significantly in the past 40-50 years. The most widely applied traffic signal control systems are still time-of-day, coordinated-actuated system, since many existing advanced adaptive signal control systems are too complicated and fathomless for most of people. Recent advances in communications standards and technologies provide the basis for significant improvements in traffic signal control capabilities. In the United States, the IntelliDriveSM program (originally called Vehicle Infrastructure Integration - VII) has identified 5.9GHz Digital Short Range Communications (DSRC) as the primary communications mode for vehicle-to-vehicle (v2v) and vehicle-to-infrastructure (v2i) safety based applications, denoted as v2x. The ability for vehicles and the infrastructure to communication information is a significant advance over the current system capability of point presence and passage detection that is used in traffic control systems. Given enriched data from IntelliDriveSM, the problem of traffic control can be solved in an innovative data-driven and mathematical way to produce robust and optimal outputs. In this doctoral research, three different problems within a v2x environment- "enhanced pseudo-lane-level vehicle positioning", "robust coordinated-actuated multiple priority control", and "multimodal platoon-based arterial traffic signal control", are addressed with statistical techniques and mathematical programming. First, a pseudo-lane-level GPS positioning system is proposed based on an IntelliDriveSM v2x environment. GPS errors can be categorized into common-mode errors and noncommon-mode errors, where common-mode errors can be mitigated by differential GPS (DGPS) but noncommon-mode cannot. Common-mode GPS errors are cancelled using differential corrections broadcast from the road-side equipment (RSE). With v2i communication, a high fidelity roadway layout map (called MAP in the SAE J2735 standard) and satellite pseudo-range corrections are broadcast by the RSE. To enhance and correct lane level positioning of a vehicle, a statistical process control approach is used to detect significant vehicle driving events such as turning at an intersection or lane-changing. Whenever a turn event is detected, a mathematical program is solved to estimate and update the GPS noncommon-mode errors. Overall the GPS errors are reduced by corrections to both common-mode and noncommon-mode errors. Second, an analytical mathematical model, a mixed-integer linear program (MILP), is developed to provide robust real-time multiple priority control, assuming penetration of IntelliDriveSM is limited to emergency vehicles and transit vehicles. This is believed to be the first mathematical formulation which accommodates advanced features of modern traffic controllers, such as green extension and vehicle actuations, to provide flexibility in implementation of optimal signal plans. Signal coordination between adjacent signals is addressed by virtual coordination requests which behave significantly different than the current coordination control in a coordinated-actuated controller. The proposed new coordination method can handle both priority and coordination together to reduce and balance delays for buses and automobiles with real-time optimized solutions. The robust multiple priority control problem was simplified as a polynomial cut problem with some reasonable assumptions and applied on a real-world intersection at Southern Ave. & 67 Ave. in Phoenix, AZ on February 22, 2010 and March 10, 2010. The roadside equipment (RSE) was installed in the traffic signal control cabinet and connected with a live traffic signal controller via Ethernet. With the support of Maricopa County's Regional Emergency Action Coordinating (REACT) team, three REACT vehicles were equipped with onboard equipments (OBE). Different priority scenarios were tested including concurrent requests, conflicting requests, and mixed requests. The experiments showed that the traffic controller was able to perform desirably under each scenario. Finally, a unified platoon-based mathematical formulation called PAMSCOD is presented to perform online arterial (network) traffic signal control while considering multiple travel modes in the IntelliDriveSM environment with high market penetration, including passenger vehicles. First, a hierarchical platoon recognition algorithm is proposed to identify platoons in real-time. This algorithm can output the number of platoons approaching each intersection. Second, a mixed-integer linear program (MILP) is solved to determine the future optimal signal plans based on the real-time platoon data (and the platoon request for service) and current traffic controller status. Deviating from the traditional common network cycle length, PAMSCOD aims to provide multi-modal dynamical progression (MDP) on the arterial based on the real-time platoon information. The integer feasible solution region is enhanced in order to reduce the solution times by assuming a first-come, first-serve discipline for the platoon requests on the same approach. Microscopic online simulation in VISSIM shows that PAMSCOD can easily handle two traffic modes including buses and automobiles jointly and significantly reduce delays for both modes, compared with SYNCHRO optimized plans.
Author: Yuanchang Xie
Publisher:
ISBN:
Category :
Languages : en
Pages :
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This dissertation develops and evaluates a new adaptive traffic signal control system for arterials. This control system is based on reinforcement learning, which is an important research area in distributed artificial intelligence and has been extensively used in many applications including real-time control. In this dissertation, a systematic comparison between the reinforcement learning control methods and existing adaptive traffic control methods is first presented from the theoretical perspective. This comparison shows both the connections between them and the benefits of using reinforcement learning. A Neural-Fuzzy Actor-Critic Reinforcement Learning (NFACRL) method is then introduced for traffic signal control. NFACRL integrates fuzzy logic and neural networks into reinforcement learning and can better handle the curse of dimensionality and generalization problems associated with ordinary reinforcement learning methods. This NFACRL method is first applied to isolated intersection control. Two different implementation schemes are considered. The first scheme uses a fixed phase sequence and variable cycle length, while the second one optimizes phase sequence in real time and is not constrained to the concept of cycle. Both schemes are further extended for arterial control, with each intersection being controlled by one NFACRL controller. Different strategies used for coordinating reinforcement learning controllers are reviewed, and a simple but robust method is adopted for coordinating traffic signals along the arterial. The proposed NFACRL control system is tested at both isolated intersection and arterial levels based on VISSIM simulation. The testing is conducted under different traffic volume scenarios using real-world traffic data collected during morning, noon, and afternoon peak periods. The performance of the NFACRL control system is compared with that of the optimized pre-timed and actuated control. Testing results based on VISSIM simulation show that the proposed NFACRL control has very promising performance. It outperforms optimized pre-timed and actuated control in most cases for both isolated intersection and arterial control. At the end of this dissertation, issues on how to further improve the NFACRL method and implement it in real world are discussed.
Author:
Publisher:
ISBN:
Category : Electronic traffic controls
Languages : en
Pages : 40
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Author: Kenneth A. Winter
Publisher:
ISBN:
Category : Adaptive control systems
Languages : en
Pages : 23
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Since the 1960s time-of-day/day-of-week strategy has been used to select traffic control system timing plans. More recently, adaptive control systems (ACSs) have been developed. In these systems, signal timing parameters are generated in real-time based on detector measurements. ACS strategies can be applied at a single location, along arterial routes, or in grid networks. Decisions about timing plans are either made at a central location or at the local intersections, or both. Florida, Minnesota and Wisconsin DOTs are experimenting with adaptive signal control to determine whether the benefits of ACS justify their cost (estimated at $10,000-$40,000 per intersection). In 2001 FHWA developed a low-cost adaptive traffic signal timing system (ACS-Lite) designed to take advantage of the closed loop architecture estimated to comprise 90% of the traffic signal systems in the U.S. FHWA's Arterial Management Program Web Site can provide practitioners with guidance, recommended practices, manuals and other technical resources to help improve their knowledge of traffic signal timing processes is also crucial in enhancing the state-of-the-practice. In addition to the specific citations listed in this RSB, the FHWA site may be the best starting place to learn more about how practitioners are using ACS in the United States. For more information, see: http://www.ops.fhwa.dot.gov/arterial_mgmt/pubs.htm.
Author: Michael D. Fontaine
Publisher:
ISBN:
Category : Adaptive control systems
Languages : en
Pages : 51
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Currently, most traffic signals operated by the Virginia Department of Transportation (VDOT) use actuated plans that vary by time of day (TOD) and day of the week. These timing plans are typically developed off-line using traffic count information collected in the field and then processed using signal optimization software. This method works well as long as traffic volumes remain consistent with the conditions used to develop the timing plan, but timing plans can become suboptimal if traffic demands deviate from those conditions. Traffic growth over time, seasonal changes in traffic, special events, or incidents can all cause TOD plans to perform poorly, resulting in increased delays to drivers. As a result, VDOT must regularly retime signalized intersections to deal with long-term changes in travel patterns, which incurs costs to VDOT. Even so, non-recurring events can still cause TOD plans to perform poorly. Adaptive signal control technology (ASCT) is one tool that has been proposed to handle variable traffic demand better. VDOTs Traffic Engineering Division began a pilot program to install the InSync ASCT developed by Rhythm Engineering on 13 corridors around the state beginning in 2011. The InSync system uses enhanced detection along a corridor to adjust signal timing parameters dynamically to meet observed demand in real time, eliminating the need to develop static timing plans. This allows the ASCT system to adjust signal timing parameters to account for variations in flow attributable to special events, seasonal flows, incidents, or simply the increase of volumes over time. In this case, signal timings are not pre-defined based on historic data, so ASCT systems can potentially reduce delays created by outdated static TOD plans. These pilot deployments were evaluated to determine if ASCT created operational and safety improvements large enough to justify the additional costs to install ASCT. Data on mainline traffic operations, side street delays, and intersection crashes were collected with and without ASCT active. The results showed that mainline traffic operations generally improved if (1) the corridor was not oversaturated; (2) the corridor did not have characteristics that encourage platoon dispersion; and (3) the corridor did not already function well. Side street delays generally increased, although net benefits in overall corridor travel time were usually still observed. An empirical Bayes safety analysis of crashes at the intersections where ASCT was installed also found a 17% decrease in total crashes. Overall, ASCT generally produced a favorable benefit/cost ratio. The findings from the pilot tests were used to identify key considerations for future ASCT deployments so that VDOT could better identify future sites that might benefit from ASCT installation.
