Decentralised control of material or traffic flows in networks using phase-synchronisation

We present a self-organising, decentralised control method for material flows in networks. The concept applies to networks where time sharing mechanisms between conflicting flows in nodes are required and where a coordination of these local switches on a system-wide level can improve the performance. We show that, under certain assumptions, the control of nodes can be mapped to a network of phase-oscillators. By synchronising these oscillators, the desired global coordination is achieved. We illustrate the method in the example of traffic signal control for road networks. The proposed concept is flexible, adaptive, robust and decentralised. It can be transferred to other queuing networks such as production systems. Our control approach makes use of simple synchronisation principles found in various biological systems in order to obtain collective behaviour from local interactions

Colour Transformation Algorithm On Website Images For The Colour Blind Users

Teknik penukaran daripada ruangan warna RGB ke ruangan warna HSV tertumpu pada warna merah lampu isyarat dan selalunya diterapkan pada pengenalan lampu isyarat. The conversion technique from RGB colour space to HSV colour space focuses on the red colour of the traffic lights as it is mostly applied on traffic lights recognition

Vehicular traffic flow at an intersection with the possibility of turning

We have developed a Nagel-Schreckenberg cellular automata model for describing of vehicular traffic flow at a single intersection. A set of traffic lights operating in fixed-time scheme controls the traffic flow. Open boundary condition is applied to the streets each of which conduct a uni-directional flow. Streets are single-lane and cars can turn upon reaching to the intersection with prescribed probabilities. Extensive Monte Carlo simulations are carried out to find the model flow characteristics. In particular, we investigate the flows dependence on the signalisation parameters, turning probabilities and input rates. It is shown that for each set of parameters, there exist a plateau region inside which the total outflow from the intersection remains almost constant. We also compute total waiting time of vehicles per cycle behind red lights for various control parameters.Comment: 8 pages, 17 eps figures, Late

Catastrophe Models for Cognitive Workload and Fatigue

We reconceptualised several problems concerning the measurement of cognitive workload – fixed versus variable limits on channel capacity, work volume versus time pressure, adaptive strategies, resources demanded by tasks when performed simultaneously, and unclear distinctions between workload and fatigue effects – as two cusp catastrophe models: buckling stress resulting from acute workload, and fatigue resulting from extended engagement. Experimental participants completed a task that was intensive on non-verbal episodic memory and had an automatically speeded component. For buckling stress, the epoch of maximum (speeded) performance was the asymmetry parameter; however, anxiety did not contribute to bifurcation as expected. For fatigue, the bifurcation factor was the total work accomplished, and arithmetic, a compensatory ability, was the asymmetry parameter; R2 for the cusp models outperformed the linear comparison models in both cases. A research programme is outlined that revolves around the two models with different types of task and resource configurations

Extending TRANSIMS Technology to an Integrated Multilevel Representation

The TRANSIMS system developed at Los Alamos in the USA over the past decade is a world leader in providing an integrated land-use transportation dynamical model for large areas with a million or more inhabitants. TRANSIMS uses standard survey data to create synthetic micropopulations, including family structure, to simulate trip making and emergent traffic dynamics. We propose to extend TRANSIMS by adapting it to a new multi-level representation, allowing dynamics to be algebraically integrated at the micro-, meso- and macro-levels. The new representation builds a lattice hierarchy in a way that integrates non-partitional hierarchies of links and routes based on the usual hierarchy of geographical zones, e.g. neighbourhoods, districts, cities, counties and countries. Applying the representation to a big city starts by defining sets of zones at different levels. At the first level, N, is the street. This can be subdivided to building plots at level N-1, buildings at level N-2, and even rooms at level N-3. At level N+1 are the neighbourhoods, at level N+2 is the set of district zones (each of them containing the different neighbourhoods in the previous level), and at the top level N+3 (in this case), is just one zone, the city itself. If a larger study area is to be considered, we would have a whole set of N+3 zones defining N+4-level areas, and so on, extending to the level of counties, countries or even continents. This paper will explain the fundamentals of TRANSIMS technology and compare it to other systems. We will show how TRANSIMS and the new multi-level representation can be brought together to give new insights into the macro-dynamics of very large road systems such as London, England and even the whole of Europe