35 research outputs found
A Data-driven Approach for Estimating the Fundamental Diagram
The fundamental diagram links average speed to density or traffic flow. An analytic form of this diagram, with its comprehensive and predictive power, is required in a number of problems. This paper argues, however, that, in some assessment studies, such a form is an unnecessary constraint resulting in a loss of accuracy. A non-analytical fundamental diagram which best fits the empirical data and respects the relationships between traffic variables is developed in this paper. In order to obtain an unbiased fundamental diagram, separating congested and non-congested observations is necessary. When defining congestion in parallel with a safety constraint, the density separating congestion and non-congestion appears as a decreasing function of the flow and not as a single critical density value. This function is here identified and used. Two calibration techniques - a shortest path algorithm and a quadratic optimization with linear constraints - are presented, tested, compared and validated
A vehicle-to-infrastructure communication based algorithm for urban traffic control
We present in this paper a new algorithm for urban traffic light control with
mixed traffic (communicating and non communicating vehicles) and mixed
infrastructure (equipped and unequipped junctions). We call equipped junction
here a junction with a traffic light signal (TLS) controlled by a road side
unit (RSU). On such a junction, the RSU manifests its connectedness to equipped
vehicles by broadcasting its communication address and geographical
coordinates. The RSU builds a map of connected vehicles approaching and leaving
the junction. The algorithm allows the RSU to select a traffic phase, based on
the built map. The selected traffic phase is applied by the TLS; and both
equipped and unequipped vehicles must respect it. The traffic management is in
feedback on the traffic demand of communicating vehicles. We simulated the
vehicular traffic as well as the communications. The two simulations are
combined in a closed loop with visualization and monitoring interfaces. Several
indicators on vehicular traffic (mean travel time, ended vehicles) and IEEE
802.11p communication performances (end-to-end delay, throughput) are derived
and illustrated in three dimension maps. We then extended the traffic control
to a urban road network where we also varied the number of equipped junctions.
Other indicators are shown for road traffic performances in the road network
case, where high gains are experienced in the simulation results.Comment: 6 page
Upper bounds for the travel time on traffic systems
A key measure of performance and comfort in a road traffic network is the
travel time that the users of the network experience to complete their
journeys. Travel times on road traffic networks are stochastic, highly
variable, and dependent on several parameters. It is, therefore, necessary to
have good indicators and measures of their variations. In this article, we
extend a recent approach for the derivation of deterministic bounds on the
travel time in a road traffic network (Farhi, Haj-Salem and Lebacque 2013). The
approach consists in using an algebraic formulation of the cell-transmission
traffic model on a ring road, where the car-dynamics is seen as a linear
min-plus system. The impulse response of the system is derived analytically,
and is interpreted as what is called a service curve in the network calculus
theory (where the road is seen as a server). The basic results of the latter
theory are then used to derive an upper bound for the travel time through the
ring road.
We consider in this article open systems rather than closed ones. We define a
set of elementary traffic systems and an operator for the concatenation of such
systems. We show that the traffic system of any road itinerary can be built by
concatenating a number of elementary traffic systems. The concatenation of
systems consists in giving a service guarantee of the resulting system in
function of service guarantees of the composed systems. We illustrate this
approach with a numerical example, where we compute an upper bound for the
travel time on a given route in a urban network.Comment: 11 page
A semi-decentralized control strategy for urban traffic
We present in this article a semi-decentralized approach for urban traffic
control, based on the TUC (Traffic responsive Urban Control) strategy. We
assume that the control is centralized as in the TUC strategy, but we introduce
a contention time window inside the cycle time, where antagonistic stages
alternate a priority rule. The priority rule is set by applying green colours
for given stages and yellow colours for antagonistic ones, in such a way that
the stages with green colour have priority over the ones with yellow colour.
The idea of introducing this time window is to reduce the red time inside the
cycle, and by that, increase the capacity of the network junctions. In
practice, the priority rule could be applied using vehicle-to-vehicle (v2v) or
vehicle-to-infrastructure (v2i) communications. The vehicles having the
priority pass almost normally through the junction, while the others reduce
their speed and yield the way. We propose a model for the dynamics and the
control of such a system. The model is still formulated as a linear quadratic
problem, for which the feedback control law is calculated off-line, and applied
in real time. The model is implemented using the Simulation of Urban MObility
(SUMO) tool in a small regular (American-like) network configuration. The
results are presented and compared to the classical TUC strategy.Comment: 16 page
Public Transport Priority for Multimodal Urban Traffic Control
In order to improve the travel time of surface public transport vehicles (bus, tramway, etc.), several cities use Urban Traffic Control (UTC) systems enabling to give priority to public transport. This paper reviews these systems. Further on after a debate on their insufficiencies in the global regulation of the urban traffic on a whole network, the paper proposes intermodal regulation strategies, operating on intersection traffic lights to regulate the traffic, favouring the public transport. All these strategies are based on the Linear Quadratic (LQ) optimal control theory, but they are different in their ways of taking into account the public transport in the optimization problem. The simulation tests are carried out in a network of eight intersections and two public transport lines.Fil: Bhouri, Neila. Université Paris Est; FranciaFil: Mayorano, Fernando Javier. Universidad Nacional del Centro de la Provincia de Buenos Aires. Facultad de Ciencias Exactas. Grupo de Plasmas Densos Magnetizados. Provincia de Buenos Aires. Gobernación. Comision de Investigaciones CientÃficas. Grupo de Plasmas Densos Magnetizados; Argentina. Consejo Nacional de Investigaciones CientÃficas y Técnicas; ArgentinaFil: Lotito, Pablo Andres. Universidad Nacional del Centro de la Provincia de Buenos Aires. Facultad de Ciencias Exactas. Grupo de Plasmas Densos Magnetizados. Provincia de Buenos Aires. Gobernación. Comision de Investigaciones CientÃficas. Grupo de Plasmas Densos Magnetizados; Argentina. Consejo Nacional de Investigaciones CientÃficas y Técnicas; ArgentinaFil: Haj Salem, Habib. Université Paris Est; FranciaFil: Lebacque, Jean Patrick. Université Paris Est; Franci