교통체증은 도시지역에서 심각한 경제적, 사회적 비용을 초래하는 원인으로 간주되고 있다. ITS기법은 첨단 센싱, 컴퓨팅, 그리고 통신기술을 이용해 교통체증을 경감시킬 수 있는 훌륭한 수단이다. 본 연구는 차량과 주변 인프라 그리고 차량 간의 무선통신을 통한 중앙제어식 그리고 분산식 첨단통행자정보시스템의 프레임워크를 제안하고 전형적인 $6{\times}6$ 도시형 도로망에서 그 효과를 시뮬레이션 기법을 이용하여 분석하고자 한다. 본 논문의 연구결과로서는 교통류, 무선통신 라디오 레인지 그리고 통신차량의 보급률 등에 따라 제안된 첨단통행자정보시스템은 교통사고로 야기된 정체지역을 우회할 수 있는 최적의 노선을 제공함으로써 운전자의 통행시간을 줄여주는 효과를 보였다. 다양한 연구 환경에서도 중앙제어식 그리고 분산식 첨단통행자정보시스템은 거의 동일한 효과를 보였는바, 분산식 첨단통행자정보시스템은 고가의 건설비와 설치 운영비를 요구하는 중앙제어식 첨단통행자정보시스템을 대신할 수 있는 시스템으로 기대된다.
교통체증은 도시지역에서 심각한 경제적, 사회적 비용을 초래하는 원인으로 간주되고 있다. ITS기법은 첨단 센싱, 컴퓨팅, 그리고 통신기술을 이용해 교통체증을 경감시킬 수 있는 훌륭한 수단이다. 본 연구는 차량과 주변 인프라 그리고 차량 간의 무선통신을 통한 중앙제어식 그리고 분산식 첨단통행자정보시스템의 프레임워크를 제안하고 전형적인 $6{\times}6$ 도시형 도로망에서 그 효과를 시뮬레이션 기법을 이용하여 분석하고자 한다. 본 논문의 연구결과로서는 교통류, 무선통신 라디오 레인지 그리고 통신차량의 보급률 등에 따라 제안된 첨단통행자정보시스템은 교통사고로 야기된 정체지역을 우회할 수 있는 최적의 노선을 제공함으로써 운전자의 통행시간을 줄여주는 효과를 보였다. 다양한 연구 환경에서도 중앙제어식 그리고 분산식 첨단통행자정보시스템은 거의 동일한 효과를 보였는바, 분산식 첨단통행자정보시스템은 고가의 건설비와 설치 운영비를 요구하는 중앙제어식 첨단통행자정보시스템을 대신할 수 있는 시스템으로 기대된다.
Traffic congestion is a source of significant economic and social costs in urban areas. Intelligent Transportation Systems (ITS) are a promising means to help alleviate congestion by utilizing advanced sensing, computing, and communication technologies. This paper proposes and investigates a basic a...
Traffic congestion is a source of significant economic and social costs in urban areas. Intelligent Transportation Systems (ITS) are a promising means to help alleviate congestion by utilizing advanced sensing, computing, and communication technologies. This paper proposes and investigates a basic and advanced ITS framework Advanced Traveler Information System (ATIS) using wireless Vehicle to Roadside (Centralized ATIS model: CA model) and Vehicle to Vehicle (DeCentralized ATIS model: DCA model) communication and assuming an ideal communication environment in the typical $6{\times}6$ urban grid traffic network. Results of this study indicate that an ATIS using wireless communication can save travel time given varying combinations of system characteristics: traffic flow, communication radio range, and penetration ratio. Also, all tested metrics of the CA and DCA models indicate that the system performance of both models is almost identical regardless of varying traffic demand and penetration ratios. Therefore, DCA model can be a reasonable alternative to the fixed infrastructure based ATIS model (CA model).
Traffic congestion is a source of significant economic and social costs in urban areas. Intelligent Transportation Systems (ITS) are a promising means to help alleviate congestion by utilizing advanced sensing, computing, and communication technologies. This paper proposes and investigates a basic and advanced ITS framework Advanced Traveler Information System (ATIS) using wireless Vehicle to Roadside (Centralized ATIS model: CA model) and Vehicle to Vehicle (DeCentralized ATIS model: DCA model) communication and assuming an ideal communication environment in the typical $6{\times}6$ urban grid traffic network. Results of this study indicate that an ATIS using wireless communication can save travel time given varying combinations of system characteristics: traffic flow, communication radio range, and penetration ratio. Also, all tested metrics of the CA and DCA models indicate that the system performance of both models is almost identical regardless of varying traffic demand and penetration ratios. Therefore, DCA model can be a reasonable alternative to the fixed infrastructure based ATIS model (CA model).
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문제 정의
The performance of the proposed ATIS models is investigated in the typical 6X6 urban grid traffic network with the non-recurrent traffic state like traffic incident in the sensitivity of average travel time savings of instrumented vehicles to the varying underlying factors such as traffic flow, communication radio range, and penetration ratio. In addition, this paper attempts to distinguish the difference of CA and DCA models in the system performance and operational characteristics from the traffic engineering perspective. This paper is organized as follows: Section II describes the ATIS model development process, the experimental design and simulation outputs of CA and DCA models in the typical urban grid traffic network are presented in Sections III and IV, respectively.
제안 방법
As part of this investigation methods more efforts should be made to improve the communication model with more realistic communication related parameters. Also, this paper employs 3 minute system update time interval and aggregated travel time over the current and previous three time bins to estimate and predict the short term traffic state information like travel time. The impact of these design parameters on system performance should be investigated.
In addition, three underlying system parameters are set to 300vph and 514vph for traffic flow, 250m, 375m, and 500m for communication radio range, and 10% to 50% in 10% increment for penetration ratio. Average travel time savings of participating, non participating, and (instant) re routing vehicles are exploited as metrics to evaluate the system performance.
The Vehicle Communication Module (VCM) contains the Vehicle to Roadside (V2R) and Vehicle to Vehicle (V2V) communication logic. For this effort a simplified communication model is developed under an idealized communication environment. Future efforts will improve the VCM, incorporating more realistic communication related parameters configured for a specific region.
Using the travel time data gathered in the central database or on board databases are updated, allowing for the calculation of revised routing information. Furthermore, this paper proposed three more complementary rules (i.e., AAID algorithm, minimum sample size function, and simple driver behavior model) to enhance the system performance by detecting the non recurrent traffic state in more timely manner, improving reliability of observed traffic data and robustness to the minor traffic state variation.
The sensitivity analysis of the parameters with the system enhancing functions will be conducted in the author's other papers. In addition, three underlying system parameters are set to 300vph and 514vph for traffic flow, 250m, 375m, and 500m for communication radio range, and 10% to 50% in 10% increment for penetration ratio. Average travel time savings of participating, non participating, and (instant) re routing vehicles are exploited as metrics to evaluate the system performance.
This paper aims to propose, develop, and evaluate a potential architecture of dynamic ATIS by directly integrating the communication model, ITS database management process, and dynamic routing process into a vehicle simulation (i.e., basic ATIS model) under ideal communication environment like no signal drops and no data loss while communicating and investigate its basic characteristics. Furthermore, three more complementary operational rules to enhance the system performance such as autonomous automatic incident detection (AAID) algorithm, minimum sample size, and driver’s route selection behavior are proposed as well (i.
This paper introduced the fundamental framework of an ATIS model using wireless communication under centralized and decentralized data processing assumptions. Key factors on the performance of ATIS model using wireless communication in the typical 6X6 urban grid traffic network were investigated.
This paper suggests three complementary rules to enhance the performance of the proposed dynamic ATIS models (i.e., autonomous automatic incident detection (AAID) algorithm, minimum sample size rule, and simple driver’s route selection rule).
To evaluate the ATIS models with wireless communication the 6X6 urban grid traffic network was constructed and implemented using an commercial off the shelf (COTS) microscopic simulation model, VISSIM and VISSIM COM, assuming an ideal communication environment with entire traffic network coverage of RSUs and no signal interference and no data loss during the communication process.
Unlike the general automatic incident detection (AID) algorithms taking advantage of the aggregated sensor data and employed by the centralized traffic information system, this paper proposes a new method to autonomously recognize the non recurrent traffic states, utilizing the historical travel time saved in the associated database. In the case where a participating vehicle stays on a traffic link multiple times (which is referred to as K factor hereafter) longer than the average link travel, it will issue and propagate the traffic alert message to the upstream vehicles which will instantly update the downstream traffic states and search for the alternative routes to the destination.
대상 데이터
1] provides the typical 6X6 urban grid traffic network and an eastbound traffic incident (the dark star) is located in the center of the network with one vehicle release every 90 seconds in effect from 1000 second to 2000 second. Each simulation experiment is run for 4800-second (i.e., 1200-second warm up and 3600-second main runs) with the reported results the average of ten replicates. Traffic signal timing parameters uniformly applied to all intersections are set to 2 minute cycle length, split phase (i.
이론/모형
The TIC or the individual participating vehicles will recalculate the optimal route from their current position to its final destination at the end of each time bin, implementing Dijkstra’s searching algorithm [6] with the estimated travel time data processed and transferred from the travel time database update step.
후속연구
As part of this investigation methods more efforts should be made to improve the communication model with more realistic communication related parameters. Also, this paper employs 3 minute system update time interval and aggregated travel time over the current and previous three time bins to estimate and predict the short term traffic state information like travel time.
For this effort a simplified communication model is developed under an idealized communication environment. Future efforts will improve the VCM, incorporating more realistic communication related parameters configured for a specific region. A separate communication architecture is utilized for CA and DCA models.
참고문헌 (10)
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PTV, "VISSIM COM Interface Manual 5.1," Karlsruhe, Germany, Planning Transport Verkehr AG, Jul. 2009.
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