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@inproceedings{Bajpai2011,
author = {Ashutosh Bajpai and Tom V Mathew},
booktitle = {1st Conference of Transportation Research Group of India},
title = {Development of an Interface between Signal Controller and Traffic Simulator},
year = {2011},
month = {12},
organization = {Transportation Research Group of India},
abstract = {Adaptive Traffic Control algorithm is an important strategy to manage
traffic at an intersection. These are an improvement of vehicle actuated
signal control, where explicitly strategies are formulated to compute
the signal timing considering the current traffic state obtained
from sensors. However, field evaluation of these strategies is cumbersome
and expensive and hence simulators which model traffic system can
be a good alternative. The main challenge in this is a good interface
between the signal control system and the traffic simulators. The
signal control system needs the state of the junction in terms of
vehicle occupancy at every instant. On the other hand, traffic simulator
needs information on whether the signal state has changed. This two
way communication requires an efficient interface which is similar
to client-server architecture. The simulator acts as the server where
as the adaptive control strategy act like client. This paper proposes
an efficient interface to couple adaptive control strategy and traffic
simulator. This interface mediates between traffic control system
and traffic simulator and provides online interaction to simulation
from the control strategy. This interface facilitates pure procedural
routines to communicate and is written in C language along with Python/C
API. Additionally, a module to estimate the vehicular delay due to
the control strategy is developed. This delay is estimated by defining
effective length of queue, which is provided as a user input.
This interface is tested using SUMO (Simulation for Urban Mobility),
which is an open source, microscopic, space continuous and time discrete
simulator developed by German Aerospace Centre. The traffic control
strategy is analogous to the HCM vehicle actuated traffic control
except that there is a queue prediction model which computes upper
limits on the maximum green time. An isolated four arm junction having
four phases is simulated for various flow conditions. The simulator
supplied the state of the downstream detector to the traffic control
algorithm at every simulation step and the control algorithm determines
the signal time strategies (phase termination, green extension, and
maximum green time). These strategies are communicated to the simulator.
These communications were facilitated by the proposed interface.
The average stopped delay is computed as the performance parameter.
The interface was also coupled with another traffic simulator (VISSIM)
and the results are compared. This interface justifies the concept
of reusability by the evaluation of number of control strategy.},
file = {:https\://sumo.dlr.de/pdf/CTRG_Interface-SUMO.pdf:URL},
groups = {used, TLS, IIT Bombay, assigned2groups},
keywords = {Traffic simulator, Signal controller, Procedural Interface, SUMO (Simulation of Urban Mobility), VISSIM (Verkehr In St�dten - SIMulationsmodell)},
owner = {dkrajzew},
timestamp = {2012.02.07}
}
@inproceedings{Bamberger2010,
author = {Walter Bamberger and Josef Schlittenlacher and Klaus Diepold},
title = {A Trust Model for Intervehicular Communication Based on Belief Theory},
booktitle = {Social Computing (SocialCom), 2010 IEEE Second International Conference
on},
year = {2010},
pages = {73-80},
publisher = {IEEE Computer Society},
note = {Best SocialCom Conference Paper Award},
abstract = {Vehicles will exchange much information in the future in order to
efficiently maintain their inner model of the environment. Before
they can belief received pieces of information, they must evaluate
their reliability. Trust is a mechanism to estimate this reliability
based on the sender. As cars often drive the same route, they meet
each other again and again. They can establish friendship-like relations
and thus are embedded in a social structure. A trust model depends
on this social structure. For this reason, we simulate the driving
pattern of a small town. Within this simulation, all cars are equipped
with a trust model that continuously monitors the experiences made
with others. The developed model focuses on direct experiences of
the individual and not on a system-wide reputation which would depend
on a central unit. It continuously evaluates the performance and
reputation of other cars and includes a feedback loop to faster adapt
to changes in the other�s behaviour. To make a decision out of the
collected data, the model uses the capacity of the binary error and
erasure channel from information theory. This capacity provides a
better decision criterion than the traditional expectation value.
The proposed trust model is an individual-level model; nonetheless
it can be connected to a system-wide reputation mechanism.},
doi = {10.1109/SocialCom.2010.20},
keywords = {V2X, sumo, Technische Universit�t M�nchen, Fidens, automobiles, road
traffic, security of data, telecommunication security, belief theory,
cars, driving pattern, vehicular network, social structure, trust
model},
url = {http://mediatum.ub.tum.de/node?id=997457}
}
@mastersthesis{Barber2011,
author = {Anthony Barber},
school = {University of Tulsa},
title = {SHARING THE ROADS USING ROUTE INFORMATION SHARING},
year = {2011},
file = {:https\://sumo.dlr.de/pdf/BarberThesis.pdf:URL},
groups = {used, navigation, University of Tulsa, assigned2groups},
keywords = {University of Tulsa, sumo},
owner = {dkrajzew},
timestamp = {2011.09.19}
}
@article{Barlovic2001,
author = {R. Barlovic and Elmar Brockfeld and A. Schadschneider and M. Schreckenberg},
journal = {Physical Review E},
title = {Optimizing traffic lights in a cellular automaton model for city traffic},
year = {2001},
month = {Oct},
note = {LIDO-Berichtsjahr=2003,},
number = {64, 056132},
pages = {056132},
volume = {64},
abstract = {We study the impact of global traffic light control strategies in
a recently proposed cellular automaton model for vehicular traffic
in city networks. The model combines basic ideas of the Biham-Middleton-Levine
model for city traffic and the Nagel-Schreckenberg model for highway
traffic. The city network has a simple square lattice geometry. All
streets and intersections are treated equally, i.e., there are no
dominant streets. Starting from a simple synchronized strategy, we
show that the capacity of the network strongly depends on the cycle
times of the traffic lights. Moreover, we point out that the optimal
time periods are determined by the geometric characteristics of the
network, i.e., the distance between the intersections. In the case
of synchronized traffic lights, the derivation of the optimal cycle
times in the network can be reduced to a simpler problem, the flow
optimization of a single street with one traffic light operating
as a bottleneck. In order to obtain an enhanced throughput in the
model, improved global strategies are tested, e.g., green wave and
random switching strategies, which lead to surprising results.},
doi = {10.1103/PhysRevE.64.056132},
groups = {TLS, TS, assigned2groups},
keywords = {DLR/TS/VM},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/6570/}
}
@inproceedings{Bauza2008,
author = {Bauza, R. and Gozalvez, J. and Sepulcre, M.},
booktitle = {Vehicular Technology Conference, 2008. VTC 2008-Fall. IEEE 68th},
title = {Operation and Performance of Vehicular Ad-Hoc Routing Protocols in Realistic Environments},
year = {2008},
month = {sept.},
pages = {1 -5},
doi = {10.1109/VETECF.2008.450},
groups = {used, iTETRIS, routing protocols, UMH, assigned2groups},
issn = {1090-3038},
keywords = {information dissemination;multihop communications;vehicle-to-infrastructure wireless communications;vehicle-to-vehicle communications;vehicular ad-hoc routing protocols;ad hoc networks;mobile radio;routing protocols;, V2X, UMH, sumo},
owner = {dkrajzew},
timestamp = {2011.09.19}
}
@inproceedings{Behrisch2011,
author = {Michael Behrisch and Laura Bieker and Jakob Erdmann and Daniel Krajzewicz},
booktitle = {SIMUL 2011, The Third International Conference on Advances in System Simulation},
title = {SUMO - Simulation of Urban MObility: An Overview},
year = {2011},
address = {Barcelona, Spain},
editor = {SINTEF \& University of Oslo Aida Omerovic and RTI International - Research Triangle Park Diglio A. Simoni and RTI International - Research Triangle Park Georgiy Bobashev},
month = {October},
pages = {63-68},
publisher = {ThinkMind},
abstract = {SUMO is an open source traffic simulation package including net import
and demand modeling components. We describe the current state of
the package as well as future developments and extensions. SUMO helps
to investigate several research topics e.g. route choice and traffic
light algorithm or simulating vehicular communication. Therefore
the framework is used in different projects to simulate automatic
driving or traffic management strategies.},
groups = {presentation, simulation packages, TS, assigned2groups},
journal = {Proceedings of SIMUL 2011, The Third International Conference on Advances in System Simulation},
keywords = {microscopic traffic simulation, software, open source},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/71460/}
}
@inproceedings{Behrisch2008,
author = {Michael Behrisch and Michael Bonert and Elmar Brockfeld and Daniel Krajzewicz and Peter Wagner},
booktitle = {Third International Symposium of Transport Simulation 2008 (ISTS08)},
title = {Event traffic forecast for metropolitan areas based on microscopic simulation},
year = {2008},
month = {Januar},
abstract = {It is shown that a traditional travel demand forecast combined with
a simulationbased approach can serve as a short-term forecast for
the traffic situation. The approach presented was developed and tested
during the Soccer World Cup 2006 in the city of Cologne as a service
for the action forces to react as fast as possible to developing
aberrations. This paper discusses the merits and the short-comings
of the approach.},
file = {:http\://elib.dlr.de/55176/1/eventtrafficSubmitted.pdf:URL},
groups = {used, Soccer2006, generation, event traffic, mesoscopic, forecast, TS, assigned2groups},
keywords = {traffic simulation, event traffic, urban traffic},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/55176/}
}
@inproceedings{Behrisch2009a,
author = {Michael Behrisch and Michael Bonert and Daniel Hinkeldein and Daniel Krajzewicz and G\"unter Kuhns and Yun-Pang Wang},
booktitle = {ITS World Congress 2009},
title = {DELPHI - a joint web decision support application for real time traffic situation analysis and prognosis, information exchange and cooperation},
year = {2009},
abstract = {This paper describes DELPHI, a pilot version of a joint web decision
support application for real time traffic situation and prognosis,
information exchange and cooperation between the Traffic Management
Center, Emergency Rescue Services, the Police and the Emergency Call
Center. In two demonstration regions in Germany, Cologne and Munich
the R&D project started in 2007. The main purpose is to handle major
incidents that affect the transportation situation in conurbation
areas. The web application is intended to help task force members
at different stakeholders to obtain a common and joint overview.
DELPHI also allows to coordinate tactical measures among the task
forces.},
groups = {used, DELPHI, surveillance, airborne, cameras, forecast, TS, assigned2groups},
keywords = {decision support, TMC, Traffic Management Center, incident management, ITS, Intelligent Transportation System},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/62187/}
}
@inproceedings{Behrisch2010a,
author = {Michael Behrisch and Jakob Erdmann and Daniel Krajzewicz},
booktitle = {MESM 2010},
title = {Adding intermodality to the microscopic simulation package SUMO},
year = {2010},
month = {Dezember},
abstract = {It is shown how the traffc simulation SUMO which traditionally focused
on individual road traffc could be extended to serve the purpose
of a general traffic simulation (including transport of individual
persons) while retaining most of in- and output formats and the performance
of the original system.},
file = {:http\://elib.dlr.de/65964/1/intermodalSumo.pdf:URL},
groups = {presentation, inter-modality, TS, assigned2groups},
keywords = {Traffic, Microsimulation, Intermodal, SUMO},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/65964/}
}
@unpublished{dlr76186,
author = {Michael Behrisch and Yun-Pang Fl\"otter\"od and Daniel Krajzewicz and Peter Wagner},
note = {Der Eintrag wurde auf der DTA 2012 vorgestellt.},
title = {Ecological User Equilibrium in Traffic Management (TM)?},
month = {Februar},
year = {2012},
abstract = {With increasing environmental sustainability awareness significant
attention on ecological traffic management (eco-TM) has come into
the focus of researchers and practitioners. While different approaches
have been applied to reach minimal pollutant production, the classic
user equilibrium calculation with the pollutant production as travel
costs instead of using travel times remains in the center of attention.
However, the validity of such a direct transformation to find a user
equilibrium is questionable. In this paper, a simplified analytical
approach to examine the above aforementioned validity has been carried
out, followed by a simulation approach to verify the results of the
analytical approach. The result shows that the pollutant production
function violates the usual assumption of a monotonous function (typically,
emission has a minimum at travel speeds around 60 km/h). It also
indicates that the respective algorithms to compute the user equilibrium
must deal with the fact, that the equilibrium solution is not unique
and is dependent on the initial solution. This means that substantial
modifications to the algorithms that compute the user equilibrium
have to be discussed since they do not work as intended when pollutant
production is used as travel costs, especially in a transportation
system with mixed speeds that cover a range around the minimum emission
speed.},
groups = {pollution},
institution = {Institut f\"ur Verkehrssystemtechnik},
keywords = {ecological traffic management, traffic simulation, user equilibrium},
owner = {dkrajzew},
timestamp = {2012.09.18},
url = {http://elib.dlr.de/76186/}
}
@inproceedings{dlr71870,
author = {Michael Behrisch and Yun-Pang Fl\"otter\"od and Daniel Krajzewicz and Peter Wagner},
booktitle = {DTA 2012},
title = {Ecological User Equilibrium?},
year = {2011},
month = {November},
abstract = {With increasing environmental sustainability awareness significant
attention on ecological traffic management (eco-TM) has come into
the focus of researchers and practitioners. While different approaches
have been applied to reach minimal pollutant production, the classic
user equilibrium calculation with the pollutant production as travel
costs instead of using travel times remains in the center of attention.
However, the validity of such a direct transformation to find a user
equilibrium is questionable. In this paper, a simplified analytical
approach to examine the above aforementioned validity has been carried
out, followed by a simulation approach to verify the results of the
analytical approach. The initial result shows that the pollutant
production function violates the usual assumption of a monotonous
function (typically, emission has a minimum at travel speeds around
\unit[60]{km/h} ). This means that substantial modifications to the
algorithms that compute the user equilibrium have to be discussed
since they do not work as intended when pollutant production is used
as travel costs, especially in a transportation system with mixed
speeds that cover a range around the minimum emission speed.},
groups = {pollution},
keywords = {eco traffic management, dynamic traffic assignment, user equilibrium},
owner = {dkrajzew},
timestamp = {2012.09.18},
url = {http://elib.dlr.de/71870/}
}
@inproceedings{Behrisch2010,
author = {Michael Behrisch and Marc Hohloch and Marek Junghans and G\"unter Kuhns and Daniel Krajzewicz and Yun-Pang Wang},
booktitle = {2010 POLIS CONFERENCE - 'Innovation in transport for sustainable cities and regions'},
title = {Traffic Management Decision Support based on on-line Data},
year = {2010},
month = {November},
abstract = {Natural disasters, industrial accidents, technological disasters as
well as terrorist attacks have raised a great attention to road traffic
management in emergencies and disasters worldwide. The road system
is the essential infrastructure for mobility and accessibility. It
is important in daily life and especially in disasters and emergencies.
Therefore, a successful road traffic management in such situations
should minimize losses in life and goods as well as economical losses
and assets through incident prevention, mitigation, preparedness,
response and recovery.
Based on this concern, the German Aerospace Center has been continuously
undertaking the development of a real-time web-based decision support
system within four R&D projects, WJT2005, Soccer2006, DELPHI and
VABENE, since 2005. A pilot version of the new portal has already
been established in the demonstration region Munich in 2007.
This system mainly aims to - establish a shared online traffic information
platform and decision-making support tool for the law enforcement
and emergency services - use available traffic information as best
as possible for online traffic monitoring and evaluation, and - provide
accurate traffic forecasting for supporting the decision-making in
traffic management.},
groups = {used, GF4BOS, simulation packages, surveillance, airborne, cameras, forecast, TS, assigned2groups},
keywords = {online traffic management, decision support system},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/65965/}
}
@inproceedings{Behrisch2009,
author = {Michael Behrisch and Daniel Krajzewicz and Ronald Nippold and Yun-Pang Wang},
booktitle = {2nd NEARCTIS workshop 2009},
title = {Simulation of Urban MObility},
year = {2009},
groups = {presentation, simulation packages, TS, assigned2groups},
keywords = {traffic simulation},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/62188/}
}
@incollection{dlr81244,
author = {Michael Behrisch and Daniel Krajzewicz and Peter Wagner and Yun-Pang Wang},
publisher = {Edward Elgar Publishing Limited},
title = {Comparing Performance and Quality of Traffic Assignments for Microscopic Simulation},
year = {2010},
editor = {Chris M.J. Tampere and Francesco Viti and Lambertus H. (Ben) Immers},
pages = {361--386},
groups = {pollution},
journal = {New Developments in Transport Planning - Advances in Dynamic Traffic Assignment},
keywords = {dynamic traffic assignment, traffic simulation},
owner = {dkrajzew},
timestamp = {2014.01.08},
url = {http://elib.dlr.de/81244/}
}
@inproceedings{Behrisch2008b,
author = {Michael Behrisch and Daniel Krajzewicz and Peter Wagner and Yun-Pang Wang},
booktitle = {DTA2008 International Symposium on Dynamic Traffic Assignment},
title = {Comparison of Methods for Increasing the Performance of a DUA Computation},
year = {2008},
month = {Mai},
abstract = {Computing realistic routes for a given road network and a known demand
of vehicles is one of the most important steps when preparing a road
traffic simulation. The approach developed by Christian Gawron in
1998 which we use for this purpose computes a dynamic user equilibrium
by iteratively performing the simulation and computing new vehicle
routes. The results are valid, but the computation is very time consuming
due to the need to perform both the complete simulation and rerouting
of all vehicles within each iteration step. Herein, we want to discuss
some approaches to reduce the needed time and memory consumption.
The results show that this can be achieved without reducing the algorithm?s
quality.},
groups = {used, assignment, TS, assigned2groups},
journal = {Proceedings of DTA2008},
keywords = {microscopic simulation, traffic assignment, SUE, DUA},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/55173/}
}
@inproceedings{Behrisch2008a,
author = {Michael Behrisch and Daniel Krajzewicz and Yun-Pang Wang},
booktitle = {DTA2008 International Symposium on Dynamic Traffic Assignment},
title = {Comparing performance and quality of traffic assignment techniques for microscopic road traffic simulations},
year = {2008},
month = {Mai},
abstract = {Focusing on the tradeoff between accuracy of the assignment and computation
time this paper proposes different traffic assignment methods targeting
at microscopic traffic simulation. The corresponding network-wide
performance indices, the generated route sets and the respective
significance tests are analyzed and compared. The results indicate
that the saving on computa-tion time is significant with use of macroscopic
assignments. However, the deficiency of ne-glecting turning behaviors
in macroscopic assignments results in worse assignment results. Moreover,
the used computation time of some microscopic methods (e.g. the one-shot
method) is competitive with that of the macroscopic assignments.
While the exact parameteri-zation as well as the sensitivity of the
methods to the size of the scenarios still need further investigation,
it seems favorable to employ microscopic assignment techniques or
hybrid methods for producing a good traffic assignment for a microscopic
simulation.},
groups = {used, assignment, TS, assigned2groups},
journal = {Proceedings of DTA2008},
keywords = {microscopic simulation, traffic assignment, SUE, DUA, route set similarity},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/55172/}
}
@inproceedings{Bieker2011a,
author = {Laura Bieker},
booktitle = {Young Researchers Seminar},
title = {Emergency Vehicle Prioritization using Vehicle-To-Vehicle Communication},
year = {2011},
month = {Juni},
abstract = {Emergency vehicles need to reach their destination as fast as possible.
They deserve the highest priority at intersections. Therefore, they
are allowed to use bus lanes and pass red lights at traffic light
systems. Nevertheless, for emergency vehicles it is still quicker
and safer to get priority at the approaching intersection. This paper
analyses how the travel time of emergency vehicles can be improved
by using vehicle-to-infrastructure (V2I) communication. Emergency
vehicles are sending messages with their route information and their
current position. The traffic lights which have to be passed can
switch to green for emergency vehicles and to red for all other streets.
The traffic lights continue the normal operation after the emergency
vehicle has passed the intersection. Simulation results show that
emergency vehicles can reach their destination faster.},
groups = {used, iTETRIS, emergency, TLS, TS, assigned2groups},
keywords = {V2I communication, Emergency vehicle, traffic management, traffic simulation},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/70219/}
}
@inproceedings{Bieker2011,
author = {Laura Bieker and Daniel Krajzewicz},
booktitle = {First Forum on Integrated and Sustainable Transportation Systems (FISTS)},
title = {Evaluation of opening Bus Lanes for private Traffic triggered via V2X Communication},
year = {2011},
month = {Juni},
abstract = {Within the EC project ?iTETRIS?, an architecture for simulating traffic
management applications based on vehicular communications (V2X) was
designed and implemented. The work was based on evaluating the needs
of a real city ? the city of Bologna. Applications which try to solve
the detected problems were defined and evaluated in subsequent steps.
This report describes the evaluation of one of the developed applications,
namely ?Bus Lane Management?. It was analyzed whether it is possible
to detect the traffic demand via V2X communication and open bus lanes
for private vehicles. It turned out that this could be done efficiently:
dedicating the free space on the bus lanes improves the average travel
times and route lengths of all vehicles. However, this is true only
if the penetration rates stay well below 50%. If more vehicles try
to benefit, the situation deteriorates readily.},
groups = {used, iTETRIS, public transport, surveillance, TS, assigned2groups},
keywords = {traffc simulation, bus lane management, V2V communication},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/70220/}
}
@inproceedings{Bieker2010,
author = {Laura Bieker and Daniel Krajzewicz and Matthias R\"ockl and Hans Capelle},
booktitle = {Intelligent Transport Systems Telecommunications (ITST2010)},
title = {Derivation of a fast, approximating 802.11p simulation model},
year = {2010},
month = {November},
abstract = {This paper gives an overview of the development of a fast, approximating
model of vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2X)
communication. Large-scale traffic simulations need to be fast, and
the lack of supporting this feature by common communication simulators
makes the development of a new one necessary. In a vehicular system,
packet error rate can be significant; hence models that consider
error characteristics are desirable. Our work considers communication
models that approximate the radio propagation characteristics in
a realistic way without compromising simulation speed.},
groups = {used, Pre-Drive C2X, communication models, own (DLR), TS, IMEC, assigned2groups},
keywords = {V2X communication, Traffic simulation, Radio Propagation, Packet Error Rate},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/66094/}
}
@inproceedings{Blokpoel2010,
author = {Robbin Blokpoel and Daniel Krajzewicz and Ronald Nippold},
booktitle = {13th International IEEE Conference on Intelligent Transportation Systems (ITSC)},
title = {Unambiguous metrics for evaluation of traffic networks},
year = {2010},
month = {September},
abstract = {This paper presents an extensive set of unambiguous metrics that can
be used for evaluation of new ITS applications. Currently in the
literature most authors define their own metrics and small differences
in definitions can lead to confusion when comparing the results.
To derive the set of metrics presented in this paper, several steps
have been taken. First, a list has been made with all metrics known
by the research partners. Afterwards, a set of base measures has
been defined. Using that set, clear formulas for all metrics have
been derived and are reported in this paper. Finally, an application
example about a cooperative traffic light controller is given.},
groups = {iTETRIS, metrics, pollution, TS, Peek Traffic, assigned2groups},
keywords = {simulation, performance indicators, performance metrics, traffic science, traffic management},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/67734/}
}
@inproceedings{Bonert2006,
author = {Michael Bonert and Elmar Brockfeld and Ines Ernst and Daniel Krajzewicz and Martin Ruh\'e and Peter Wagner},
booktitle = {IMA 2006 Informationssysteme f\"ur mobile Anwendungen},
title = {SOCCER Verkehrslageerfassung und ?prognose w\"ahrend der Fu\ssball-WM},
year = {2006},
month = {Oktober},
abstract = {W?hrend der FIFA?Fu?ballweltmeisterschaft 2006 wurde im Rahmen des
vom BMWi ge-f?rderten Projektes SOCCER an drei Spielst?tten (Berlin,
K?ln, Stuttgart) ein integriertes Sys-tem getestet, das Verkehrsdaten
aus unterschiedlichen Quellen zu einer Verkehrslageerfas-sung und
anschlie?ender Prognose fusionieren konnte. Die beiden Systeme in
Berlin und K?ln setzten dabei jeweils auf eine Simulation der gesamten
Stadt auf, w?hrend das Stuttgar-ter System im Wesentlichen auf einer
ganglinienbasierten Prognose basierte. Die verwendeten Inputdaten
waren in allen F?llen eine Kombination aus (nicht in allen St?dten
gleich) luft-gest?tzter Verkehrslageerfassung an ausgesuchten Brennpunkten
(Zeppelin in K?ln, Flugzeug in Berlin und Hubschrauber in Stuttgart),
vorhandenen Z?hlschleifendaten (alle Orte) und den Reisezeitinformationen
aus den Taxi?FCD Projekten Stuttgart und Berlin des DLR (siehe www.cityrouter.com).
Dieser Beitrag beschreibt den Aufbau der Systeme und stellt erste
Er-gebnisse dar, mit denen die Prognoseg?te beurteilt werden kann.},
groups = {used, Soccer2006, surveillance, airborne, cameras, forecast, assigned2groups},
keywords = {Verkehrsmanagement von Gro?ereignissen, Verkehrssimulation, luftgest?tzte Verkehrslageerfassung},
owner = {Daniel},
timestamp = {2011.12.02},
url = {http://elib.dlr.de/50197/}
}
@article{Brockfeld2003a,
author = {Elmar Brockfeld and Reinhart K\"uhne and Alexander Skabardonis and Peter Wagner},
journal = {Transportation Research Records},
title = {Towards a benchmarking of Microscopic Traffic Flow Models},
year = {2003},
number = {TRB2003-001164},
pages = {124--129},
volume = {1852},
abstract = {Several microscopic traffic models have been tested with a publicly
available data set. The task was to predict the travel times between
sever observers along a one-lane rural road, given as boundary conditions
the flow into this road and the flow out of it. By using nonlinear
optimization, for each of the models the best matching set of parameters
have been estimated. For this particular data set, the models that
performed best are the ones with the smalles number of parameters.
The average error rate of the models is about 16 %, however, this
value is not very reliable: the error rate fluctuates between 2.5
and 25 % for different parts of the data set.},
booktitle = {82nd Annual Meeting Transportation Research Board},
editor = {Transportation Research Board},
groups = {calibration&validation, TS, assigned2groups},
keywords = {calibration, validation, simulation, models, microscopic flow models, DLR/TS/VM, model calibration},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/6646/}
}
@article{Brockfeld2005a,
author = {Elmar Brockfeld and Reinhart K\"uhne and Peter Wagner},
journal = {Transportation Research Records},
title = {Calibration and Validation of Microscopic Traffic Flow Models},
year = {2005},
month = {Januar},
pages = {179--187},
volume = {1934},
abstract = {Since microscopic models are being heavily used in applications, the
appropriate calibration and validation have been a recent concern.
The contribution of this paper is to compare some of these models
by calibrating and validating them with data from double-loop detectors
on a multilane freeway. To simplify this task, the test of the models
is done by simplifying the multilane reality to a simulation of only
single lane. The results show that by simulating the multilane road
with single lane models, calibration errors (Theil?s U, root mean
squared error) of 14 % to 16 % can be obtained. A validation of the
models ?which means taking calibrated parameters of one data set
to reproduce the other data sets? gives additional errors of about
0.5 to 2.5 percentage points. This is in good agreement with other
calibration/validation approaches performed recently.},
booktitle = {Transportation Research Board 2005},
editor = {Transportation Research Board},
groups = {calibration&validation, TS, assigned2groups},
keywords = {microscopic traffic flow models, calibration/validation, freeway data, DLR/TS/VM, model calibration},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/20987/}
}
@inproceedings{Brockfeld2004c,
author = {Elmar Brockfeld and Reinhart K\"uhne and Peter Wagner},
booktitle = {TRB Annual Meeting},
title = {Calibration and Validation of Microscopic Traffic Flow Models},
year = {2004},
editor = {Transportation Research Board},
number = {TRB2004-001743},
pages = {62--70},
volume = {1876},
abstract = {Microscopic simulation models are becoming increasingly important
tools in modeling transport systems. There are a large number of
available models used in many countries. the most difficult stage
in the development and use of such models is the calibration and
validation of the microscopic sub-models describing the traffic flow,
such as the car following, lane changing and gap acceptance models.
This difficulty is due to the lack of suitable methods for adapting
models to empirical data. The aim of this paper is to present recent
progress in calibratin a number of microscopic traffic flow models.
By calibrating and validating various models using the same data
sets, the models are directly comparable to each other. This sets
the basis for a transparent benchmarking of those models. Furthermore,
the advantages and disadvantages of each model can be analyzed better
to develop a more realistic behavior of the simulated vehicles In
this work various microscopic traffic flow models have been tested
from a very microscopic point of view concerning the car-follwing
behavior and gap-acceptance. The data used for calibration and validation
is from car-following experiments performed in Japan in October 2001.
The data have been collected by letting nine DGPS-equipped cars follow
a lead car driving along a 3 km test track for about 15-30 minutes.
So one gets the positions and speeds of each car in time intervals
of 0.1 seconds. The experiment was repeated eight times letting the
leading driver perform various driving in waves and emulating many
acceleations/decelerations as they are typical at intersections.
To minimize driver-dependent correlations between the data sets,
the drivers were exchanged between the cars regularly after each
experiment},
groups = {calibration&validation, TS, assigned2groups},
journal = {TRB 2004 Annual Meeting},
keywords = {calibration, validation, traffic flow models, microscopic, GPS, DGPS, DLR/TS/VM, model calibration},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/6652/}
}
@inproceedings{Brockfeld2002a,
author = {Elmar Brockfeld and Reinhart K\"uhne and Peter Wagner},
booktitle = {Networks for Mobility, International Symposium},
title = {Towards Benchmarking Microscopic Traffic Flow Models},
year = {2002},
note = {LIDO-Berichtsjahr=2003,},
pages = {321--331},
volume = {I},
groups = {calibration&validation, TS, assigned2groups},
journal = {Proceedings of Networks for Mobility},
keywords = {microscopic simulation, benchmarking, traffic flow models, DLR/TS/VM, model calibration},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/6506/}
}
@inproceedings{Brockfeld2004b,
author = {Elmar Brockfeld and Rene Kelpin and Peter Wagner},
booktitle = {2nd International Symposium "Networks for Mobility"},
title = {Performance of car following behaviour in microscopic traffic flow models},
year = {2004},
editor = {W. M\"ohlenbrink and F.C. Englmann and M. Friedrich and U. Martin and U. Hangleiter},
pages = {43--43},
publisher = {Universit\"at Stuttgart},
abstract = {Microscopic simulation models are becoming increasingly important
tools in modelling transport systems. They are applied in simulation
programs for transport planning, traffic forecasting and advanced
vehicle control and safety systems (AVCSS). An important part of
the models are the microscopic sub-models which describe the interaction
between adjacent vehicles. For that purpose rules and equations are
defined describing the car-following and lane changing behaviour
of the vehicles. An essential problem is the calibration and validation
of the parameters used in these rules. In this paper ten microscopic
traffic flow models of very different kind are analysed concerning
the correct reproduction of the car-following behaviour on single
lane roads. The models are calibrated and validated with data collected
via DGPS-equipped cars (Differential Global Positioning System) on
a test track in Japan. The positions of the cars are delivered every
0.1 second with very high accuracy, which is perfect for analysing
the car following behaviour. To calibrate the models, in each case
one driver pair is under consideration. The measured data of a leading
car are fed into the model under consideration and the model is used
to compute the behaviour of a following car. In the analysis the
resulting simulated time series of headways are carried out and the
deviations to the measured headways are calculated to calibrate the
models. To find the optimal parameters an automated optimisation
technique is used which tries to minimise the deviations. For validation
purposes the resulting optimal parameter sets for single data sets
are taken to reproduce some other data sets by simulation. At first,
this is done in a driver independent way, where the drivers in the
data set used for the calibration are different from those used for
the validation. Secondly, to investigate whether individual driver
behaviour can be reproduced better a driver-special validation is
conducted, where the calibrated parameter sets obtained for each
driver are taken to validate the behaviour of the same driver in
other situations. Main results of the analyses are that all models
produce nearly the same errors, thus sophisticated models with up
to 15 parameters seem not to be better than simple models with only
4 or 6 parameters. In total it is found that the differences in the
driver behaviour are much bigger than the diversity of the models.
At last, the validation with special driver pairs produces slightly
better results than the driver-independent validation. Thus, the
behaviour of individual drivers can be reproduced a bit more accurately
than trying to transfer optimal parameter results from one driver
to another.},
groups = {calibration&validation, TS, assigned2groups},
journal = {Networks for Mobility 2004, Proceedings - Abstracts and CD-ROM},
keywords = {simulation,model,microscopic models,calibration,validation,GPS,DGPS,car following, DLR/TS/VM},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/21349/}
}
@inproceedings{Brockfeld2005,
author = {Elmar Brockfeld and Stefan Lorkowski},
booktitle = {ISTTT 16},
title = {Calibration of car-following models using Kalman filters},
year = {2005},
abstract = {Calibration and validation, especially of microscopic traffic flow
models is a challenging task. Currently, ther is a renewed interest
in results of those efforts [1, 2] as well as in developing the right
tools to actually perform the calibration. The approach developed
in [1] will be refined, extended and compared to an approach based
on the recent development of a so called unscented Kalman filter
[3]. These methods will be used to calibrate a couple of microscopic
traffic flow models to two sets of freeway data, one US-American
(the I-880 FSP-dataset) and an European dataset, data from the German
freeway A100.},
groups = {calibration&validation, TS, assigned2groups},
keywords = {calibration, validation, Kalman filter, , DLR/TS/VM, model calibration},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/22391/}
}
@inproceedings{Brockfeld2003,
author = {Elmar Brockfeld and Peter Wagner},
booktitle = {Traffic and Granular Flow '03},
title = {Calibration and Validation of Microscopic Traffic Flow Models},
year = {2003},
editor = {P. H. L. Bovy and S. P. Hoogendoorn and M. Schreckenberg and D. E. Wolf},
publisher = {Springer},
abstract = {Microscopic simulation models are becoming increasingly important
tools in modeling transport systems. There are a large number of
available models used in many countries. The most difficult stage
in the development and use of such models is the calibration and
validation of the microscopic sub-models describing the traffic flow,
such as the car following, lane changing and gap acceptance models.
This difficulty is due to the lack of suitable methods for adapting
models to empirical data. The aim of this paper is to present recent
progress in calibrating a number of microscopic traffic flow models.
By calibrating and validating various models using the same data
sets, the models are directly comparable to each other. This sets
the basis for a transparent benchmarking of those models. Furthermore,
the advantages and disadvantages of each model can be analyzed better
to develop a more realistic behavior of the simulated vehicles.
In this work various microscopic traffic flow models have been tested
from a very microscopic point of view concerning the car-following
behavior and gap-acceptance. The data used for calibration and validation
is from car-following experiments performed in Japan in October 2001.
The data have been collected by letting nine DGPS-equipped cars follow
a lead car driving along a 3 km test track for about 15-30 minutes.
So one gets the positions and speeds of each car in time intervals
of 0.1 seconds. The experiment was repeated eight times letting the
leading driver perform various driving patterns as there are constant
speeds of 20, 40, 60 and 80 km/h for some time, driving in waves
and emulating many accelerations/decelerations as they are typical
at intersections. To minimize driver-dependent correlations between
the data sets, the drivers were exchanged between the cars regularly
after each experiment.
In this paper we present analyses concerning four of the experiments,
namely the patterns mostly with intervals of constant speeds and
wave-performing. For each of the four experiments one gets the ten
trajectories of the cars in form of the DGPS-positions and speeds.
From these the accelerations and distances/gaps between the cars
have been calculated, which are used then for the simulation runs.<br/>
The study was done analyzing the time-development of the gaps between
the cars. For the simulation setup only two cars are considered at
a time. The leading car is updated as the speeds in the recorded
data sets tell and the following car is updated as defined by the
equations and rules of the used model, respectively. The absolute
error a model produces is calculated via the simple quadratic distance
between the recorded gaps and the simulated gaps. To get a percentage
error it is additionally related to the mean average gap in each
data set. Altogether 36 vehicle pairs (4 experiments * 9 vehicle
pairs) were used as data sets for the analyses.
Each model has been calibrated with each of the 36 different constellations
separately gaining optimal parameter sets for each ?model - data
set? combination. To find the optimal parameter constellations a
gradient-free optimization method was used and started several times
with different initialization values for each ?model - data set?
pair. The variation in initialization is done to avoid sticking with
a local minimum, which of course can occur because getting a global
minimum can not be guaranteed by those type of optimization algorithms.
Subsequently, the validation was performed by determining the error
of a given model on all the data sets which have not been used to
calibrate the model.
By now, ten microscopic models of a very different kind using 3 to
14 parameters have been tested. The most basic parameters used by
the models are the car length, a maximum velocity, an acceleration
and mostly a deceleration rate. The acceleration and deceleration
rates are specified in more detail in some models depending on the
recent speed or traffic states (indicated by density for example).
Furthermore, some models use a parameter for random braking or another
kind of stochastic parameter describing individual driver behavior.
Finally, few models use much more parameters to describe the driver?s
behavior, which will be briefly described in the final paper. As
the time step for the models is 0.1 seconds according to the recorded
data, some models with a traditional time step of 1 second ? as for
example used for simple cellular automatons - have been modified
to adopt for an arbitrarily small time-step. So far the models tested
are as follows (more will be added): - CA (cellular automaton model
by K. Nagel, M. Schreckenberg), - SK-model (model by S. Krauss),
- OVM (?Optimal Velocity Model?, Bando, Hasebe), - IDM (?Intelligent
Driver Model?, Helbing), - IDMM (?Intelligent Driver Model with Memory?,
Helbing, Treiber), - CATauT (CA model with more variable acceleration
and deceleration, own development), - GIPPSLIKE (basic model by P.G.
Gipps), - Aerde (model used in the simulation package INTEGRATION),
- FRITZSCHE (model used in the british software PARAMICS; it is similar
to what is used in the german software VISSIM by PTV), - MitSim (model
by Yang, Koutsopulus, used in the software MitSim).
The error rates of the models in comparison to the data sets during
the calibration for each model reach from 9 to 24 %. But no model
appears to be significantly the best one since every model has the
same problems with distinct data sets and other data sets can be
simulated quite good with each model. Interestingly, it can be stated
that models with more parameters than others do not necessarily reproduce
the real data better. The results of the validation process draw
a similar picture. The produced errors in these cases are about 12
to 30 %, sometimes up to 40 or 60%, which is of course much bigger
than in the simple calibration cases. All in all the results after
the calibration agree with some results that have been obtained before.
But the results of the validation are in parts very bad which probably
calls for the development of much better models. The other way to
interpret the results is that ? from this microscopic point of view
? errors of about 12-30 % can probably not be suppressed no matter
what a model is used. This would be due to the different behavior
of each driver.},
groups = {calibration&validation, TS, assigned2groups},
journal = {Traffic and Granular Flow '03},
keywords = {calibration, validation, models, traffic flow models, microscopic, DLR/TS/VM, model calibration},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/6653/}
}
@inproceedings{Brockfeld2004,
author = {Elmar Brockfeld and Peter Wagner},
booktitle = {WCTR04 - 10th World Conference on Transport Research},
title = {Testing and Benchmarking of Microscopic Traffic Flow Models},
year = {2004},
number = {A-D},
pages = {775--776},
volume = {abstract book I},
abstract = {Microscopic simulation models are becoming increasingly important
tools in modelling transport systems. There are large number of available
models used in many countries. The important difficult stage in the
development and use of such models is the calibration and validation
of the microscopic sub-models describing the traffic flow, such as
the car following models for example. The aim of this paper is to
present recent progress in calibrating more than a dozen microscopic
traffic flow models with very different data sets conducted by DGPS-equipped
cars (Differential Global Positioning System), loop detectors and
human observers. Different approaches to measure the errors the models
produce in comparison to reality are compared. It can be stated that
from a microscopic point of view errors of about 15-20 % in headway-
and travel time-estimation and about 2-7 % in speed-estimation of
individual vehicles in the car following process seem to be the minimal
reachable level. Furthermore, the larger the simulation horizon is,
the smaller the diversity of the analyzed models become in comparison
to the diversity in the driver behaviour. Most interesting, no model
cold be denoted to be the best and especially highly sophisticated
models did not produce better results than very simple ones.},
groups = {calibration&validation, TS, assigned2groups},
journal = {Proceedings of the 10th World Conference on Transport Research},
keywords = {traffic flow modeling, benchmarking, simulation, GPS, DLR/TS/VM, model calibration},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/6709/}
}
@unpublished{Brockfeld2004a,
author = {Elmar Brockfeld and Peter Wagner},
title = {Kalibrierung und Validierung von mikroskopischen Verkehrsflussmodellen},
year = {2004},
abstract = {Mikroskopische Verkehrsmodelle entwickeln sich zu immer wichtigeren
Hilfsmitteln bei der Modellierung von Transportsystemen. Sie helfen
bei der Infrastrukturplanung und beim Design von kleinr?umigen Bereichen
wie etwa Ampelkreuzungen bis hin zu gro?en Verkehrsnetzen. Auch im
Bereich der Verkehrsprognose, speziell der Kurzfristprognose und
bei der Entwicklung von Fahrerassistenzsystemen werde sie immer h?ufiger
eingesetzt. Von diesen Modellen gibt es eine sehr gro?e Anzahl, die
in vielen verschiedenen L?ndern eingesetzt werden. Oft ist jedoch
nicht hinreichend klar, welches Modell welche Verkehrsph?nomene und
Fahrerverhalten wie genau abbildet. Der schwierigste Schritt bei
der Entwicklung und Nutzung solcher Modelle ist der Abgleich der
mikroskopischen Teilmodelle, die den Verkehrsfluss beschreiben, mit
realen Daten - also die Kalibrierung und Validierung. Diese Teilmodelle
sind z. B. Fahrzeugfolgemodelle, Spurwechselmodelle und Abstands-Akzeptanz-Modelle.
Die Schwierigkeit der Kalibrierung liegt vor allem darin, dass derzeit
noch keine Methoden etabliert sind, wie die Modell mikroskopisch
mit realen Daten verglichen werden sollten. Im Vortrag werden methoden
hierf?r vorgeschlagen und aktuelle Forschungsergebnisse bzgl. des
Vergleichs verschiedener Verkehrsflussmodelle anhand realer Daten
vorgestellt. Die Modell wurden alle mit denselben ?ffentlich zug?nglichen
Datens?tzen kalibriert und validiert, wodurch vor allem Vergleichbarkeit
und Transparenz der ERgebnisse hergestellt wird. Ein wesentliches
Ergebnis ist bisher, dass komplexere Modelle nicht notwendigerweise
besser sein m?ssen als sehr einfach strukturierte. Ferner geben die
Ergebnisse Hinweise auf eine bisher unzureichende Abbildung des Fahrerverhaltens
in den Modellen.},
booktitle = {Braunschweiger Verkehrskolloquium des Zentrumf f\"ur Verkehr (ZVB)},
groups = {calibration&validation, TS, assigned2groups},
keywords = {Kalibrierung, Validierung, Fahrzeugdaten, Modelle, Simulation, DLR/TS/VM, model calibration},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/6706/}
}
@inproceedings{Brockfeld2002,
author = {Elmar Brockfeld and Peter Wagner},
booktitle = {Computional Physics Conference},
title = {Testing traffic flow models},
year = {2002},
note = {LIDO-Berichtsjahr=2003,},
groups = {calibration&validation, TS, assigned2groups},
journal = {Proceedings of the Computional Physics Conference},
keywords = {DLR/TS/VM, model calibration},
owner = {dkrajzew},
timestamp = {2011.09.30},
url = {http://elib.dlr.de/6505/}
}
@article{Chao-Qun2008,
author = {Mei Chao-Qun and Huang Hai-Jun and Tang Tie-Qiao},
journal = {Intelligent Computation Technology and Automation, International Conference on},
title = {Improving Urban Traffic by Velocity Guidance},
year = {2008},
pages = {383-387},
volume = {2},
address = {Los Alamitos, CA, USA},
doi = {http://doi.ieeecomputersociety.org/10.1109/ICICTA.2008.288},
groups = {GLOSA, assigned2groups, dkrajzew:6},
isbn = {978-0-7695-3357-5},
owner = {dkrajzew},
publisher = {IEEE Computer Society},
timestamp = {2012.01.26}
}