K. S. Chang, W. Li, P. Devlin, A. Shaikhbahai, Pravin Varaiya, J. K. Hedrick, D. McMahon, V. Narendran, D. Swaroop, J. Olds
This paper presents results and analysis of experiments carried out on a vehicle platoon control system developed in the PATH program. The objective of this project is to assess the feasibility of applying currently available technology to the concept of vehicle platoon control. It is estimated that the vehicle platoon system could increase highway traffic capacity by a factor of two or three. The Integrated Platoon Control System (IPCS) includes a control system, communication system, data acquisition system, and various sensors including a radar system. The initial experiments using two Ford cars showed successful results. In the field tests, the automated following vehicle successfully followed the manually driven lead vehicle through several different kinds of maneuvers. This project is a joint effort by U.C.Berkeley, Caltrans and VORAD, with vehicles provided by Ford.
{"title":"Experimentation with a vehicle platoon control system","authors":"K. S. Chang, W. Li, P. Devlin, A. Shaikhbahai, Pravin Varaiya, J. K. Hedrick, D. McMahon, V. Narendran, D. Swaroop, J. Olds","doi":"10.4271/912868","DOIUrl":"https://doi.org/10.4271/912868","url":null,"abstract":"This paper presents results and analysis of experiments carried out on a vehicle platoon control system developed in the PATH program. The objective of this project is to assess the feasibility of applying currently available technology to the concept of vehicle platoon control. It is estimated that the vehicle platoon system could increase highway traffic capacity by a factor of two or three. The Integrated Platoon Control System (IPCS) includes a control system, communication system, data acquisition system, and various sensors including a radar system. The initial experiments using two Ford cars showed successful results. In the field tests, the automated following vehicle successfully followed the manually driven lead vehicle through several different kinds of maneuvers. This project is a joint effort by U.C.Berkeley, Caltrans and VORAD, with vehicles provided by Ford.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130646355","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Electronic toll collection with reflective Automatic Vehicle Identification (AVI) tags in the vehicle windshield is a commercial reality, with proven reliability and cost effectiveness. Reflective tag technology enhances the selectivity for reading only the closest of several tags in the reader's field, as well as reducing tag complexity and cost. The advantages of reflective tag technology can be retained for the vehicle-to-roadside radio link of IVHS with a simple ASK radio link used for roadside-to-vehicle transmissions. System capability and reliability could be improved with the IVHS antenna designed into the vehicle structure. Usable vehicle speed and required RF power trade off against message length, making it necessary to use message data bits as efficiently as possible.
{"title":"Advances in practical implementation of AVI systems","authors":"A. Koelle","doi":"10.4271/912847","DOIUrl":"https://doi.org/10.4271/912847","url":null,"abstract":"Electronic toll collection with reflective Automatic Vehicle Identification (AVI) tags in the vehicle windshield is a commercial reality, with proven reliability and cost effectiveness. Reflective tag technology enhances the selectivity for reading only the closest of several tags in the reader's field, as well as reducing tag complexity and cost. The advantages of reflective tag technology can be retained for the vehicle-to-roadside radio link of IVHS with a simple ASK radio link used for roadside-to-vehicle transmissions. System capability and reliability could be improved with the IVHS antenna designed into the vehicle structure. Usable vehicle speed and required RF power trade off against message length, making it necessary to use message data bits as efficiently as possible.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"34 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123304147","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Transport problems in metropolitan areas, like the Greater Munich Area, can no more be solved via a demand oriented extension of the road network. The general objectives can best be met by an integrated approach of all modes of transport based on the cooperation of the partners involved. The paper reports on the genetic design of a Cooperative Transport Management based the application of advanced transport control systems and a more detailed approach proposed for the Northern Sector the Greater Munich Area. A demonstration field is planned for testing integrated transport control systems in a real metropolitan environment and of system introduction of advanced communication and control technologies at sites which require immediate relief of existing transport problems.
{"title":"Concept of cooperative transport management for the greater Munich area","authors":"H. Keller, H. Schlichter, W. Wolters","doi":"10.4271/912745","DOIUrl":"https://doi.org/10.4271/912745","url":null,"abstract":"Transport problems in metropolitan areas, like the Greater Munich Area, can no more be solved via a demand oriented extension of the road network. The general objectives can best be met by an integrated approach of all modes of transport based on the cooperation of the partners involved. The paper reports on the genetic design of a Cooperative Transport Management based the application of advanced transport control systems and a more detailed approach proposed for the Northern Sector the Greater Munich Area. A demonstration field is planned for testing integrated transport control systems in a real metropolitan environment and of system introduction of advanced communication and control technologies at sites which require immediate relief of existing transport problems.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"358 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115942891","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper describes the Electro-Multivision map navigation software mounted in the Toyota Soarer (1991). The following functions are required of on-board map navigation software: 1. Indication of the exact position of the vehicle to the driver. 2. Determination of the optimum path to the destination and presentation of this route to the driver in the simplest way. 3. Accommodation of a wide variety of destinations and settings for different users. The following gives some examples of how these functions are achieved and outlines the associated technologies. 1. Path finding and associated display technology Path finding algorithm and technology for displaying the calculated on the map; construction of a data base on CD-ROM. 2. Technology for determination of the current position utilizing map matching and the global positioning system(GPS). A method with improved reliability based on two current position outputs obtained using map matching and the GPS and the mutual compensation method. 3. Software vendor participation technology Utilization of CDCRAFT and methods of determining and setting the destination devised by software vendors. Finally, an outline is given of the course of future development of on-board navigation systems.
{"title":"Map navigation software of the electro-multivision of the '91 Toyoto Soarer","authors":"K. Ishikawa, M. Ogawa, S. Azuma, T. Ito","doi":"10.4271/912790","DOIUrl":"https://doi.org/10.4271/912790","url":null,"abstract":"This paper describes the Electro-Multivision map navigation software mounted in the Toyota Soarer (1991). The following functions are required of on-board map navigation software: 1. Indication of the exact position of the vehicle to the driver. 2. Determination of the optimum path to the destination and presentation of this route to the driver in the simplest way. 3. Accommodation of a wide variety of destinations and settings for different users. The following gives some examples of how these functions are achieved and outlines the associated technologies. 1. Path finding and associated display technology Path finding algorithm and technology for displaying the calculated on the map; construction of a data base on CD-ROM. 2. Technology for determination of the current position utilizing map matching and the global positioning system(GPS). A method with improved reliability based on two current position outputs obtained using map matching and the GPS and the mutual compensation method. 3. Software vendor participation technology Utilization of CDCRAFT and methods of determining and setting the destination devised by software vendors. Finally, an outline is given of the course of future development of on-board navigation systems.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"63 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115671343","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Recent developments of the second generation automotive navigation and route guidance systems have posed more restrictive requirements for vehicle positioning accuracy. Only after accurate current vehicle locations are available can appropriate maneuver instructions be generated from the route guidance algorithm. Dead-reckoning systems and GPS are two commonly used techniques for vehicle navigation systems. While both methods suffer from different drawbacks, superior performance can be obtained by combining these two techniques. In this paper we present a vehicle positioning system that integrates both the GPS and the dead-reckoning method. This system uses the GPS signals to adaptively calibrate the dead-reckoning sensors as well as to "rescue" the system from unexpected position errors. On the other hand, the dead-reckoning method, through the use of map-matching algorithm, provides feedbacks for calibrating the GPS position errors. Experimental results using the ZEXEL NavMate Navigation and Route Guidance System demonstrate the effectiveness of the integrated positioning system.
{"title":"Integration of GPS and dead-reckoning navigation systems","authors":"W. Kao","doi":"10.4271/912808","DOIUrl":"https://doi.org/10.4271/912808","url":null,"abstract":"Recent developments of the second generation automotive navigation and route guidance systems have posed more restrictive requirements for vehicle positioning accuracy. Only after accurate current vehicle locations are available can appropriate maneuver instructions be generated from the route guidance algorithm. Dead-reckoning systems and GPS are two commonly used techniques for vehicle navigation systems. While both methods suffer from different drawbacks, superior performance can be obtained by combining these two techniques. In this paper we present a vehicle positioning system that integrates both the GPS and the dead-reckoning method. This system uses the GPS signals to adaptively calibrate the dead-reckoning sensors as well as to \"rescue\" the system from unexpected position errors. On the other hand, the dead-reckoning method, through the use of map-matching algorithm, provides feedbacks for calibrating the GPS position errors. Experimental results using the ZEXEL NavMate Navigation and Route Guidance System demonstrate the effectiveness of the integrated positioning system.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115361448","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A concept is presented for creating a measurement system that can quantify the specific motions which vehicles exhibit as they move in traffic, under the full array of traffic operations. Such quantification is seen as crucial to the development of automatic collision prevention systems and has spinoff utility for the study of many other issues in human factors and vehicle and highway engineering. This study has addressed the experimental and analytical challenges involved in wide-area sensing, large-volume data processing, and both deterministic and statistical analyses of the data which will characterize this so-called, "Vehicle Motion Environment" (VME). The basic concept which appears to be feasible for such measurements involves a remote sensor which is installed at the roadside, probably on a tall pole, and which produces electro-optic images of the traffic stream and converts them into a permanent data file of the quantified trajectory for each motor vehicle passing through the field of view. The paper covers the performance specifications for the VME measurement system plus considerations for the measurement package and the subsequent processing needed for deriving the variables of interest. Various applications of the VME system are also addressed.
{"title":"Quantitative characterization of the vehicle motion environment (VME)","authors":"R. Ervin, C. MacAdam, K. Gilbert, P. Tchoryk","doi":"10.4271/912854","DOIUrl":"https://doi.org/10.4271/912854","url":null,"abstract":"A concept is presented for creating a measurement system that can quantify the specific motions which vehicles exhibit as they move in traffic, under the full array of traffic operations. Such quantification is seen as crucial to the development of automatic collision prevention systems and has spinoff utility for the study of many other issues in human factors and vehicle and highway engineering. This study has addressed the experimental and analytical challenges involved in wide-area sensing, large-volume data processing, and both deterministic and statistical analyses of the data which will characterize this so-called, \"Vehicle Motion Environment\" (VME). The basic concept which appears to be feasible for such measurements involves a remote sensor which is installed at the roadside, probably on a tall pole, and which produces electro-optic images of the traffic stream and converts them into a permanent data file of the quantified trajectory for each motor vehicle passing through the field of view. The paper covers the performance specifications for the VME measurement system plus considerations for the measurement package and the subsequent processing needed for deriving the variables of interest. Various applications of the VME system are also addressed.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115445803","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Advanced Traveller Information Systems (ATIS) can be used to collect and disseminate dynamic information about travel times on highway links. One of the potential uses of these systems is to manage incidents. The objective of this research is to show under what incident conditions is it relevant to provide real time traffic information to travellers. A model that uses graphical queueing techniques is utilized to define cases when ATIS is beneficial and cases when it is not, and to evaluate its benefits as measured by travel time savings. The model is applied to a simple road network with two parallel bottlenecks. We analyze an off-peak incident scenario where a user optimal strategy is implemented to disseminate information only to vehicles equipped with ATIS. The different cases of queue evolution that can result are described, benefits to guided and unguided travellers and the sensitivity of benefits to relevant parameters are also analyzed. It is found that once equilibrium is reached between alternate routes, the rate of diversion from one to the other has to be decreased to maintain it. The implication is that during equilibrium some guided travellers will be diverted to the alternate route while others will be asked to stay on the route where the incident has occurred. It is also found that as long as the fraction of vehicles equipped with ATIS is below a critical value, pc, then the benefits to a guided traveller are maximum and are not affected by the amount of guided traffic. However, benefits to a guided traveller decline when the fraction of guided traffic becomes larger than pc. The critical value, pc, does not depend on incident parameters but it is a function of capacity of the alternate route and corridor demand. System benefits also increase to a maximum as the fraction of guided traffic approaches pcand become constant when this fraction is larger than pc. Therefore, under user optimal strategy, if the fraction of vehicles equipped with ATIS is equal to pcbenefits to guided traffic and to the system are maximized simultaneously. The research need is to develop a methodology which can find practical estimates of pcto be used in large scale simulations of real life networks.
{"title":"Incident management with advanced traveller information systems","authors":"H. Al-Deek, A. Kanafani","doi":"10.4271/912798","DOIUrl":"https://doi.org/10.4271/912798","url":null,"abstract":"Advanced Traveller Information Systems (ATIS) can be used to collect and disseminate dynamic information about travel times on highway links. One of the potential uses of these systems is to manage incidents. The objective of this research is to show under what incident conditions is it relevant to provide real time traffic information to travellers. A model that uses graphical queueing techniques is utilized to define cases when ATIS is beneficial and cases when it is not, and to evaluate its benefits as measured by travel time savings. The model is applied to a simple road network with two parallel bottlenecks. We analyze an off-peak incident scenario where a user optimal strategy is implemented to disseminate information only to vehicles equipped with ATIS. The different cases of queue evolution that can result are described, benefits to guided and unguided travellers and the sensitivity of benefits to relevant parameters are also analyzed. It is found that once equilibrium is reached between alternate routes, the rate of diversion from one to the other has to be decreased to maintain it. The implication is that during equilibrium some guided travellers will be diverted to the alternate route while others will be asked to stay on the route where the incident has occurred. It is also found that as long as the fraction of vehicles equipped with ATIS is below a critical value, pc, then the benefits to a guided traveller are maximum and are not affected by the amount of guided traffic. However, benefits to a guided traveller decline when the fraction of guided traffic becomes larger than pc. The critical value, pc, does not depend on incident parameters but it is a function of capacity of the alternate route and corridor demand. System benefits also increase to a maximum as the fraction of guided traffic approaches pcand become constant when this fraction is larger than pc. Therefore, under user optimal strategy, if the fraction of vehicles equipped with ATIS is equal to pcbenefits to guided traffic and to the system are maximized simultaneously. The research need is to develop a methodology which can find practical estimates of pcto be used in large scale simulations of real life networks.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"321 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122706402","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper discusses what signal control can do for VNIS as well as what VNIS can do for signal control, with emphasis on the latter. It discusses the implications of VNIS information for signal optimization. Specifically it evaluates VNIS as a catalyst for traffic control, estimating the contribution to real-time signal optimization provided by various levels of VNIS-equipped drivers. It recommends that studies be conducted to provide quantitative estimates of the practical utility of lead time in predicting time of arrival to a signalized intersection, and of contributions provided by a VNIS system as a function of density of VNIS beacons and percent of VNIS-equipped drivers. The value of VNIS information to traffic control, in conjunction with and as a replacement for fixed-location traffic detection can aid in the design of an ultimate VNIS system, and helps to justify costs that can be related and allocated to the various benefits that VNIS provides to the traffic control element.
{"title":"A role for VNIS in real-time control of signalized networks?","authors":"S. Yagar, E. Case","doi":"10.4271/912866","DOIUrl":"https://doi.org/10.4271/912866","url":null,"abstract":"This paper discusses what signal control can do for VNIS as well as what VNIS can do for signal control, with emphasis on the latter. It discusses the implications of VNIS information for signal optimization. Specifically it evaluates VNIS as a catalyst for traffic control, estimating the contribution to real-time signal optimization provided by various levels of VNIS-equipped drivers. It recommends that studies be conducted to provide quantitative estimates of the practical utility of lead time in predicting time of arrival to a signalized intersection, and of contributions provided by a VNIS system as a function of density of VNIS beacons and percent of VNIS-equipped drivers. The value of VNIS information to traffic control, in conjunction with and as a replacement for fixed-location traffic detection can aid in the design of an ultimate VNIS system, and helps to justify costs that can be related and allocated to the various benefits that VNIS provides to the traffic control element.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131346487","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In 1990, The Japanese National Police Agency (NPA) planned a nationwide two-year research project including field experiments, "Travel Time Estimation and Prediction" aimed at realizing a reliable method of providing travel time information to drivers (1). The project was conducted by the Japan Traffic Management Technology Association and three system manufacturers (Sumitomo Electric, OMRON and Matsushita Communication) collaborated on research and experimental work. Several methods of estimating and predicting travel time were developed and evaluated in three major cities (Tokyo, Yokohama and Osaka). Four models, Sandglass, Delay Time, Auto Regressive and Neural Network Models were developed and evaluated using detector and license plate reader information, and field survey data in the three major cities. The first year evaluation results are described here.
{"title":"Estimation and measurement of travel time by vehicle detectors and license plate readers","authors":"Sadao Takaba, Takeshi Morita, Takashi Hada","doi":"10.4271/912760","DOIUrl":"https://doi.org/10.4271/912760","url":null,"abstract":"In 1990, The Japanese National Police Agency (NPA) planned a nationwide two-year research project including field experiments, \"Travel Time Estimation and Prediction\" aimed at realizing a reliable method of providing travel time information to drivers (1). The project was conducted by the Japan Traffic Management Technology Association and three system manufacturers (Sumitomo Electric, OMRON and Matsushita Communication) collaborated on research and experimental work. Several methods of estimating and predicting travel time were developed and evaluated in three major cities (Tokyo, Yokohama and Osaka). Four models, Sandglass, Delay Time, Auto Regressive and Neural Network Models were developed and evaluated using detector and license plate reader information, and field survey data in the three major cities. The first year evaluation results are described here.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"123 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132059471","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The three major elements of TravTek are the TravTek Information and Services Center (TISC), the TravTek vehicles and the Traffic Management Center (TMC). The Federal Highway Administration (FHWA) has issued a contract to design and implement the TMC and a network of agencies and companies that will supply traffic information and data. These sources of information and the TravTek vehicles are known as the Traffic Information Network (TIN). The TIN sends this information to the TMC which combines and processes it to generate reports in a process known as data fusion. Historical data and operator-entered information are also included in the data fusion process to generate the various status, incident, and link data reports. The TMC facilitates and pursues incident and congestion confirmation and clearance information from the TIN sources, fuses the information and provides it in the form of a computerized report to various users. Only data pertaining to link travel times and confirmed incidents or congestion are provided to the TravTek vehicles and to other end users.
{"title":"The TravTek traffic management center and traffic information network","authors":"R. Rupert","doi":"10.4271/912822","DOIUrl":"https://doi.org/10.4271/912822","url":null,"abstract":"The three major elements of TravTek are the TravTek Information and Services Center (TISC), the TravTek vehicles and the Traffic Management Center (TMC). The Federal Highway Administration (FHWA) has issued a contract to design and implement the TMC and a network of agencies and companies that will supply traffic information and data. These sources of information and the TravTek vehicles are known as the Traffic Information Network (TIN). The TIN sends this information to the TMC which combines and processes it to generate reports in a process known as data fusion. Historical data and operator-entered information are also included in the data fusion process to generate the various status, incident, and link data reports. The TMC facilitates and pursues incident and congestion confirmation and clearance information from the TIN sources, fuses the information and provides it in the form of a computerized report to various users. Only data pertaining to link travel times and confirmed incidents or congestion are provided to the TravTek vehicles and to other end users.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"24 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134381605","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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