Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396804
C. Cugiani, L. Giubbolini
The trajectory control of a vehicle travelling along a motorway requires the acquisition of the lateral distance; such a datum is of paramount importance to improve the active safety for preventing accidents. To acquire this datum a reliable recognition of the road boundary has to be guaranteed. We demonstrate that by a mechanical modification of the actual cat-eyes, a highly reliable reference line for an on-board millimetre wave radar is realised. An electromagnetic design and prototype realisation of the so-modified cat eye is proposed. A complete electromagnetic characterisation of this prototype is reported. By this modification of the infrastructure in a passive fashion a smart navigation support system can be implemented; the real-time constraint requires a very high throughput elaboration system. To prove the system feasibility a three-processors prototype has been implemented.<>
{"title":"Millimetre wave radar sensor for the highway global positioning of a vehicle","authors":"C. Cugiani, L. Giubbolini","doi":"10.1109/VNIS.1994.396804","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396804","url":null,"abstract":"The trajectory control of a vehicle travelling along a motorway requires the acquisition of the lateral distance; such a datum is of paramount importance to improve the active safety for preventing accidents. To acquire this datum a reliable recognition of the road boundary has to be guaranteed. We demonstrate that by a mechanical modification of the actual cat-eyes, a highly reliable reference line for an on-board millimetre wave radar is realised. An electromagnetic design and prototype realisation of the so-modified cat eye is proposed. A complete electromagnetic characterisation of this prototype is reported. By this modification of the infrastructure in a passive fashion a smart navigation support system can be implemented; the real-time constraint requires a very high throughput elaboration system. To prove the system feasibility a three-processors prototype has been implemented.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"132 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124433586","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}
Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396757
H. Karimi
Summary form only given. Many applications of navigation and guidance systems require the selection of best routes for their operations. A best route is what a navigation and guidance system uses for providing route guidance instructions using navigation sensors. The definition of best route may be different from one application to another. In some applications a best route may be the fastest route where in some others it may be the safest route. The real-time nature of navigation and guidance systems imposes a response time constraint in computing best routes. The complexity of this computation increases when many parameters and large size of road networks are involved. Conventional algorithms are mostly not suitable for navigation and guidance systems, as they can not meet the real-time requirement. Alternative approaches, such as heuristic algorithms, have been proposed. Although these algorithms can meet the real-time requirement, they do not guarantee the best routes. In this paper, first route optimization for navigation and guidance systems, the type of parameters, and the complexity of computing best routes are discussed. Then the different algorithms and conventional algorithms, heuristics, knowledge bases, for computing best routes in navigation and guidance systems are discussed and analyzed.<>
{"title":"An analysis of route optimization techniques for navigation and guidance systems","authors":"H. Karimi","doi":"10.1109/VNIS.1994.396757","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396757","url":null,"abstract":"Summary form only given. Many applications of navigation and guidance systems require the selection of best routes for their operations. A best route is what a navigation and guidance system uses for providing route guidance instructions using navigation sensors. The definition of best route may be different from one application to another. In some applications a best route may be the fastest route where in some others it may be the safest route. The real-time nature of navigation and guidance systems imposes a response time constraint in computing best routes. The complexity of this computation increases when many parameters and large size of road networks are involved. Conventional algorithms are mostly not suitable for navigation and guidance systems, as they can not meet the real-time requirement. Alternative approaches, such as heuristic algorithms, have been proposed. Although these algorithms can meet the real-time requirement, they do not guarantee the best routes. In this paper, first route optimization for navigation and guidance systems, the type of parameters, and the complexity of computing best routes are discussed. Then the different algorithms and conventional algorithms, heuristics, knowledge bases, for computing best routes in navigation and guidance systems are discussed and analyzed.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"173 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128612975","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}
Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396891
Kangkang Cheng, Xiong Jiang
Distinction between user optimum and system optimum is a well-known phenomenon in traffic modeling. Although the difference between the two optima in real situations is usually not very large, the achievement of system optimum has been a problem to traffic authorities who do not have absolute control of traffic. With the advent of intelligent vehicle-highway systems (IVHS) technologies, economic incentives (and disincentives) can be used to achieve the convergence of user and system optima without coercion. This possible application of IVHS technologies are illustrated through two numerical examples. The general case of the simpler example is examined to provide an insight to some surprising results, including the constant difference of total travel times between user and system optima as traffic volume increases. The examples also serve to indicate technical, informational, and economic requirements for practical implementation. Broader implications in terms of acceptability and system architecture are also discussed.<>
{"title":"Economic incentives to achieve convergence of user and system optima","authors":"Kangkang Cheng, Xiong Jiang","doi":"10.1109/VNIS.1994.396891","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396891","url":null,"abstract":"Distinction between user optimum and system optimum is a well-known phenomenon in traffic modeling. Although the difference between the two optima in real situations is usually not very large, the achievement of system optimum has been a problem to traffic authorities who do not have absolute control of traffic. With the advent of intelligent vehicle-highway systems (IVHS) technologies, economic incentives (and disincentives) can be used to achieve the convergence of user and system optima without coercion. This possible application of IVHS technologies are illustrated through two numerical examples. The general case of the simpler example is examined to provide an insight to some surprising results, including the constant difference of total travel times between user and system optima as traffic volume increases. The examples also serve to indicate technical, informational, and economic requirements for practical implementation. Broader implications in terms of acceptability and system architecture are also discussed.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129975590","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}
Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396882
P. Mattos
GPS (global positioning system) for the private car, which spends most of its time in cities, requires augmentation by dead reckoning (DR) sensors. Comparative results are given for GPS alone, loosely coupled with DR, and tightly coupled, based on tests in Paris and England. An implementation is described where GPS, DR, route planning algorithms and map display can all run on a single CPU at minimal cost.<>
{"title":"Integrated GPS and dead reckoning for low-cost vehicle navigation and tracking","authors":"P. Mattos","doi":"10.1109/VNIS.1994.396882","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396882","url":null,"abstract":"GPS (global positioning system) for the private car, which spends most of its time in cities, requires augmentation by dead reckoning (DR) sensors. Comparative results are given for GPS alone, loosely coupled with DR, and tightly coupled, based on tests in Paris and England. An implementation is described where GPS, DR, route planning algorithms and map display can all run on a single CPU at minimal cost.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115835147","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}
Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396784
M. Arikawa
Current commercial computer maps, including the maps of car navigation systems, have become popular. They are basically an extension of conventional paper maps and do not make use of computer networks. This paper presents new style maps, called dynamic maps, which are based on the view functions of geographic databases. The dynamic maps are defined by two components: (1) queries to geographic databases; and (2) visualization methods for data derived by the queries. The dynamic maps provide three main characteristics: (1) specialized maps defined by ad hoc queries; (2) automatic updates of maps; and (3) adaptive changes of appearances of maps.<>
{"title":"Personal dynamic maps based on distributed geographic information servers","authors":"M. Arikawa","doi":"10.1109/VNIS.1994.396784","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396784","url":null,"abstract":"Current commercial computer maps, including the maps of car navigation systems, have become popular. They are basically an extension of conventional paper maps and do not make use of computer networks. This paper presents new style maps, called dynamic maps, which are based on the view functions of geographic databases. The dynamic maps are defined by two components: (1) queries to geographic databases; and (2) visualization methods for data derived by the queries. The dynamic maps provide three main characteristics: (1) specialized maps defined by ad hoc queries; (2) automatic updates of maps; and (3) adaptive changes of appearances of maps.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127131212","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}
Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396894
H. Roach
The DRIVE II sub-project, EuroBus/Transmodel was set up to provide a standard European data model for public transport companies in Europe. This is seen as the best way to solve difficulties in integrating software from different suppliers, thus providing an open market and cheaper solutions for the future. The advantages of data modelling are explained and an example is given to show how the model can cater for different practices. Issues and challenges are discussed.<>
{"title":"The example of EuroBus/Transmodel in integrating applications for public transport","authors":"H. Roach","doi":"10.1109/VNIS.1994.396894","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396894","url":null,"abstract":"The DRIVE II sub-project, EuroBus/Transmodel was set up to provide a standard European data model for public transport companies in Europe. This is seen as the best way to solve difficulties in integrating software from different suppliers, thus providing an open market and cheaper solutions for the future. The advantages of data modelling are explained and an example is given to show how the model can cater for different practices. Issues and challenges are discussed.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"48 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126682890","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}
Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396857
S. Okazaki, Y. Fujita, T. Ikeda
This paper describes the integrated memory array processor architecture (IMAP), which enables high-speed image processing in compact implementation, and its application to real-time image processing for vision-based vehicle control and traffic surveillance systems. IMAP integrates three fundamental functions for image processing, i.e. a large capacity image memory, a processing array and input/output shift registers. The prototype LSI integrates eight 8-bit processors and a 144 Kbit SRAM on a single chip, where the processors operates in SIMD manner at 200 MIPS (25 MHz). Since the on-chip image memory can be accessed by external devices independently of the internal processing, the prototype LSI can be used as an intelligent VRAM. The real-time vision system (RVS) has been developed by using 64 prototype LSIs connected in series. The RVS is a 512-processor SIMD system whose peak performance reaches 7.7 GIPS at 15 MHz clock. RVS performance is also shown in basic low-level image processings which are useful for vision-based vehicle control and traffic surveillance systems. RVS executes most of them in about one millisecond.<>
{"title":"Integrated memory array processor and real-time vision system for vehicle control","authors":"S. Okazaki, Y. Fujita, T. Ikeda","doi":"10.1109/VNIS.1994.396857","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396857","url":null,"abstract":"This paper describes the integrated memory array processor architecture (IMAP), which enables high-speed image processing in compact implementation, and its application to real-time image processing for vision-based vehicle control and traffic surveillance systems. IMAP integrates three fundamental functions for image processing, i.e. a large capacity image memory, a processing array and input/output shift registers. The prototype LSI integrates eight 8-bit processors and a 144 Kbit SRAM on a single chip, where the processors operates in SIMD manner at 200 MIPS (25 MHz). Since the on-chip image memory can be accessed by external devices independently of the internal processing, the prototype LSI can be used as an intelligent VRAM. The real-time vision system (RVS) has been developed by using 64 prototype LSIs connected in series. The RVS is a 512-processor SIMD system whose peak performance reaches 7.7 GIPS at 15 MHz clock. RVS performance is also shown in basic low-level image processings which are useful for vision-based vehicle control and traffic surveillance systems. RVS executes most of them in about one millisecond.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"13 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126857785","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}
Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396862
Yoshiteru Sunachi, M. Imaizumi
The optical vehicle sensor is a device that performs sensing of vehicles that are in operation by means of the light projector and receiver installed above the road and also performs two-way communications between the device and the vehicle having the on-vehicle communication equipment. Using the sensor and the on-vehicle communication equipment it is possible to obtain the two-way communication function as well as the conventional vehicle sensor function. This permits supplying pertinent information to the vehicle and collecting appropriate information from the vehicle.<>
{"title":"Reflected type optical vehicle sensor","authors":"Yoshiteru Sunachi, M. Imaizumi","doi":"10.1109/VNIS.1994.396862","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396862","url":null,"abstract":"The optical vehicle sensor is a device that performs sensing of vehicles that are in operation by means of the light projector and receiver installed above the road and also performs two-way communications between the device and the vehicle having the on-vehicle communication equipment. Using the sensor and the on-vehicle communication equipment it is possible to obtain the two-way communication function as well as the conventional vehicle sensor function. This permits supplying pertinent information to the vehicle and collecting appropriate information from the vehicle.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"79 2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133537635","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}
Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396773
H. Haj Salem, J. Chrisoulakis, M. Papageorgiou, N. Elloumi, P. Papadakos
The paper presents the macroscopic corridor model METACOR, as well as its calibration and validation. METACOR, which was developed through the extension and the integration of two macroscopic traffic flow models, has been applied to the corridor peripherique test site to be used for model validation. The model results (regarding the output trajectories of the 3 traffic variables namely volumes, occupancy rates and speed), indicate that METACOR follows the time evolution condition in the considered network. This implies that METACOR is able to cope with different traffic conditions (fluid, dense and congested) at an acceptable level of accuracy. METACOR is a generally applicable macroscopic simulation tool for corridor traffic. Compared to other available tools, its main advantage is its moderate computational effort. This advantage is the result of a systematic macroscopic approach with destination-specific subflows that avoids iterations for dynamic traffic assignment.<>
{"title":"The use of METACOR tool for integrated urban and interurban traffic control. Evaluation in corridor peripherique, Paris","authors":"H. Haj Salem, J. Chrisoulakis, M. Papageorgiou, N. Elloumi, P. Papadakos","doi":"10.1109/VNIS.1994.396773","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396773","url":null,"abstract":"The paper presents the macroscopic corridor model METACOR, as well as its calibration and validation. METACOR, which was developed through the extension and the integration of two macroscopic traffic flow models, has been applied to the corridor peripherique test site to be used for model validation. The model results (regarding the output trajectories of the 3 traffic variables namely volumes, occupancy rates and speed), indicate that METACOR follows the time evolution condition in the considered network. This implies that METACOR is able to cope with different traffic conditions (fluid, dense and congested) at an acceptable level of accuracy. METACOR is a generally applicable macroscopic simulation tool for corridor traffic. Compared to other available tools, its main advantage is its moderate computational effort. This advantage is the result of a systematic macroscopic approach with destination-specific subflows that avoids iterations for dynamic traffic assignment.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131475923","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}
Pub Date : 1994-08-31DOI: 10.1109/VNIS.1994.396841
T. Nakatsuji, S. Seki, S. Shibuya, T. Kaku
Artificial intelligence techniques were applied to a traffic control problem on an urban road network and a method that optimizes signal timings was proposed. The method is separated into two processes, a training process and an optimization process. In the training process, two types of neural network model were used; a multilayer model and a Kohonen feature map model. The former model formed an input-output relationship between the timings and the objective function. The latter model improved the computational efficiency and the estimation precision. In the optimization process, to avoid the entrapment into a local minimum, two artificial intelligence methods were used; a Cauchy machine and a genetic algorithm. Signal timings were adjusted so as to minimize the total weighted sum of delay time and stop frequencies. The solutions were compared with those by a conventional method. The results here indicated that the AI models were useful for establishing advanced traffic control systems.<>
{"title":"Artificial intelligence approach for optimizing traffic signal timings on urban road network","authors":"T. Nakatsuji, S. Seki, S. Shibuya, T. Kaku","doi":"10.1109/VNIS.1994.396841","DOIUrl":"https://doi.org/10.1109/VNIS.1994.396841","url":null,"abstract":"Artificial intelligence techniques were applied to a traffic control problem on an urban road network and a method that optimizes signal timings was proposed. The method is separated into two processes, a training process and an optimization process. In the training process, two types of neural network model were used; a multilayer model and a Kohonen feature map model. The former model formed an input-output relationship between the timings and the objective function. The latter model improved the computational efficiency and the estimation precision. In the optimization process, to avoid the entrapment into a local minimum, two artificial intelligence methods were used; a Cauchy machine and a genetic algorithm. Signal timings were adjusted so as to minimize the total weighted sum of delay time and stop frequencies. The solutions were compared with those by a conventional method. The results here indicated that the AI models were useful for establishing advanced traffic control systems.<<ETX>>","PeriodicalId":338322,"journal":{"name":"Proceedings of VNIS'94 - 1994 Vehicle Navigation and Information Systems Conference","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1994-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133189510","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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