The blocking problem naturally arises in transportation systems as multiple vehicles with different itineraries share available resources. In this paper, we investigate the impact of the blocking problem to the waiting time at the intersections of transportation systems. We assume that different vehicles, depending on their Internet connection capabilities, may communicate their intentions (e.g., whether they will turn left or right or continue straight) to intersections (specifically to devices attached to traffic lights). We consider that information collected by these devices are transmitted to and processed in a cloud-based traffic control system. Thus, a cloud-based system, based on the intention information, can calculate average waiting times at intersections. We consider this problem as a queuing model, and we characterize average waiting times by taking into account (i) blocking probability, and (ii) vehicles' ability to communicate their intentions. Then, by using average waiting times at intersection, we develop a shortest delay algorithm that calculates the routes with shortest delays between two points in a transportation network. Our simulation results confirm our analysis, and demonstrate that our shortest delay algorithm significantly improves over baselines that are unaware of the blocking problem.
Analyzing waiting times and modeling transportation systems using queueing theory have a long history (more than 50 years) @cite_0 . @cite_23 , @cite_15 , @cite_12 considered one-lane queues and calculated the expected queue length and arrivals using probability generation functions. These models focus on fixed-cycle traffic signals, and they calculate the steady-state delays and queue lengths under the assumption that the arriving process does not change over time @cite_1 . Time-dependent arrivals have also been considered in @cite_2 , @cite_16 , @cite_9 , @cite_25 , @cite_18 , @cite_14 , @cite_7 , @cite_21 , @cite_5 , @cite_4 . Different modeling strategies are also studied; such as the queuing network model @cite_8 , cell transmission model @cite_17 , store-and-forward @cite_24 , and petri-nets @cite_26 . As compared to this line of work, our work considers (i) that some vehicles can communicate their intentions, which affects the delay analysis, and (ii) blocking problem.
@cite_2 @cite_5 @cite_15 @cite_18 @cite_4 @cite_8 @cite_21 @cite_23 @cite_17 @cite_26 @cite_7 @cite_16 @cite_25 @cite_12 @cite_14 @cite_9 @cite_1 @cite_0 @cite_24
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We study a processing system comprised of parallel queues, whose individual service rates are specified by a global service mode (configuration). The issue is how to switch the system between various possible service modes, so as to maximize its throughput and maintain stability under the most workload-intensive input traffic traces (arrival processes). Stability preserves the job inflow–outflow balance at each queue on the traffic traces. Two key families of service policies are shown to maximize throughput, under the mild condition that traffic traces have long-term average workload rates. In the first family of cone policies, the service mode is chosen based on the system backlog state belonging to a corresponding cone. Two distinct policy classes of that nature are investigated, MaxProduct and FastEmpty. In the second family of batch policies (BatchAdapt), jobs are collectively scheduled over adaptively chosen horizons, according to an asymptotically optimal, robust schedule. The issues of nonpreemptive job processing and non-negligible switching times between service modes are addressed. The analysis is extended to cover feed-forward networks of such processing systems nodes. The approach taken unifies and generalizes prior studies, by developing a general trace-based modeling framework (sample-path approach) for addressing the queueing stability problem. It treats the queueing structure as a deterministic dynamical system and analyzes directly its evolution trajectories. It does not require any probabilistic superstructure, which is typically used in previous approaches. Probability can be superposed later to address finer performance questions (e.g., delay). The throughput maximization problem is seen to be primarily of structural nature. The developed methodology appears to have broader applicability to other queueing systems. The blocking problem naturally arises in transportation systems as multiple vehicles with different itineraries share available resources. In this paper, we investigate the impact of the blocking problem to the waiting time at the intersections of transportation systems. We assume that different vehicles, depending on their Internet connection capabilities, may communicate their intentions (e.g., whether they will turn left or right or continue straight) to intersections (specifically to devices attached to traffic lights). We consider that information collected by these devices are transmitted to and processed in a cloud-based traffic control system. Thus, a cloud-based system, based on the intention information, can calculate average waiting times at intersections. We consider this problem as a queuing model, and we characterize average waiting times by taking into account (i) blocking probability, and (ii) vehicles' ability to communicate their intentions. Then, by using average waiting times at intersection, we develop a shortest delay algorithm that calculates the routes with shortest delays between two points in a transportation network. Our simulation results confirm our analysis, and demonstrate that our shortest delay algorithm significantly improves over baselines that are unaware of the blocking problem. We consider the problem of resource allocation in downlink OFDMA systems for multi service and unknown environment. Due to users' mobility and intercell interference, the base station cannot predict neither the Signal to Noise Ratio (SNR) of each user in future time slots nor their probability distribution functions. In addition, the traffic is bursty in general with unknown arrival. The probability distribution functions of the SNR, channel state and traffic arrival density are then unknown. Achieving a multi service Quality of Service (QoS) while optimizing the performance of the system (e.g. total throughput) is a hard and interesting task since it depends on the unknown future traffic and SNR values. In this paper we solve this problem by modeling the multiuser queuing system as a discrete time linear dynamic system. We develop a robust H∞ controller to regulate the queues of different users. The queues and Packet Drop Rates (PDR) are controlled by proposing a minimum data rate according to the demanded service type of each user. The data rate vector proposed by the controller is then fed as a constraint to an instantaneous resource allocation framework. This instantaneous problem is formulated as a convex optimization problem for instantaneous subcarrier and power allocation decisions. Simulation results show small delays and better fairness among users. In a Fork-Join (FJ) queueing system an upstream fork station splits incoming jobs into N tasks to be further processed by N parallel servers, each with its own queue; the response time of one job is determined, at a downstream join station, by the maximum of the corresponding tasks' response times. This queueing system is useful to the modelling of multi-service systems subject to synchronization constraints, such as MapReduce clusters or multipath routing. Despite their apparent simplicity, FJ systems are hard to analyze. This paper provides the first computable stochastic bounds on the waiting and response time distributions in FJ systems. We consider four practical scenarios by combining 1a) renewal and 1b) non-renewal arrivals, and 2a) non-blocking and 2b) blocking servers. In the case of non blocking servers we prove that delays scale as O(logN), a law which is known for first moments under renewal input only. In the case of blocking servers, we prove that the same factor of log N dictates the stability region of the system. Simulation results indicate that our bounds are tight, especially at high utilizations, in all four scenarios. A remarkable insight gained from our results is that, at moderate to high utilizations, multipath routing 'makes sense' from a queueing perspective for two paths only, i.e., response times drop the most when N = 2; the technical explanation is that the resequencing (delay) price starts to quickly dominate the tempting gain due to multipath transmissions.