We consider a transportation system of heterogeneously connected vehicles, where not all vehicles are able to communicate. Heterogeneous connectivity in transportation systems is coupled to practical constraints such that (i) not all vehicles may be equipped with devices having communication interfaces, (ii) some vehicles may not prefer to communicate due to privacy and security reasons, and (iii) communication links are not perfect and packet losses and delay occur in practice. In this context, it is crucial to develop control algorithms by taking into account the heterogeneity. In this paper, we particularly focus on making traffic phase scheduling decisions. We develop a connectivity-aware traffic phase scheduling algorithm for heterogeneously connected vehicles that increases the intersection efficiency (in terms of the average number of vehicles that are allowed to pass the intersection) by taking into account the heterogeneity. The simulation results show that our algorithm significantly improves the efficiency of intersections as compared to the baselines.
Traffic phase scheduling: Design and development of traffic phase scheduling algorithms have a long history; more than 50 years @cite_22 . Thus, there is huge literature in the area, especially on the design of optimal pre-timed policies @cite_22 @cite_6 @cite_1 , which activate traffic phases according to a time-periodic pre-defined schedule. These policies do not meet expectations under changing arrival times, which require adaptive control @cite_3 . The adaptive control mechanisms including @cite_4 , @cite_5 , @cite_8 , @cite_19 , @cite_15 and @cite_21 , optimize control variables, such as traffic phases, based on traffic measures, and apply them on short term.
@cite_4 @cite_22 @cite_8 @cite_21 @cite_1 @cite_3 @cite_6 @cite_19 @cite_5 @cite_15
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Adaptive traffic signal control, which adjusts traffic signal timing according to real-time traffic, has been shown to be an effective method to reduce traffic congestion. Available works on adaptive traffic signal control make responsive traffic signal control decisions based on human-crafted features (e.g. vehicle queue length). However, human-crafted features are abstractions of raw traffic data (e.g., position and speed of vehicles), which ignore some useful traffic information and lead to suboptimal traffic signal controls. In this paper, we propose a deep reinforcement learning algorithm that automatically extracts all useful features (machine-crafted features) from raw real-time traffic data and learns the optimal policy for adaptive traffic signal control. To improve algorithm stability, we adopt experience replay and target network mechanisms. Simulation results show that our algorithm reduces vehicle delay by up to 47 and 86 when compared to another two popular traffic signal control algorithms, longest queue first algorithm and fixed time control algorithm, respectively. A novel concept for a decentralized adaptive traffic signal control in urban networks using in future available vehicle to infratructure (V2I) communication data is presented. The phase-based strategy takes advantage of the improved detection data and optimizes each time interval of 5 seconds the phase sequence in order to reduce the total queue length within a forecast horizon of 20 seconds. For optimization the methods of dynamic programming and complete enumeration are used. The methods are embedded in the simulation environment of the microscopic traffic simulator AIMSUN NG. The market penetration level is the critical factor that impacts the quality of the new signal control. Hence, various penetration levels are modelled. For reference TRANSYT-7F is used. A framework is given for discussing how to adjust load in order to handle periodic processes whose timing parameters vary with time. The schedulability of adjustable periodic processes by a preemptive fixed priority scheduler is formulated in terms of a configuration selection problem. Specifically, two process transformations are introduced for the purpose of deriving a bound for the achievable utilization factor of processes whose periods are related by harmonics. This result is then generalized so that the bound is applicable to any process set and an efficient algorithm to calculate the bound is provided. When the list of allowable configurations is implicitly given by a set of scalable periodic processes, the corresponding period assignment problem is shown to be NP-complete. The authors present an approximation algorithm for the period assignment problem for which some encouraging experimental results are included. > 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. In this paper, we introduce an approach for application-aware resource block scheduling of elastic and inelastic adaptive real-time traffic in fourth generation Long Term Evolution (LTE) systems. The users are assigned to resource blocks. A transmission may use multiple resource blocks scheduled over frequency and time. In our model, we use logarithmic and sigmoidal-like utility functions to represent the users applications running on different user equipments (UE)s. We present an optimal problem with utility proportional fairness policy, where the fairness among users is in utility percentage (i.e user satisfaction with the service) of the corresponding applications. Our objective is to allocate the resources to the users with priority given to the adaptive real-time application users. In addition, a minimum resource allocation for users with elastic and inelastic traffic should be guaranteed. Every user subscribing for the mobile service should have a minimum quality-of-service (QoS) with a priority criterion. We prove that our scheduling policy exists and achieves the maximum. Therefore the optimal solution is tractable. We present a centralized scheduling algorithm to allocate evolved NodeB (eNodeB) resources optimally with a priority criterion. Finally, we present simulation results for the performance of our scheduling algorithm and compare our results with conventional proportional fairness approaches. The results show that the user satisfaction is higher with our proposed method. This paper proposes a new class of online policies for scheduling in input-buffered crossbar switches. Given an initial configuration of packets at the input buffers, these policies drain all packets in the system in the minimal amount of time provided that there are no further arrivals. These policies are also throughput optimal for a large class of arrival processes which satisfy strong-law of large numbers. We show that it is possible for policies in our class to be throughput optimal even if they are not constrained to be maximal in every time slot. Most algorithms for switch scheduling take an edge based approach; in contrast, we focus on scheduling (a large enough set of) the most congested ports. This alternate approach allows for lower-complexity algorithms, and also requires a non-standard technique to prove throughput-optimality. One algorithm in our class, Maximum Vertex-weighted Matching (MVM) has worst-case complexity similar to Max-size Matching, and in simulations shows slightly better delay performance than Max-(edge)weighted-Matching (MWM). We introduce and analyze a simple probabilistic cellular automaton which emulates the flow of cars along a highway. Our Traffic CA captures the essential features of several more complicated algorithms, studied numerically by K. Nagel and others over the past decade as prototypes for the emergence of traffic jams. By simplifying the dynamics, we are able to identify and precisely formulate the self-organized critical evolution of our system. We focus here on the Cruise Control case, in which well-spaced cars move deterministically at maximal speed, and we obtain rigorous results for several special cases. Then we introduce a symmetry assumption that leads to a two-parameter model, described in terms of acceleration (α) and braking (β) probabilities. Based on the results of simulations, we map out the (α, β) phase diagram, identifying three qualitatively distinct varieties of traffic which arise, and we derive rigorous bounds to establish the existence of a phase transition from free flow to jams. Many other results and conjectures are presented. From a mathematical perspective, Traffic CA provides local, particle-conserving, one-dimensional dynamics which cluster, and converge to a mixture of two distinct equilibria. In this paper, we consider CSMA policies for scheduling of multihop wireless networks with one-hop traffic. The main contribution of this paper is to propose Unlocking CSMA (U-CSMA) policy that enables to obtain high throughput with low (average) packet delay for large wireless networks. In particular, the delay under U-CSMA policy becomes order-optimal. For one-hop traffic, delay is defined to be order-optimal if it is O(1), i.e., it stays bounded, as the network-size increases to infinity. Using mean field theory techniques, we analytically show that for torus (grid-like) interference topologies with one-hop traffic, to achieve a network load of @math , the delay under U-CSMA policy becomes @math as the network-size increases, and hence, delay becomes order optimal. We conduct simulations for general random geometric interference topologies under U-CSMA policy combined with congestion control to maximize a network-wide utility. These simulations confirm that order optimality holds, and that we can use U-CSMA policy jointly with congestion control to operate close to the optimal utility with a low packet delay in arbitrarily large random geometric topologies. To the best of our knowledge, it is for the first time that a simple distributed scheduling policy is proposed that in addition to throughput utility-optimality exhibits delay order-optimality. During rail operations, unforeseen events may cause timetable perturbations, which ask for the capability of traffic management systems to reschedule trains and to restore the timetable feasibility. Based on an accurate monitoring of train positions and speeds, potential conflicting routes can be predicted in advance and resolved in real time. The adjusted targets (location-time-speed) would be then communicated to the relevant trains by which drivers should be able to anticipate the changed traffic circumstances and adjust the train's speed accordingly. We adopt a detailed alternative graph model for the train dispatching problem. Conflicts between different trains are effectively detected and solved. Adopting the blocking time model, we ascertain whether a safe distance headway between trains is respected, and we also consider speed coordination issues among consecutive trains. An iterative rescheduling procedure provides an acceptable speed profile for each train over the intended time horizon. After a finite number of iterations, the final solution is a conflict-free schedule that respects the signaling and safety constraints. A computational study based on a hourly cyclical timetable of the Schiphol railway network has been carried out. Our automated dispatching system provides better solutions in terms of delay minimization when compared to dispatching rules that can be adopted by a human traffic controller A scheduling policy strongly influences the performance of a manufacturing system. However, the design of an effective scheduling policy is complicated and time consuming due to the complexity of each scheduling decision, as well as the interactions among these decisions. This paper develops four new multi-objective genetic programming-based hyperheuristic (MO-GPHH) methods for automatic design of scheduling policies, including dispatching rules and due-date assignment rules in job shop environments. In addition to using three existing search strategies, nondominated sorting genetic algorithm II, strength Pareto evolutionary algorithm 2, and harmonic distance-based multi-objective evolutionary algorithm, to develop new MO-GPHH methods, a new approach called diversified multi-objective cooperative evolution (DMOCC) is also proposed. The novelty of these MO-GPHH methods is that they are able to handle multiple scheduling decisions simultaneously. The experimental results show that the evolved Pareto fronts represent effective scheduling policies that can dominate scheduling policies from combinations of existing dispatching rules with dynamic regression-based due-date assignment rules. The evolved scheduling policies also show dominating performance on unseen simulation scenarios with different shop settings. In addition, the uniformity of the scheduling policies obtained from the proposed method of DMOCC is better than those evolved by other evolutionary approaches.