Neurofuzzy Control to Actuated-Coordinated System at Closely-Spaced Intersections

2013 ◽  
Vol 321-324 ◽  
pp. 1249-1258 ◽  
Author(s):  
Xiao Li Sun ◽  
Tom Urbanik ◽  
Lee D. Han
Keyword(s):  
Control System ◽  
Fuzzy Controller ◽  
Signal Control ◽  
Average Delay ◽  
Left Turn ◽  
Traffic Demand ◽  
Real Time Traffic ◽  
Neurofuzzy Control ◽  
Wide Range ◽  
Traffic Volumes

This paper presents a neurofuzzy signal control system to improve the efficiency at closely-spaced signalized intersections. Building on the conventional actuated-coordinated control system, the neurofuzzy controller establishes a “secondary coordination” between the upstream coordinated phase and the downstream non-coordinated phase based on real-time traffic demand. Under the neurofuzzy signal control, the traffic from the upstream intersection can arrive and join the queue at the downstream left turn lane and be served, and therefore reduce the possibility of being delayed at the downstream intersection. The membership functions in the fuzzy controller are calibrated to further the performance. The simulation results indicate that the neurofuzzy signal control consistently outperformed to the conventional actuated-coordinated controller, in terms of reduction in system-wide average delay and average number of stops per vehicle, under a wide range of traffic volumes, especially under higher demand conditions.

scholarly journals Introducing a Cost-Effective Approach for Improving the Arterial Traffic Performance Operating Under the Semi-Actuated Coordinated Signal Control

2018 ◽  
Vol 2672 (18) ◽  
pp. 71-80 ◽  
Author(s):  
Sina Dabiri ◽  
Kianoush Kompany ◽  
Montasir Abbas
Keyword(s):  
Operation Mode ◽  
Cost Effective ◽  
Adaptive Controller ◽  
Signal Control ◽  
Significant Variable ◽  
Average Delay ◽  
Traffic Demand ◽  
Cost Effective Approach ◽  
Wide Range ◽  
Optimal Value

The semi-actuated coordinated operation mode is a type of signal control where minor approaches are placed with detectors to develop actuated phasing while major movements are coordinated without using detection systems. The objective of this study is to propose a cost-effective approach for reducing delay in the semi-actuated coordinated signal operation without incurring any extra costs in terms of installing new detectors or developing adaptive controller systems. We propose a simple approach for further enhancing a pre-optimized timing plan. In this method, the green splits of non-coordinated phases are multiplied by a factor greater than one. In the meantime, the amount of green time added to the non-coordinated phases is subtracted from the coordinated phases to keep the cycle length constant. Thus, if the traffic demand on the side streets exceeds the expected traffic flow, the added time in the non-coordinated phase enables the non-coordinated phases to accommodate the additional traffic demand. A regression analysis is implemented so as to identify the optimal value of the mentioned factor, called actuated factor (ActF). The response variable is the average delay reduction (seconds/vehicle) of the simulation runs under the proposed signal timing plan compared with the simulation runs under the pre-optimized timing plan, obtained through the macroscopic signal optimization tools. External traffic movements, left-turn percentage, and ActF are the explanatory variables in the model. Results reveal that the ActF is the only significant variable with the optimal value of 1.15 that is applicable for a wide range of traffic volumes.

Takagi-Sugeno Fuzzy Load-Following Control of Nuclear Reactors Based on Reactor Point Kinetics Equations

2014 ◽  
Author(s):  
Xiuchun Luan ◽  
Jie Zhou ◽  
Yu Zhai
Keyword(s):  
Control System ◽  
Linear Models ◽  
Fuzzy Controller ◽  
Fuzzy Model ◽  
Linear Matrix ◽  
Neutron Density ◽  
Load Following ◽  
Wide Range ◽  
Takagi Sugeno ◽  
Operating Points

A state differential feedback control system based Takagi-Sugeno (T-S) fuzzy model is designed for load-following operation of nonlinear nuclear reactor whose operating points vary within a wide range. Linear models are first derived from the original nonlinear model on several operating points. Next the fuzzy controller is designed via using the parallel distributed compensation (PDC) scheme with the relative neutron density at the equilibrium point as the premise variable. Last the stability analysis is given by means of linear matrix inequality (LMI) approach, thus the control system is guaranteed to be stable within a large range. The simulation results demonstrate that the control system works well over a wide region of operation.

Intelligent Control of a Cart and Pole System

2013 ◽  
Vol 397-400 ◽  
pp. 1438-1441
Author(s):  
Hong Li Jia ◽  
Qiang Liu ◽  
Feng Du
Keyword(s):  
Control System ◽  
Fuzzy Control ◽  
Intelligent Control ◽  
Fuzzy Controller ◽  
Real Life ◽  
Fine Tuning ◽  
Vehicle Simulation ◽  
Engineering Software ◽  
Wide Range ◽  
Pole System

The paper focuses on the cart-pole system by using fuzzy control, fuzzy mamdan control theory, the fuzzy controller perturbation amplitude simulation and fine-tuning of different linear and nonlinear model. It applicates MATLAB soft which function is so powerful, suitable for a wide range of engineering software system for vehicle simulation intelligent control. And then adjusting fuzzy controller on PID control system, fuzzy control system, the cart-pole system can provide reliable data for our real life and production in the future.

Simulation Study of Truck Traffic at Single-Lane Roundabouts with and without Slip Lanes

2015 ◽  
Vol 2517 (1) ◽  
pp. 80-86
Author(s):  
Majed Al-Ghandour
Keyword(s):  
Confidence Interval ◽  
Simulation Study ◽  
Free Flow ◽  
Nonlinear Relationship ◽  
Truck Traffic ◽  
Average Delay ◽  
Left Turn ◽  
Delay Performance ◽  
Traffic Volumes ◽  
Total Average

As transportation planners and engineers design useful and effective roundabouts, these professionals are challenged by the need to accommodate safely truck traffic and high truck volumes in particular. Delay is a major challenge with truck traffic, especially with returning left-turning trucks. The delay performance of single-lane roundabouts with an adjacent slip lane for right turns was considered under various truck traffic percentages and two slip lane exit types (free flow and yield). A microsimulation assessment compared four percentages of right-turn truck traffic: 0% (no trucks), 5%, 45%, and 80%. Results indicate that the average delay of a roundabout with a slip lane under various truck traffic percentages is a nonlinear relationship with slip lane volumes and is sensitive to changes in truck traffic percentages before oversaturation is reached. As expected, results indicate that a free-flow slip lane exit type significantly reduces total average delay in roundabouts compared with having no slip lane with truck traffic. Yield slip lane exit types also reduced total average delay from truck traffic in roundabouts, but to a lesser degree than free-flow slip lane exit types. At higher truck traffic volumes, overall average roundabout delay decreased 15% (estimated VISSIM 95% confidence interval of reduction estimated between —16% and —2%) with a free-flow slip lane exit type. Finally, returning left-turn trucks increased total roundabout average delay significantly, by 64%.

A Capacity Estimation Model for a Contraflow Left-Turn Pocket Lane at Signalized Intersections

2018 ◽  
Vol 2672 (17) ◽  
pp. 22-34 ◽  
Author(s):  
Yi Zhao ◽  
Rachel M. James ◽  
Lin Xiao ◽  
Joe Bared
Keyword(s):  
Signalized Intersections ◽  
Signalized Intersection ◽  
Traffic Operations ◽  
Estimation Model ◽  
Capacity Estimation ◽  
Average Delay ◽  
Left Turn ◽  
Traffic Demand ◽  
Key Characteristics ◽  
The Impact

Alternative intersection designs are increasingly proposed and adopted by different agencies to meet the needs of growing traffic demand and constrained transportation resources. The left turn (LT) is one of the most critical movements at signalized intersections from both a safety and operations perspective. Heavy LT volumes are especially impactful to the operational efficiency of a signalized intersection and often result in queue spillback. A contraflow left-turn pocket lane (CLPL) is proposed to mitigate congestion caused by heavy LT demand and has been shown in simulation to greatly mitigate the impact of queue spillback. The CLPL dynamically uses the opposing through lane (OTL) as an additional LT lane within the signal cycle on a temporary basis when the OTL is not occupied by through traffic. While geometric design schematics and analytical procedures for estimating delay have been proposed and discussed in existing literature, methodologies for estimating capacity benefits and traffic operations are not yet well defined. This paper has three primary contributions to the literature: development of a probabilistic capacity estimation model, exploration of the impact of key characteristics (e.g., cycle length, LT demand, lane selection preference) on estimated intersection capacity, and recommendations for the real-world implementation of a CLPL. The simulation results indicate that the CLPL treatment can increase a signalized intersection’s throughput up to 25% and decrease the intersection’s average delay by 35%.

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