The Multi Modal Intelligent Transportation System (MMITSS):...
Transcript of The Multi Modal Intelligent Transportation System (MMITSS):...
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The Multi Modal Intelligent Transportation System
(MMITSS): Connected Vehicle Capabilities for
Transit/Streetcars Larry Head
University of Arizona
February 27, 2019 Tucson, AZ
American Public Transportation Association
Streetcar Subcommittee 2019 Mid-Year Meeting
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Connected Vehicles
• Purpose: • Safety • Mobility • Environment
• Basic Safety Message (BSM)
• Temporary ID (ensure privacy) • Position (GPS) • Motion
• Speed • Heading • Steering Wheel Angle • Acceleration
• Brakes • Vehicle Size • Mode (vehicle, transit, truck, EV,…)
DSRC 5.9 GHz Wireless
Basic Safety
Message (SAE J2735 BSM)
Broadcast 10 times/second
(10 HZ)
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Connected Vehicles and Infrastructure Systems
Vehicle(s)…
On Board Unit (OBU) After Market Safety Device (ASD)
+
Connected Vehicle Equipment
Connected Vehicle Infrastructure Equipment
Road Side Unit (RSU)
Cooperative Applications: • Transit Priority • Truck Priority • Emergency Vehicle Priority
DSRC 5.9 GHz Radio • BSM/SRM • Signal Phase and Timing (SPaT) • MAP
MAP Data Digital Description of Roadway
(D. Kelley, 2012)
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Connected Vehicle Infrastructure Equipment
Road Side Unit (RSU)
SAE J2735 Message Set SAE J2945/0 Minimum Performance Requirements
Connected Vehicles Technology, Equipment and Standards
5.9 GHz DSRC Wireless IEEE 1609
DSRC Roadside Unit (RSU) Specifications Document v4.1 (USDOT October 31, 2016)
Ethernet IEEE802.3
NTCIP 1202, 1211 Messages
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The Multi Modal Intelligent Traffic Signal System Program
• University of Arizona • Larry Head (PI) • Sherilyn Keaton (Software Manager) • GRA: Niraj Altekar, Debashsis Das • National Academies: Medhi Zamanapour (FHWA, PhD 2016)
• PATH/UC Berkeley • Kun Zhou (co-PI) • Huadong Meng (Research Engr) • John Spring (Software Engr) • David Nelson (Hardware Engr)
• Maricopa County DOT • Faisal Saleem, April Wire, LeShawn Charlton
• California DOT • Greg Larson
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Funded as Connected Vehicle Pooled Fund Project (FHWA, MCDOT, Caltrans, VDOT, FDOT, MnDOT, TxDOT,…)
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A Traffic Control System
MMITSS Basic Concepts
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Section 1 • Priority for
• Freight Priority Hierarchy • Rail Crossings • Emergency Vehicles • Freight • Coordination • Transit
• BRT • Streetcar • Express • Local (Late)
• Passenger Vehicles • Pedestrians
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A Traffic Control System
MMITSS Basic Concepts
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Section 2 • Priority for
• Streetcar • Pedestrians
Priority Hierarchy • Rail Crossings • Emergency Vehicles • Transit
• Streetcar • BRT • Express • Local (Late)
• Pedestrians • Passenger Vehicles • Freight
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A Traffic Control System
MMITSS Basic Concepts
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Real-Time Performance Measures – by MODE, by movement • Volume (mean, variance) • Delay (mean, variance) • Travel Time (mean, variance) • Throughput (mean, variance) • Stops (mean, variance)
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MMITSS Priority Control
• Integrated approach to Signal Control and Prioritization
• Consistent with NTCIP SCP 1211 Standard (2014)
• Key Features • Accommodate Multiple Active Priority Requests from
Different Modes • N-Level Priority Hierarchy
• Coordination within the Priority Control Framework
March 6, 2019 9
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MMITSS Architecture
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MMITSS Characteristics
• Uses Connected Vehicle Data • BSM, MAP, SRM, SSM, (SPaT)
• ISIG: Adaptive Control • RT-TRACS, RHODES, COP, OPAC,…
• PRIORITY (EVP, TSP, FSP): Priority Request Server (MRP)/Generator (OBU) • NCHRP 3-66, NTCIP 1211
• PEDSIG • Smartphone APP
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Development MMITSS (AZ) Software Architecture
MAP Data
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Basic Operational Concept: Priority Control
• When a [streetcar] vehicle enters/remains in the range of an RSU 1. Hears (Listens for…)
o MAP/SPaT o WAVE Service Announcement (go to channel XX to talk)
2. Computes Position on MAP, Desired Service Time (ETA), Desired Ingress and Egress (known for streetcar!)
3. Sends a Signal Request Message (SRM) 4. Receives Signal Status Message (SSM* - confirmation) 5. Passes through intersection 6. Sends a Cancel Signal Request Message (SRM)
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Additional Details
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Arizona Connected Vehicle Test Bed Anthem, AZ
DSRC Installations: 11 Signalized Intersection 6 Freeway Interchanges1 10 Freeway Locations1
Approx. 25,000 Residents Approx. 10,000 Vehicles
1Expansion Project (ADOT)
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Freight Signal Priority (FSP) - Simulation
• MC-85 Maricopa County • 19 Signalized Intersection
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FSP: Simulation Estimates of Benefits (with MMITSS at 8/19 Signals)
• Reduced Stops by 20% • Reduce the Impact on Pavement • Reduce acceleration – Improved Air Quality • Less Delay
• Improved “Smoothness” of Traffic Flow
0 2.0
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The “Impact” of Connected Vehicles/MMITSS
MMITSS Project Discussion/Plan
MMITSS Project Proposal Developed
MMITSS Project Active
MCDOT (19+11) ADOT (14)
UDOT (35)
PAG/Tucson (10)
THEA CV Pilot Project
#SMARTCOLUMBUS (FSP)
San Diego Port (FSP)
MNDOT (RFP)
Portland NTIC (Streetcar)
Caltrans/Menlo Park (11)
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Portland Deployment
• Deploy on the “Art Museum Corridor”
• 2 streetcars, 4 intersections
• Simple goals: get the hardware installed, functioning; get data transferring to PORTAL; build initial analytics
Portland State University City of Portland University of Arizona
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MMITSS Project Status
Phase 1: Concept of Operations, Requirements and High Level Design March 2012 – March 2013 Produced Concept of Operations, Requirements Document and High Level
Design Document http://www.cts.virginia.edu/cvpfs_research/
Phase 2: System Development, Deployment and Field Test October 2013 – April 2015 Developed MMITSS-AZ and MMITSS-CA Conducted Field Demonstrations and Impact Assessment of MMITSS-AZ
(Leidos) Software available through USDOT OSADP
(https://www.itsforge.net/index.php/community/explore-applications#/30/63)
• Phase 3: Deployment Readiness Enhancements • February 2018 – July 2019 • Improve software maturity, deployment support, user support MMITSS Development Group (MDG) for open source development
community
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Incident Ahead Alert!
Construction Zone Alert!
School Zone Alert!
Other v2i Applications
Emergency Vehicle Alert!
Intelligent Traffic Signal System
Emergency Vehicle Alert!
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V2V - Emergency Vehicle Alert • V2X Communication of Location/Speed of Emergency
Vehicles • In-vehicle Alert
• ”Behind You” • ”Approaching Intersection from Left” • …..
Houston, TX, March 30, 2009
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Challenges and Opportunities
• Challenge: FCC Allocation of 5.9GHz Spectrum is under attack
• WIFI Industry wants to stream movies and have more WIFI access
• 5GAA wants to use part of the spectrum for deployment of LTE (they call it 5G, but lets be honest)
• We aren’t using the spectrum to its full advantage • Office of Management and Budget (OMB) moved the NHTSA
Mandate to a long term priority (no new regulations or to get one, remove two)
• Opportunity: DSRC is in FCC regulations. Legally it is
the only available solution • It works • It is effective • We can deploy!
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Questions? Discussion
Larry Head University of Arizona
Transportation Research Institute University of Arizona
[email protected] (520) 621-2264
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• Backup Slides for MMITSS
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Traffic Control Terminology
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Movements Phases Detectors Fixed Time Actuated Coordinated Coordinated-Actuated
Dual Ring, 8-Phase Controller
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A Core Logic Model
1 2
5 6
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7 8
Barrier
Barrier
Dual Ring Controller (Core Logic)
Precedence Diagram
11t
1 11 1t v+
14t
1 13 3t v+
1 2
5 6
3 4
7 8
1 2
5 6
3 4
7 815t
1 15 5t v+ 1
6t
1 16 6t v+
12t
1 12 2t v+ 1
3t
17t
18t
1 17 7t v+
1 14 4t v+
1 18 8t v+
21t
2 21 1t v+
25t
2 25 5t v+
26t
2 26 6t v+
22t
2 22 2t v+
24t
2 23 3t v+
23t
27t
28t
2 27 7t v+
2 24 4t v+
1 28 8t v+
Cycle 1 Cycle 2
(works for general precedence relationships – not just dual ring)
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Phase Logic
py pr
pscppext
min p
amin p
w p
fdw p
dw p
11t
1 11 1t v+
14t
1 13 3t v+
1 2
5 6
3 4
7 815t
1 15 5t v+ 1
6t
1 16 6t v+
12t
1 12 2t v+ 1
3t
17t
18t
1 17 7t v+
1 14 4t v+
1 18 8t v+
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Every phase is composed of intervals that control how phases are timed
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Phase Configuration and Real-time Data
11t
1 11 1t v+
14t
1 13 3t v+
1 2
5 6
3 4
7 815t
1 15 5t v+ 1
6t
1 16 6t v+
12t
1 12 2t v+ 1
3t
17t
18t
1 17 7t v+
1 14 4t v+
1 18 8t v+
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Priority requests Vehicle/ped calls Preemption calls
Advanced detection data
Structural Parameters
Real-time Demand parameters
X X X X X X
Phase 1 2 3 4
Min 12 15 10 10
Max 45 45 30 30
Recall Omit, etc.
Timing Values
Precedence Network Model
Flags
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Requests for Priority • Preemption
• Heavy Rail • Emergency Vehicles*
Priority Buses Pedestrians Trucks Special Vehicles Evacuation
Request for Phase 8 at t=38
11t
1 11 1t v+
14t
1 13 3t v+
1 2
5 6
3 4
7 8
1 2
5 6
3 4
7 815t
1 15 5t v+ 1
6t
1 16 6t v+
12t
1 12 2t v+ 1
3t
17t
18t
1 17 7t v+
1 14 4t v+
1 18 8t v+
21t
2 21 1t v+
25t
2 25 5t v+
26t
2 26 6t v+
22t
2 22 2t v+
24t
2 23 3t v+
23t
27t
28t
2 27 7t v+
2 24 4t v+
1 28 8t v+
Cycle 1 Cycle 2
18 38R =
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Delay Delay
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Multiple Requests for Priority
Time0t = 28t = 43t =
11t
1 11 1t v+
14t
1 13 3t v+
1 2
5 6
3 4
7 8
1 2
5 6
3 4
7 815t
1 15 5t v+ 1
6t
1 16 6t v+
12t
1 12 2t v+ 1
3t
17t
18t
1 17 7t v+
1 14 4t v+
1 18 8t v+
21t
2 21 1t v+
25t
2 25 5t v+
26t
2 26 6t v+
22t
2 22 2t v+
24t
2 23 3t v+
23t
27t
28t
2 27 7t v+
2 24 4t v+
1 28 8t v+
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Phase 1 Phase 2 Phase 3 Phase 4
Phase 5 Phase 6 Phase 7 Phase 8
There could be many requests from many vehicles
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Model Formulation
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Precedence Constraints
11t
1 11 1t v+
14t
1 13 3t v+
1 2
5 6
3 4
7 8
1 2
5 6
3 4
7 815t
1 15 5t v+ 1
6t
1 16 6t v+
12t
1 12 2t v+ 1
3t
17t
18t
1 17 7t v+
1 14 4t v+
1 18 8t v+
21t
2 21 1t v+
25t
2 25 5t v+
26t
2 26 6t v+
22t
2 22 2t v+
24t
2 23 3t v+
23t
27t
28t
2 27 7t v+
2 24 4t v+
1 28 8t v+
32
1115
2 1 1
6 5 5
3 2 2 3 6 6
7 2 2 7 6 6
4 3 3
8 7 71
1 4 4 1 8 81
5 4 4 5 8 8
00
,,
1, ,,, 1, , 1
k k k
k k k
k k k k k k
k k k k k k
k k k
k k k
k k k k k k
k k k k k k
ttt t vt t vt t v t t vt t v t t vt t vt t v for k Kt t v t t vt t v t t v for k K
+
+
=== += += + = += + = += += + == + = += + = + = −
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Phase Duration Constraints
where,
is a vector of phase parameters (min, max, walk, dfw, ext,...) is a vector of phase flags (recall, omit, etc.), and is a vector of real-time phase calls (vehicle, ped), and are binary ink
psω
ΩΦ
terval decision variables (skip, don't skip)
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0,( , , , ) ( , , , ), for all and
kp
k k k k kp p p p p
tg s g g s p kω ω≥Ω Φ ≤ ≤ Ω Φ
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Phase Interval Constraints
py pr
pscppext
min p
amin p
w p
fdw p
dw p
min (1 min R ),in (1 min ), (1 ) (1 )( ) (1 ),
max max
p pk
kp p pkp p p
p p p p
p p
D XDam Cphs Sag Max SC XomitDw Dfdw Cped SpedD X R
• − • − = • − • − + • • −
•
( ) max max , ( ) (1 ) (1 )kp p p p p p pg D Dw Dfdw Cped SC Xomit= + • • − • −
Notation___ Phase Parameters ( )___ Phase Flags ( )___ Phase Calls ( )__ Phase Skip Decision Variablek
p
DXCS
ω
= Ω= Φ==
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Service Phase Selection Constraints
,,
,,
0,1 serve Request before phase ( ) in the cycle
0,1 serve Request during phase ( ) in the cycle
j kp e
th
j kp s
th
jp k
jp k
θ
θ
∈
∈
1pt 1 1
p pt g+ 2pt 2 2
p pt g+ 2pt 2 2
p pt g+0t =
,1,
jp eθ ,1
,jp sθ ,2
,jp eθ ,2
,jp sθ ,3
,jp eθ
,3,
jp sθ
p
jR
, ,, , 1
for every priority request
j k j kp e p s
kjpR
θ θ+ =∑
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Service Phase Selection Constraints
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1 ,1,
1 1 ,1 ,1, ,
2 ,1 ,1 ,2, , ,
2 2 ,1 ,1 ,2 ,2, , , ,
3 ,1 ,1 ,2 ,2 ,3, , , , ,
3 3
( 1)( 1)( 1)( 1)( 1)
j jp p p e
j j jp p p p e p s
j j j jp p p e p s p e
j j j j jp p p p e p s p e p s
j j j j j jp p p e p s p e p s p e
jp p p
t R Mt v R M
t R Mt v R M
t R Mt v R
θθ θθ θ θθ θ θ θθ θ θ θ θ
− ≥ −+ − ≥ + −
− ≥ + + −+ − ≥ + + + −
− ≥ + + + + −+ − ≥ ,1 ,1 ,2 ,2 ,3 ,3
, , , , , ,( 1)j j j j j jp e p s p e p s p e p s Mθ θ θ θ θ θ+ + + + + −
1 ,1,
1 1 ,1 ,1, ,
2 ,1 ,1 ,2, , ,
2 2 ,1 ,1 ,2 ,2, , , ,
3 ,1 ,1 ,2 ,2 ,3, , , , ,
3 3
( ) ( )( )
( ) ( )( )
( )
j jp p p e
j j jp p p p e p s
j j j jp p p e p s p e
j j j j jp p p p e p s p e p s
j j j j j jp p p e p s p e p s p e
jp p p
R t MR t v M
R t MR t v M
R t MR t v
θθ θθ θ θθ θ θ θθ θ θ θ θ
− ≥ −− + ≥ − +
− ≥ − + +− + ≥ − + + +
− ≥ − + + + +− + ≥ − ,1 ,1 ,2 ,2 ,3 ,3
, , , , , ,( )j j j j j jp e p s p e p s p e p s Mθ θ θ θ θ θ+ + + + +
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Total Priority Delay
1pt 1 1
p pt v+ 2pt 2 2
p pt v+ 2pt
0t =
1eθ
1sθ
2eθ
2sθ 3
eθ3sθ
p
jR j jkp p pD t R= −
( )
,,
,
( )j k k jp e p p
p j k
Minimize D t Rθ= −∑∑
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Some Issues/Enhancements
• Model is mixed integer-nonlinear • Model doesn’t account for coordination
behavior • Model results in fixed time control, e.g.
phases are not actuated based on vehicles calls (detection)
• Priority requests are points in time, in reality there is uncertainty in arrival times (Robust)
• Solution uses commercial solvers (CPLEX)
38
Qing He, PhD, July 2010
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Deterministic. MILP Formulation (revised from Head et al. 2006)
39
∑ kp,j, jpkDMinimize: total priority delay
Subject to 01 =tE
0=+ kk dBtA
0)('1 =+++ kkk dtBtD
kpjMgtR jpkpkpkjp ,,)1( ∀−++≤ θ
kpjMgtR jpkkpkpjp ,,)1(1,1, ∀−−+≥ −− θ
kpjk jpk ,,1 ∀=∑ θ
kpjjpk ,,1,0 ∀∈θ
kpjMRtD jpkjppkjpk ,,)1( ∀−−−≥ θ
kpjDjpk ,,0 ∀≥
Delay for jth request with phase p, served in cycle k.
jpkD
jpR Arrival time for jth request with phase p.
=10
jpkθ If jth request with phase p is served in cycle k.
Data: jpR
kpggg pkpkpk ,maxmin ∀≤≤
minpkg max
pkg
Variable: jpkD pkt pkg jpkθ
Precedence constr.
Serving cycle selection constr.
Delay evaluation constr.
Phase duration constr.
4 7
2 5
3 8
6 1
1 2 3 4
5 6 7 8
Ring 1
Ring 2
Group 1 Group 2 Barrier
Barrier
Dual-ring, eight-phase controller
1 5
2
6
1
5
2
6
3
7
4
8
3
7
4
8
Cycle 1 Cycle 2
11t
51t
21t
61t
31t
71t
41t
81t
12t
52t
22t
62t
32t
72t
42t
82t
Precedence graph representation
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Serving Priority Requests – Phase Time Diagram
Request for Phase 2 at Time 50
Request for Phase 8 at Time 60
Request for Phase 3 at Time 120
Request for Phase 2 at Time 170
X X
X X Delay
Delay
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Serving Priority Requests – Phase Time Diagram
Request for Phase 2 at Time 50
Request for Phase 8 at Time 60
Request for Phase 7 at Time 120
Request for Phase 2 at Time 170
No Delay
Delay
O
X
X
No Delay
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42
Flexible Implementation Algorithm (Zamanipour et al., 2016)
• Critical points for one request
< Zamanipour’s Ph.D final defense slide>
CLP1: max FL1, BL3 CLP2: max FL2, BL2 CLP3: max FL3, BL1 CLP4: BR1 CRP1: min FR1, BR4 CRP2: min FR2, BR3 CRP3: min FR3, BR2 CRP4: BR1 Time (second)
Pha
ses i
n Ri
ng 1
P1
10 20 300 40 50 60
P2
P3
P4
P1
jm
CLP1
CLP2
CLP3
CRP1
CRP2
CRP3
CRP4
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43
Source: Leidos Field Test Plan
Field Testing Scenarios, March 3rd and 4th: Designed and Conducted by Leidos (IA Contractor)
• 2 trucks with priority in
northbound/southbound
• 2 buses with priority in
eastbound/westbound
• 10 rounds of testing
• 6 regular vehicles
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Field Test Result for Transit Priority
0200400600800
10001200
1 2 3 4 5 6 7 8 9 10
TT (s
ec)
Round
Transit #1
With Priority Without Priority
0200400600800
10001200
1 2 3 4 5 6 7 8 9 10
TT (s
ec)
Round
Transit #2
With Priority Without Priority
Baseline (2 buses without Priority Requests for 10 Round
Trips)
TSP (2 buses with Priority
Requests for 10 Round Trips)
Improvement
(%)
Average TT (sec) 850.12 762.56 -10.3
TT Standard Deviation
91.13 53.48 -41.3
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Time-Space Diagram without MMITSS
• Daisy Mountain and Gavilan Peak Northbound Movement • Number of Stops: 5, Number of Queue Encounters:1
• Using BSMs sent from Truck #1
45
-300
-200
-100
0
100
200
300
1.426E+09 1.426E+09 1.426E+09 1.426E+09 1.426E+09 1.426E+09 1.426E+09 1.426E+09
Spac
e (m
)
Time (Epoch Value)
Truck #1 Wednesday Afternoon: 1:30 pm - 5:00 pm
Round #1
Round #2
Round #3
Round #4
Round #5
Round #6
Round #7
Round #8
Round #9
Round #10
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Time-Space Diagram with MMITSS • Daisy Mountain and Gavilan Peak Northbound Movement
• Number of Stops: 1, Number of Queue Encounters: 2 • Using BSMs sent from Truck#1
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-300
-200
-100
0
100
200
300
1.425E+09 1.425E+09 1.425E+09 1.425E+09 1.425E+09 1.425E+09 1.425E+09 1.425E+09
Spac
e (m
)
Time (Epoch Value)
Truck #1 Tuesday Afternoon: 1:30 pm - 5:00 pm
Round #1
Round #2
Round #3
Round #4
Round #5
Round #6
Round #7
Round #8
Round #9
Round #10
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Findings for Freight Priority
050
100150200250300
1 2 3 4 5 6 7 8 9 10
TT (s
ec)
Round
Trucks #1
With Priority Without Priority
0
50
100
150
200
250
1 2 3 4 5 6 7 8 9 10
TT (s
ec)
Round
Trucks #2
With Priority Without Priority
Baseline (2 trucks without Priority for
10 Round Trips)
FSP (2 trucks with Priority for 10
Round Trips)
Improvement
(%)
Average TT (sec) 182.42 175.44 -3.84 TT Standard
Deviation 36.28 28.37 -21.78
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MMITSS Pedestrian Smartphone App
MMITSS Pedestrian Smartphone app
Allows Pedestrian to receive auditory and haptic feedback • Align with Crosswalk • Send Call for Service • Be given WALK • PedCLEAR Countdown
Savari SmartCross (SBIR) Application Architecture Sara Khosravi, PhD Student
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Latency vs. Communications Technologies For IntelliDriveSM
Late
ncy
(in se
cond
s)
Active Safety Latency Requirements (secs) Traffic Signal Violation Warning 0.1 Curve Speed Warning 1.0 Emergency Electronic Brake Lights 0.1 Pre-Crash Sensing 0.02 Cooperative Forward Collision Warning 0.1 Left Turn Assistant 0.1 Lane Change Warning 0.1 Stop Sign Movement Assistance 0.1
Most Stringent latency requirement for Active Safety
(.02 sec)
Note: Y-axis not to scale for illustration purposes
Least stringent latency requirement for Active Safety
( 1 sec)
Data source: Vehicle Safety Communications Project – Final Report
Communications Technologies
.02
5.0
1.0
2.0
3.0
10 20 40 60
4.0 WiFi 802.11 (3 - 5 secs)
Terrestrial Digital Radio & Satellite Digital Audio Radio
(10 - 20 secs)
WiMax (1.5 - 3.5 secs)
Bluetooth (3 - 4 secs)
Two-Way Satellite (60+ secs)
5.9 GHz DSRC (.0002 secs)
Cellular (1.5 - 3.5 secs)
.01
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From US DOT Briefings on Connected Vehicle
March 25, 2016
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WAVE Communications
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Source: Delgrossi, L. and T. Zhang, Vehicle Safety Communications: Protocols, Security, and Privacy, Wiley, 2012.
High Availability Low Latency
High Power Long Range (Public Service)
Selected MMITSS Priority Channel
WSA – WAVE Service Announcement
SRM SSM
BSM 10 Hz MAP 1 Hz SPaT 10 Hz EVA 1 Hz RSA 1 Hz
Service on Channel (PSID+PSC)
Public Service Emergency
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